U.S. patent application number 14/046920 was filed with the patent office on 2014-02-06 for portable energy generation systems.
This patent application is currently assigned to Clear Energy Systems, Inc.. The applicant listed for this patent is Clear Energy Systems, Inc.. Invention is credited to Anthony J. Carmen, James H. Griffin, Douglas R. Heise, Joseph P. Kealy.
Application Number | 20140033995 14/046920 |
Document ID | / |
Family ID | 42310512 |
Filed Date | 2014-02-06 |
United States Patent
Application |
20140033995 |
Kind Code |
A1 |
Kealy; Joseph P. ; et
al. |
February 6, 2014 |
PORTABLE ENERGY GENERATION SYSTEMS
Abstract
Portable energy generation systems are disclosed. More
particularly, a high-output mobile electrical generator system
comprising a radial engine power source providing a highly compact
physical format.
Inventors: |
Kealy; Joseph P.;
(Scottsdale, AZ) ; Carmen; Anthony J.;
(Bloomfield, MI) ; Heise; Douglas R.; (Tempe,
AZ) ; Griffin; James H.; (Chandler, AZ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Clear Energy Systems, Inc. |
Tempe |
AZ |
US |
|
|
Assignee: |
Clear Energy Systems, Inc.
Tempe
AZ
|
Family ID: |
42310512 |
Appl. No.: |
14/046920 |
Filed: |
October 4, 2013 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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12503066 |
Jul 14, 2009 |
8567354 |
|
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14046920 |
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61122663 |
Dec 15, 2008 |
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61081648 |
Jul 17, 2008 |
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Current U.S.
Class: |
123/2 |
Current CPC
Class: |
F01B 9/023 20130101;
Y02T 10/144 20130101; F02B 63/047 20130101; F02B 63/044 20130101;
F02F 1/065 20130101; F02B 63/04 20130101; Y02T 10/12 20130101; F02B
2075/1836 20130101; F02B 75/222 20130101; F02B 37/001 20130101;
F02B 37/007 20130101; F01N 13/04 20130101 |
Class at
Publication: |
123/2 |
International
Class: |
F02B 63/04 20060101
F02B063/04 |
Claims
1. A portable system relating to the generation of electric power
comprising: a) at least one portable electric generator structured
and arranged to generate such electrical power; b) wherein said at
least one portable electric generator comprises i) at least one
internal combustion engine structured and arranged to produce at
least one output of rotary power, ii) operationally coupled with
said at least one internal combustion engine, at least one
electrical generator structured and arranged to convert such at
least one output of rotary power to at least one output of
electrical energy, iii) at least one electrical controller
structured and arranged to control such at least one output of
electrical energy, iv) at least one wheeled chassis structured and
arranged to assist wheeled transport of said at least one internal
combustion engine, said at least one electrical generator, and said
at least one electrical controller, v) an outer housing, having an
enclosed volume, structured and arranged to house said at least one
internal combustion engine, said at least one electrical generator,
and said at least one electrical controller, and vi) at least one
mount structured and arranged to mount said outer housing to said
at least one wheeled chassis; c) wherein said at least one internal
combustion engine comprises a plurality of combustion chambers
organized in at least one radial geometry; and d) wherein each
combustion chamber of said plurality of combustion chambers
comprises at least one piston reciprocably disposed within at least
one cylinder.
2. The portable system according to claim 1 wherein said at least
one portable electric generator comprises: a) a system weight
excluding operating fuel; and b) a peak electrical output to system
weight ratio of about 0.17 kilowatts per kilogram.
3. The portable system according to claim 1 wherein said at least
one portable electric generator comprises a peak electrical output
of about one megawatt.
4. The system according to claim 3 wherein said at least one
portable electric generator comprises a maximum system weight of
less than about 7800 kilograms.
5. The portable system according to claim 3 wherein said at least
one portable electric generator comprises a peak electrical output
to enclosed housing volume ratio of about 41.5 kilowatts per cubic
meter.
6. The portable system according to claim 3 wherein said outer
housing comprises an enclosed volume of less than about 24 cubic
meters.
7. The portable system according to claim 6 wherein said outer
housing comprises a maximum outer length of less than about 4
meters.
8. The portable system according to claim 6 wherein said plurality
of combustion chambers comprises at least nine pistons reciprocably
disposed within at least nine cylinders.
9. The portable system according to claim 8 wherein each combustion
chamber of said plurality of combustion chambers comprises a
cylinder bore diameter of about 6.125 inches and a piston stroke of
about 6.875 inches.
10. The portable system according to claim 8 wherein said at least
one internal combustion engine comprises a displacement of greater
than about 1,800 cubic inches.
11. The portable system according to claim 10 wherein said at least
one internal combustion engine further comprises: a) at least one
induction pathway structured and arranged to introduce a
combustible air fuel mixture into said plurality of combustion
chambers of said at least one internal combustion engine; b)
wherein said at least one induction pathway comprises i) at least
one air fuel mixer structured and arranged to produce such at least
one combustible air fuel mixture, and ii) at least one compressor
structured and arrange to pressurize such at least one combustible
air fuel mixture prior to introduction into said plurality of
combustion chambers.
12. The portable system according to claim 8 further comprising at
least one oil-based piston cooler structured and arranged to cool
each one of said at least nine pistons using at least one
pressurized stream of lubricating oil.
13. The portable system according to claim 8 wherein each one of
said at least nine cylinders comprises substantially at least one
boron-iron alloy.
14. The portable system according to claim 8 wherein each one of
said at least nine cylinders comprises substantially boron-alloy
cast iron.
15. The portable system according to claim 8 wherein: a) each one
of said plurality of combustion chambers comprises at least one
cylinder-head assembly structured and arranged to provide
valve-assisted control of combustion cycle gases of said at least
one internal combustion engine; b) wherein said at least one
cylinder-head assembly comprises substantially at least one
Al--Si--Cu--Mg alloy.
16. The portable system according to claim 11 wherein said at least
one compressor comprises at least one exhaust-driven turbocharger
structured and arrange to be driven by exhaust gas exiting said at
least one internal combustion engine.
17. A system relating to the generation of electric power
comprising: a) at least one portable electric generator structured
and arranged to generate such electrical power; b) wherein said at
least one portable electric generator comprises c) at least one
prime mover structured and arranged to output rotary power, d) at
least one electrical generator structured and arranged to convert
at least one input of rotary power to at least one output of
electrical energy, and e) at least one rotary-power coupler
structured and arranged to operably couple such at least one output
of rotary power with such at least one input of rotary power, f) at
least one electrical controller structured and arranged to control
such at least one output of electrical energy, and g) at least one
support frame structured and arranged to support said at least one
prime mover, said at least one electrical generator, said at least
one electrical controller, and said at least one rotary-power
coupler; h) wherein said such at least one output of rotary power
is directed along at least one output shaft of said at least one
prime mover; i) wherein such at least one input of rotary power is
received along at least one input shaft of said at least one
electrical generator; j) wherein said at least one output shaft and
said at least one input shaft do not share a common rotational
axis; and k) wherein said at least one rotary-power coupler
comprises at least one drive belt structured and arranged to
rotationally couple said at least one output shaft and said at
least one input shaft.
18. The system according to claim 17 wherein said at least one
rotary-power coupler is further structured and arranged to vary the
relative rotational speeds of said at least one output shaft and
said at least one input shaft.
19. A system relating to the generation of electric power
comprising: a) at least one portable electric generator structured
and arranged to generate such electrical power; b) wherein said at
least one portable electric generator comprises i) at least one
internal combustion engine structured and arranged to produce at
least one output of rotary power, ii) operationally coupled with
said at least one internal combustion engine, at least one
electrical generator structured and arranged to convert such at
least one output of rotary power to at least one output of
electrical energy, and iii) at least one electrical controller
structured and arranged to control such at least one output of
electrical energy, and iv) an outer housing structured and arranged
to house said at least one internal combustion engine, said at
least one electrical generator, and said at least one electrical
controller; c) wherein said at least one portable electric
generator comprises a peak electrical output of about 1 megawatt;
and d) wherein said outer housing comprises an enclosed volume of
less than about 24 cubic meters.
20. The system according to claim 19 wherein said outer housing
comprises a maximum outer dimension of less than about four
meters.
21. The system according to claim 20 wherein said at least one
portable electric generator comprises a weight less than about 5000
kilograms.
22. A method of increasing the time between overhauls within at
least one aviation-derived engine during use in non-aviation
service, said method comprising the steps of: a) identifying within
such at least one aviation-derived engine, at least one first set
of engine components to be modified to extend the time between
overhauls of such at least one aviation-derived engine during such
non-aviation service; b) providing at least one second set of
industrialized engine components to replace substantially such
engine components within such at least one set; and c) replacing
such engine components of such at least one set with such at least
one industrialized engine component; d) wherein such at least one
first set comprises at least about fifty percent of the overall
engine components comprising such at least one aviation-derived
engine; and e) wherein such replacement of engine components
extends the time between overhauls of such at least one
aviation-derived engine during such non-aviation service.
23. A method related to providing standard modular power units
capable of producing electrical power comprising the steps of: a)
determining an approximate size and power output for at least one
modular generator engine unit to service at least one large-power
consumer: b) determining a first set of component arrangements
comprising efficient concatenations of at least one prime-mover, at
least one electrical generator, and at least one control component
of such at least one generator engine unit; c) determining a second
set of minimum spaces into which such power components,
electrical-generation components, and control components are
together packageable; d) selecting from within such set at least
one minimum space to become such standard modular power unit; e)
providing such standard modular power unit comprising such power
components, such electrical-generation components, and such control
components packaged within the selected such at least one minimum
space.
24. The method according to claim 23 wherein such set of minimum
spaces comprises at least one standard intermodal-transport
shipping-container.
25. A method related to reducing vehicular transportation costs
associated with the transport of at least one engine-generator
unit, said method comprising the steps of: a) selecting at least
one transport mode to physically transport such at least one
engine-generator unit; b) determining for such at least one
transport mode at least one set of hauling-capacity constraints
associated with a maximum hauling capacity of such at least one
transport mode; c) determining for such at least one
engine-generator unit at least one set of minimum performance
parameters; d) determining for such at least one engine-generator
unit at least one set of possible physical enclosure configurations
capable of packaging at least one engine-generator unit comprising
such minimum performance parameters; e) selecting from such at
least one set of possible physical packaging configurations at
least one transport-compliant set of physical packaging
configurations, each one falling substantially within such at least
one set of hauling-capacity constraints; f) calculating for such at
least one transport-compliant set of physical packaging
configurations, unit production costs associated with each; and g)
selecting from such at least one transport-compliant set of
physical packaging configurations, at least one transport-compliant
physical packaging configuration falling within at least one
acceptable unit production cost goal; h) wherein at least one
minimum performance parameter of such at least one set of minimum
performance parameters comprises a peak electrical output of about
one megawatt.
26. A portable electric generator system for the generation of
electric power, comprising: a) at least one electric generator
structured and arranged to generate such electrical power, said at
least one electric generator having a peak electrical output of
about one megawatt; b) at least one internal combustion, radial
engine structured and arranged to produce at least one output of
rotary power operationally coupled with said at least one
electrical generator to convert such at least one output of rotary
power to at least one output of electrical energy, wherein said at
least one internal combustion, radial engine comprises nine
combustion chambers and nine oil-cooled pistons structured and
arranged to cool each one of said at least nine pistons using at
least one pressurized stream of lubricating oil sprayed on the
underside of the piston crown within a region of a piston skirt;
and wherein said at least one internal combustion, radial engine
further comprises a master rod having a first end coupled to a
first piston and a second end for coupling to a crankshaft, wherein
said master rod comprises a longitudinal oil passage formed along a
central web of the master rod for communicating oil to said first
piston; c) at least one electrical controller structured and
arranged to control such at least one output of electrical energy;
and d) an outer housing, having an enclosed volume, structured and
arranged to house said at least one internal combustion engine,
said at least one electrical generator, and said at least one
electrical controller.
27. The electric generator system according to claim 26 further
comprising: a chassis for supporting said at least one electric
generator, and said at least one internal combustion, radial
engine; and a mount for coupling said outer housing to said chassis
and wherein said outer housing and said chassis comprise an
enclosed volume of less than 24 cubic meters.
28. The electric generator system according to claim 26 wherein
said master rod includes a plurality of link-pin bores machined in
said second end, said plurality of link-pin bores spaced evenly by
angular position about a main bearing bore in said second end of
said master rod.
29. The electric generator system according to claim 28 wherein at
least one internal combustion, radial engine further comprises
eight link rods, each link rod having a first end for coupling to a
respective piston and a second end for coupling each link rod to a
respective link-pin bore in said second end of said master rod; and
wherein said master rod has a center of gravity located closer to
said second end of said master rod to reduce the angular momentum
and the friction of said piston in said cylinder.
30. The electric generator system according to claim 28 wherein
each link rod of said eight link rods has a length of between
fourteen and fifteen inches.
31. The electric generator system according to claim 30 wherein
each link rod of said eight link rods has a length of approximately
14.763 inches and a tolerance of approximately +/-0.002 inches to
increase the moment arm applied to said master rod by said link
rods.
32. The electric generator system according to claim 28 wherein
said at least one internal combustion, radial engine further
comprises a crankpin for coupling said main bearing bore in said
second end of said master rod to the crankshaft and said crankpin
comprises a set of lubrication holes for communication with a
pressured lubrication system of said at least one internal
combustion, radial engine and said longitudinal oil passage formed
along said central web of said master rod for communicating oil to
said first piston to dissipate heat from said first piston and to
improve the durability level of said at least one internal
combustion, radial engine.
33. The electric generator system according to claim 32 wherein
each link rod of said at least one internal combustion, radial
engine comprises an internal oil flow passage extending through a
longitudinal axis of said link rod to deliver lubricating oil to a
respective piston of said eight pistons.
34. The electric generator system according to claim 26 wherein
each piston comprises at least one piston ring and at least one
piston control ring.
35. The electric generator system according to claim 26 wherein
each piston further comprises at least two piston rings and at
least three piston control rings.
36. The electric generator system according to claim 26 wherein
said at least one internal combustion, radial engine comprises nine
cylinder barrels comprising a ferrous alloy, each said cylinder
barrel including said combustion chamber located internally and a
plurality of externally located structural cooling fins integrally
cast about the outer circumference of said cylinder barrel to
structurally reinforce said cylinder barrel while evenly
distributing heat around said cylinder barrel to thereby maintain a
consistent shape during extended operation.
37. The electric generator system according to claim 36 wherein
each said cylinder barrel is shell-molded.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application is related to and claims priority
from prior provisional application Ser. No. 61/081,648, filed Jul.
17, 2008, entitled "PORTABLE ENERGY GENERATION SYSTEMS", and is
related to and claims priority from prior provisional application
Ser. No. 61/122,663, filed Dec. 15, 2008, entitled "PORTABLE ENERGY
GENERATION SYSTEMS", the content of both of which are incorporated
herein by this reference and are not admitted to be prior art with
respect to the present invention by the mention in this
cross-reference section.
BACKGROUND
[0002] This invention relates to providing a system for improved
portable energy generation systems. More particularly, this
invention relates to electrical generation systems comprising
high-output electrical generators of very compact physical size and
low physical weight.
[0003] Mobile generator sets are often used to provide emergency,
standby, peak shaving, and continuous electrical power to a wide
range of electrically-dependent operations. Typical diesel or
natural gas-powered mobile generator sets are large, heavy, and
expensive to transport. For example, a mobile generator set having
an electrical output in the range of 1000 kW (kilowatts) typically
comprises a weight of between about 50,000 to 80,000 pounds,
typically requiring a tractor-trailer rig for transport.
Furthermore, such traditional generation systems often require a
high level of site coordination to address issues related to the
physical size and structural loading imposed by the location of
such units in and around a building structure, often resulting in
limited placement options. The operation and maintenance of such
traditional generator sets tends to be high, as any maintenance of
the power components requires difficult on-site work or the
labor-intensive removal and hauling of a generation unit or unit
components to a remote service facility.
[0004] Clearly, the development of smaller electrical generation
systems that can deliver equivalent amounts of affordable,
environmentally friendly electrical energy would be of great
benefit to many.
OBJECTS AND FEATURES OF THE INVENTION
[0005] A primary object and feature of the present invention is to
provide a system overcoming the above-mentioned problems.
[0006] It is a further object and feature of the present invention
to provide such a system comprising a high-efficiency electrical
generator set having a physical size and weight significantly lower
than that of current conventional systems. It is another object and
feature of the present invention to provide such a system that is
capable of producing about 1 megawatt of electrical power.
[0007] It is another object and feature of the present invention to
provide such a system that comprises a durable continuous-service
power source exhibiting a high power-to-weight ratio. It is another
object and feature of the present invention to provide such a
system comprising a power source capable of utilizing multiple
fuels. It is a further object and feature of the present invention
to provide such a system that is quickly and easily moved,
serviced, and installed.
[0008] It is another object and feature of the present invention to
provide such a system that comprises at least one preferred method
of monetizing the altering of an existing engine design used for
aircraft for land-based power generation.
[0009] In addition, it is another object and feature of the present
invention to provide such a system that comprises at least one
preferred method of "industrializing" a prior engine design so that
the engine is useable for an alternate purpose.
[0010] A further primary object and feature of the present
invention is to provide such a system that is efficient,
inexpensive, and useful. Other objects and features of this
invention will become apparent with reference to the following
descriptions.
SUMMARY OF THE INVENTION
[0011] In accordance with a preferred embodiment hereof, this
invention provides a portable system relating to the generation of
electric power comprising: at least one portable electric generator
structured and arranged to generate such electrical power; wherein
such at least one portable electric generator comprises at least
one internal combustion engine structured and arranged to produce
at least one output of rotary power, operationally coupled with
such at least one internal combustion engine, at least one
electrical generator structured and arranged to convert such at
least one output of rotary power to at least one output of
electrical energy, at least one electrical controller structured
and arranged to control such at least one output of electrical
energy, at least one wheeled chassis structured and arranged to
assist wheeled transport of such at least one internal combustion
engine, such at least one electrical generator, and such at least
one electrical controller, an outer housing, having an enclosed
volume, structured and arranged to house such at least one internal
combustion engine, such at least one electrical generator, and such
at least one electrical controller, and at least one mount
structured and arranged to mount such outer housing to such at
least one wheeled chassis; wherein such at least one internal
combustion engine comprises a plurality of combustion chambers
organized in at least one radial geometry; and wherein each
combustion chamber of such plurality of combustion chambers
comprises at least one piston reciprocably disposed within at least
one cylinder.
[0012] Moreover, it provides such a portable system wherein such at
least one portable electric generator comprises: a system weight
excluding operating fuel; and a peak electrical output to system
weight ratio of about 0.17 kilowatts per kilogram. Additionally, it
provides such a portable system wherein such at least one portable
electric generator comprises a peak electrical output of about one
megawatt. Also, it provides such a system wherein such at least one
portable electric generator comprises a maximum system weight of
less than about 7800 kilograms.
[0013] In addition, it provides such a portable system wherein such
at least one portable electric generator comprises a peak
electrical output to enclosed housing volume ratio of about 41.5
kilowatts per cubic meter. And, it provides such a portable system
wherein such outer housing comprises an enclosed volume of less
than about 24 cubic meters. Further, it provides such a portable
system wherein such outer housing comprises a maximum outer
dimension of less than about 4 meters. Even further, it provides
such a portable system wherein such plurality of combustion
chambers comprises at least nine pistons reciprocably disposed
within at least nine cylinders.
[0014] Moreover, it provides such a portable system wherein each
combustion chamber of such plurality of combustion chambers
comprises a cylinder bore diameter of about 6.125 inches.
Additionally, it provides such a portable system wherein such at
least one internal combustion engine comprises a piston stroke of
about 6.875 inches.
[0015] Also, it provides such a portable system wherein such at
least one internal combustion engine further comprises: at least
one induction pathway structured and arranged to introduce a
combustible air fuel mixture into such plurality of combustion
chambers of such at least one internal combustion engine; wherein
such at least one induction pathway comprises at least one air fuel
mixer structured and arranged to produce such at least one
combustible air fuel mixture, and at least one compressor
structured and arrange to pressurize such at least one combustible
air fuel mixture prior to introduction into such plurality of
combustion chambers. In addition, it provides such a portable
system wherein such at least one compressor comprises at least one
exhaust-driven turbocharger structured and arrange to be driven by
exhaust gas exiting such at least one internal combustion
engine.
[0016] In accordance with another preferred embodiment hereof, this
invention provides a system relating to the generation of electric
power comprising: at least one portable electric generator
structured and arranged to generate such electrical power; wherein
such at least one portable electric generator comprises at least
one prime mover structured and arranged to output rotary power, at
least one electrical generator structured and arranged to convert
at least one input of rotary power to at least one output of
electrical energy, and at least one rotary-power coupler structured
and arranged to operably couple such at least one output of rotary
power with such at least one input of rotary power, at least one
electrical controller structured and arranged to control such at
least one output of electrical energy, and at least one support
frame structured and arranged to support such at least one prime
mover, such at least one electrical generator, such at least one
electrical controller, and such at least one rotary-power coupler;
wherein such at least one output of rotary power is directed along
at least one output shaft of such at least one prime mover; wherein
such at least one input of rotary power is received along at least
one input shaft of such at least one electrical generator; wherein
such at least one output shaft and such at least one input shaft do
not share a common rotational axis; and wherein such at least one
rotary-power coupler comprises at least one drive belt structured
and arranged to rotationally couple such at least one output shaft
and such at least one input shaft.
[0017] It further provides such a system wherein such at least one
rotary-power coupler is further structured and arranged to vary the
relative rotational speeds of such at least one output shaft and
such at least one input shaft.
[0018] In accordance with another preferred embodiment hereof, this
invention provides a system relating to the generation of electric
power comprising: at least one portable electric generator
structured and arranged to generate such electrical power; wherein
such at least one portable electric generator comprises at least
one internal combustion engine structured and arranged to produce
at least one output of rotary power, operationally coupled with
such at least one internal combustion engine, at least one
electrical generator structured and arranged to convert such at
least one output of rotary power to at least one output of
electrical energy, and at least one electrical controller
structured and arranged to control such at least one output of
electrical energy, and an outer housing structured and arranged to
house such at least one internal combustion engine, such at least
one electrical generator, and such at least one electrical
controller; wherein such at least one portable electric generator
comprises a peak electrical output of about 1 megawatt; and wherein
such outer housing comprises an enclosed volume of less than about
24 cubic meters. Further, it provides such a system wherein such
outer housing comprises a maximum outer dimension of less than
about four meters. Even further, it provides such a system wherein
such at least one portable electric generator comprises a weight
less than about 5000 kilograms.
[0019] In accordance with another preferred embodiment hereof, this
invention provides a method of increasing the time between
overhauls within at least one aviation-derived engine during use in
non-aviation service, such method comprising the steps of:
identifying within such at least one aviation-derived engine, at
least one first set of engine components to be modified to extend
the time between overhauls of such at least one aviation-derived
engine during such non-aviation service; providing at least one
second set of industrialized engine components to replace
substantially such engine components within such at least one set;
and replacing such engine components of such at least one set with
such at least one industrialized engine component; wherein such at
least one first set comprises at least about fifty percent of the
overall engine components comprising such at least one
aviation-derived engine; and wherein such replacement of engine
components extends the time between overhauls of such at least one
aviation-derived engine during such non-industrial service.
[0020] In accordance with another preferred embodiment hereof, this
invention provides a method related to providing standard modular
power units capable of producing electrical power comprising the
steps of: determining an approximate size and power output for at
least one modular generator engine unit to service at least one
large-power consumer: determining a first set of component
arrangements comprising efficient concatenations of at least one
prime-mover, at least one electrical generator, and at least one
control component of such at least one generator engine unit;
determining a second set of minimum spaces into which such power
components, electrical-generation components, and control
components are together packageable; selecting from within such set
at least one minimum space to become such standard modular power
unit; providing such standard modular power unit comprising such
power components, such electrical-generation components, and such
control components packaged within the selected such at least one
minimum space.
[0021] Even further, it provides such a method wherein such set of
minimum spaces comprises at least one standard intermodal-transport
shipping-container.
[0022] In accordance with another preferred embodiment hereof, this
invention provides a method related to reducing vehicular
transportation costs associated with the transport of at least one
engine-generator unit, such method comprising the steps of:
selecting at least one transport mode to physically transport such
at least one engine-generator unit; determining for such at least
one transport mode at least one set of hauling-capacity constraints
associated with a maximum hauling capacity of such at least one
transport mode; determining for such at least one engine-generator
unit at least one set of minimum performance parameters;
determining for such at least one engine-generator unit at least
one set of possible physical enclosure configurations capable of
packaging at least one engine-generator unit comprising such
minimum performance parameters; selecting from such at least one
set of possible physical packaging configurations at least one
transport-compliant set of physical packaging configurations, each
one falling substantially within such at least one set of
hauling-capacity constraints; calculating for such at least one
transport-compliant set physical packaging configurations, unit
production costs associated with each; and selecting from such at
least one transport-compliant set physical packaging
configurations, at least one transport-compliant set physical
packaging configuration falling within at least one acceptable unit
production cost goal; wherein at least one minimum performance
parameter of such at least one set of minimum performance
parameters comprises a peak electrical output of about one
megawatt. Each and every novel feature, element, combination, step
and/or method disclosed or suggested by this patent
application.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] FIG. 1 shows a perspective view, in partial section, of a
lightweight and compact mobile generator set, according to a
preferred embodiment of the present invention.
[0024] FIG. 2 shows a side view of the mobile generator set of FIG.
1 with an outer housing of the mobile generator set arranged in an
open configuration.
[0025] FIG. 3 shows a top view of the mobile generator set
according to the preferred embodiment of FIG. 1.
[0026] FIG. 4 shows a front view of the mobile generator set of
FIG. 1.
[0027] FIG. 5A shows a sectional view through the section 5A-5A of
FIG. 3 illustrating preferred internal arrangements of the mobile
generator set of FIG. 1.
[0028] FIG. 5B shows a sectional view through the section 5B-5B of
FIG. 3 further illustrating preferred internal arrangements of the
mobile generator set of FIG. 1.
[0029] FIG. 6A shows a side view illustrating a preferred
arrangement of principal operating components of the mobile
generator set of FIG. 1.
[0030] FIG. 6B shows a side view illustrating an alternate
preferred arrangement of the principal operating components of the
mobile generator set of FIG. 1.
[0031] FIG. 6C shows a side view illustrating an alternate
preferred arrangement of the principal operating components of the
mobile generator set of FIG. 1.
[0032] FIG. 7A shows a first perspective view, illustrating a
radial power plant structured and arranged to function as the prime
mover for the mobile generator set FIG. 1, according to a preferred
embodiment of the present invention.
[0033] FIG. 7B shows a second perspective view, illustrating the
power output side of the radial power plant of FIG. 7A.
[0034] FIG. 8A shows the longitudinal sectional view 8A-8A of FIG.
7B generally illustrating preferred internal component arrangements
of the radial power plant of FIG. 7A.
[0035] FIG. 8B shows a partial exploded view of the radial power
plant of FIG. 7A.
[0036] FIG. 8C shows an isolated perspective view of the principal
rotating components of the radial power plant of FIG. 7A.
[0037] FIG. 8D shows an isolated exploded view of the principal
rotating components of the radial power plant of FIG. 7A.
[0038] FIG. 8E shows a side view of a link rod of the radial power
plant of FIG. 7A.
[0039] FIG. 8F shows the longitudinal sectional view 8F-8F of FIG.
8E illustrating a preferred internal oil flow passage extending
through the longitudinal axis of the link rod.
[0040] FIG. 9A shows a perspective view of a preferred master rod
of the radial power plant of FIG. 7A, according to a preferred
embodiment of the present invention.
[0041] FIG. 9B shows front view of the preferred master rod of FIG.
9A.
[0042] FIG. 9C shows side view of the preferred master rod of FIG.
9A.
[0043] FIG. 9D shows the detail view 9D of FIG. 9B illustrating
preferred arrangements of the "big end" of the master rod of FIG.
9A.
[0044] FIG. 9E shows a sectional view, through the section 9E-9E of
FIG. 9C, illustrating a preferred internal oil flow passage
extending through the longitudinal axis of the master rod of FIG.
9A.
[0045] FIG. 9F shows a top view of a crankshaft of the radial power
plant of FIG. 7A.
[0046] FIG. 9G is a sectional view through the section 9G-9G of
FIG. 9F illustrating the internal oiling passages of the crankshaft
of FIG. 9F.
[0047] FIG. 9H is a partial side view, illustrating preparation of
a crank pin of an alternate crankshaft, according to another
preferred embodiment of the present invention.
[0048] FIG. 10A shows a sectional view through the transverse
section 10A-10A of FIG. 8A illustrating the principal rotating
components of the radial power plant of FIG. 7A.
[0049] FIG. 10B shows the detail sectional view 10B of FIG. 10A
illustrating the lower pistons and cylinders of the radial power
plant of FIG. 7A.
[0050] FIG. 10C is a perspective view of illustrating a preferred
piston arrangement, according to a preferred embodiment of the
present invention.
[0051] FIG. 10D is a first side view illustrating the piston of
FIG. 10C.
[0052] FIG. 10E is a second side view illustrating the piston of
FIG. 10C.
[0053] FIG. 11 shows an isolated perspective view, generally
illustrating a preferred induction arrangement of the radial power
plant of FIG. 7A, according to a preferred embodiment of the
present invention.
[0054] FIG. 12 shows a diagram generally illustrating a preferred
controls arrangement of the mobile generator set of FIG. 1,
according to a preferred embodiment of the present invention.
[0055] FIG. 13A shows a diagram generally illustrating the
transport of a plurality of lightweight and compact mobile
generator sets, each one capable of producing about 1 Megawatt of
electrical power, according to a preferred method of the present
invention.
[0056] FIG. 13B is a flow diagram generally illustrating the
preferred steps of a preferred method of the present invention.
[0057] FIG. 14A shows a sectional diagram, generally illustrating
the placement of compact mobile generator sets within a building
structure, according to another preferred embodiment of the present
invention.
[0058] FIG. 14B is a flow diagram generally illustrating the
preferred steps of an alternate preferred method of the present
invention.
[0059] FIG. 14C is a flow diagram generally illustrating the
preferred steps of another preferred method of the present
invention.
[0060] FIG. 15 shows a side view of the mobile generator set
containerized within a standard intermodal-transport
shipping-container, according to an alternate preferred embodiment
of the present invention.
[0061] FIG. 16A shows a side view of a cylinder barrel of the
radial power plant of FIG. 7A, according to a preferred embodiment
of the present invention.
[0062] FIG. 16B shows a sectional view through the section 16B-16B
of FIG. 16A illustrating preferred geometric arrangement of the
cylinder barrel of FIG. 16A.
[0063] FIG. 16C shows a partial side view of the detail view 16C of
FIG. 16A, enlarged for magnification purposes.
DETAILED DESCRIPTION OF THE BEST MODES AND PREFERRED EMBODIMENTS OF
THE INVENTION
[0064] FIG. 1 shows a perspective view, in partial section, of a
highly compact mobile generator set 102 capable of producing
electrical power at megawatt output levels, according to a
preferred embodiment of the present invention. For clarity of
description, a portion of outer enclosure 106 of mobile generator
set 102 has been omitted from the illustration of FIG. 1 to better
depict the preferred internal arrangements of the apparatus. FIG. 2
shows a side view of the same mobile generator set 102 with a
forward portion of outer enclosure 106 arranged to an open
configuration.
[0065] The preferred embodiments of portable energy generation
system 100, including generator set 102 described herein,
preferably comprise high-output electrical generators exhibiting
the preferred physical characteristics of compact size, low weight,
the ability to use a wide range of conventional fuels, and superior
operational reliability. During developmental testing, using
industry-standard test conditions, preferred embodiments of
portable energy generation system 100 produced a sustained
three-phase 60-Hertz output of one megawatt, from a unit having a
physical size about one-half that of conventional diesel or natural
gas-powered generators of similar capacity.
[0066] Generator set 102 preferably comprises at least one prime
mover, preferably at least internal combustion motor, most
preferably a highly-compact and power-dense internal combustion
motor identified herein as radial power-generation unit 150. Radial
power-generation unit 150 preferably comprises a piston-driven
engine structured and arranged to produce at least one output of
rotary power from the combustion of at least one liquid or gaseous
fuel. In a preferred arrangement of the apparatus, the rotary power
output of radial power-generation unit 150 is operationally coupled
with at least one electrical generator 110, as shown. The
unexpectedly high power density of generator set 102 is principally
enabled by the selection and use of a powerful but compact
radial-type power plant, in combination with a compactly-organized
arrangement of supporting system components, as further described
below.
[0067] Radial power-generation unit 150, electrical generator 110,
and the supporting operational components of generator set 102 are
preferably housed within outer enclosure 106, preferably providing
both weather protection and sound attenuation. Radial
power-generation unit 150 is preferably arranged directly forward
of electrical generator 110, as shown. The remaining generator
components, such as, for example, electrical control subsystem 120,
fan ducting 108, torque-transmission unit 112, air cleaner 116, oil
filtration subsystem 118, fuel-delivery components 122, batteries
123, and exhaust silencers 124 are preferably positioned in a
compact arrangement around radial power-generation unit 150 and
electrical generator 110, as shown.
[0068] The preferred configuration of radial power-generation unit
150 comprises a high power-to-weight ratio. Thus, utilization of
radial power-generation unit 150 as the prime mover of generator
set 102 preferably reduces the overall weight of the apparatus. The
preferred low weight and compact size of generator set 102 permits
the unit to be supported on towable trailer chassis 104 (at least
embodying herein at least one wheeled chassis), thus forming the
preferred embodiment of FIG. 1.
[0069] Outer enclosure 106 is preferably constructed using a
plurality of substantially weather-resistant outer panels 126
preferably secured to an underlying framework of supporting members
107, preferably comprising a welded assembly of tube and angular
steel structured and arranged to rigidly mount outer enclosure 106
to towable trailer chassis 104 (at least embodying herein at least
one mount structured and arranged to mount such outer housing to
such at least one wheeled chassis). Outer panels 126 preferably
comprise at least one weather-resistant material, most preferably
lightweight sheet metal. Under appropriate circumstances,
considering issues such as cost, intended use, etc., other material
arrangements such as, for example, fiberglass-reinforced panels,
molded polymers, etc., may suffice.
[0070] Towable trailer chassis 104 preferably comprises a rigid
structural frame 134 adapted to provide a supportive mounting
structure for outer enclosure 106 and the electrical generation
apparatus contained therein. Structural frame 134 preferably
comprises a principal assembly of 8-inch deep I-shaped steel
members preferably supporting a plurality of rigid cross members.
The rolling components of towable trailer chassis 104 preferably
comprises dual tandem axles 135 mounted to structural steel frame
134 using a conventional leaf-spring suspension, as shown. The dual
tandem axles 135 preferably comprise a braking axle of about 8000
pound capacity in combination with either a second braking axle or
idler axle both of about 8000 pound capacity. Each axle is fitted
with a set of road wheels 125 preferably comprising rubber
pneumatic tires, as shown.
[0071] Structural frame 134 preferably comprises at least one hitch
assembly 127 structured and arranged to couple towable trailer
chassis 104 to a towing vehicle. Hitch assembly 127 preferably
comprises an A-frame tongue 136 extending from the forward end of
structural frame 134, as shown. Tongue 136 preferably supports at
least one hitch device, most preferably a 4-bolt, multi-position
pintle-type hitch 138, as shown. Pintle-type hitch 138 preferably
comprises at least one height-adjustable lunette eye, as shown,
attachable to a pintle hook of the towing vehicle. Upon reading
this specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as cost, type of towing vehicle, regional regulations, etc.,
other hitch arrangements such as, for example, gooseneck 5th-wheel
hitches, ball hitches, etc., may suffice.
[0072] Four ground-engaging drop leg jacks 140 are preferably
mounted at each corner of structural frame 134 to support and
stabilize towable trailer chassis 104 when disengaged from the
towing vehicle. Each drop leg jack 140 comprises a telescoping
assembly operated by mechanical, hydraulic, or electric means. In
addition towable trailer chassis 104 is preferably equipped with
all U.S. Department of Transportation (DOT) required equipment,
preferably including tail lights, brake lights, side marker lights,
turn signals, side and rear reflectors, etc. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as regional regulations, insurance requirements, etc., the
employment of other towing-related equipment such as, for example,
breakaway switches, provisions for safety chains, backup signals,
etc., may suffice.
[0073] External access to the internal volume 128 of outer
enclosure 106 is preferably provided by an arrangement of access
doors, preferably including a large pivoting forward section 130
structured and arranged to provide full inspection and service
access to radial power-generation unit 150. Air circulation through
outer enclosure 106 is preferably facilitated by a set of vents 132
located within outer panels 126.
[0074] Preferably, an electrical load is coupled to the output of
mobile generator set 102 at an externally-accessible distribution
panel 121, as shown in FIG. 1. Distribution panel 121 preferably
comprises three banks of three-phase receptacles, preferably
protected by breakers, preferably rated up to 600 VAC at 400
amperes continuous service. Distribution panel 121 preferably
comprises a NEMA-approved housing containing three "POSI-LOK" E0400
series sequential interlock panels supplied by Couse-Hinds of
LaGrange, N.C.
[0075] Outer enclosure 106 preferably comprises an overall length A
of about 4 meters (13 feet) and an overall width B of about 1.8
meters (six feet) as best illustrated in top view of FIG. 3. FIG. 4
shows a dimensioned front view of mobile generator set 102
illustrating the preferred enclosure height C of about two meters
(six feet eight inches). The above-noted compact physical
dimensions of outer enclosure 106 enables mobile generator set 102
to be legally transported on most public highways of North America.
To reduce wind drag during towing, the forward end 109 of outer
enclosure 106 is preferably reclined about 20 degrees from
vertical, as shown. Alternately preferably, generator set 102 is
accommodated within a standard ISO-type shipping container for
intermodal transport, as illustrated in FIG. 15.
[0076] Excluding fuel, mobile generator set 102 comprises a
preferred towing weight of about 7,200 kilograms (15,850 pounds).
This allows mobile generator set 102 to be towed by a standard
one-ton pickup truck operated by a non-commercial driver.
[0077] FIG. 5A shows a sectional view through the section 5A-5A of
FIG. 3 illustrating preferred internal arrangements of mobile
generator set 102 of FIG. 1. FIG. 5B shows a sectional view through
the section 5B-5B of FIG. 3 further illustrating preferred internal
arrangements of mobile generator set 102.
[0078] Radial power-generation unit 150 is supported from the
forward portion of structural frame 134 by a vibration-isolating
engine cradle 142, as shown. Engine cradle 142 is preferably
coupled to mounting points located at both the forward end and aft
end of radial power-generation unit 150 and preferably functions to
transfer vertical loads, such as the weight of the engine, in
addition to torque loads generated by the engine during operation.
Within the present disclosure, the term aft or rear, shall be
understood to indicate the power output side of the engine (as
illustrated in FIG. 7B), with the term forward or front indicating
the opposing side (as illustrated in FIG. 7A). Engine cradle 142
preferably comprises a welded assembly of steel channels supported
from tube steel base members. Engine cradle 142 is preferably
isolated from the supporting structural frame 134 by cylindrical
elastomeric vibration isolators 111, as shown.
[0079] Electrical generator 110 is preferably located aft of radial
power-generation unit 150 at an elevation below the power output
axis 144 power-generation unit 150 (see also FIG. 6A). This
preferred arrangement lowers the overall center of gravity of the
embodiment and permits the rotational power output of radial
power-generation unit 150 to be transferred to electrical generator
110 through torque-transmission unit 112 located between electrical
generator 110 and radial power-generation unit 150, as shown. An
onboard electrical control subsystem 120, which preferably monitors
and controls both engine performance and generator output, is
preferably housed in a cabinet positioned aft of electrical
generator 110, as shown.
[0080] Primary engine cooling for radial power-generation unit 150
is preferably provided by air drawn over cylinder heads 151 and
finned cylinder barrels 152 of the power plant (see FIG. 7A and
FIG. 7B). In a preferred embodiment of the present system, cooling
airflow is preferably generated by axial fan 146 located aft of
radial power-generation unit 150 within fan ducting 108 projecting
outwardly from the power-output side of radial power-generation
unit 150, as shown. Sheet metal cylinder shrouding 148, preferably
located between cylinder heads 151, functions to direct the air
moving through the engine to fan ducting 108. The lower portion of
fan ducting 108 is preferably shaped to provide necessary clearance
around transmission unit 112, as shown. The upper portion of fan
ducting 108 comprises secondary ducting adapted to draw cooling air
through a pair of heat-exchanging intercoolers 180 of
engine-induction assembly 182. Fan ducting 108 preferably
transitions to a substantially hollow cylindrical discharge section
184 that preferably contains axial fan 146, as shown.
[0081] Axial fan 146 preferably comprises a multi-bladed module
having a central hub coupled to a hydraulic fan motor 170.
Hydraulic fan motor 170 is preferably powered by hydraulic fluid
pressurized by at least one hydraulic pump preferably driven by
radial power-generation unit 150. The hydraulic circuit driving fan
motor 170 may preferably comprise controllable valving to enable
adjustments to the speed and output of axial fan 146; thus, the
output of axial fan 146 can be actively altered to generally match
the heat-rejection demands of radial power-generation unit 150.
[0082] Alternately preferably, cooling airflow is provided by one
or more hydraulically-driven centrifugal fans located forward of
the power plant, as best illustrated in FIG. 6C. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as cost, anticipated operating temperatures, etc., other fan
arrangements such as, for example, the use of electric fan motors,
the use of fan elements directly driven by the radial engine, the
use of water-cooled jackets, etc., may suffice.
[0083] Secondary cooling of radial power-generation unit 150 is
preferably provided by oil filtration subsystem 118. Oil filtration
subsystem 118 preferably comprises remotely-mounted full-flow oil
filters 178, oil cooler 174, and oil reservoir 176, as shown. Each
component of oil filtration subsystem 118 is preferably coupled by
a set of oil distribution lines (not shown) enabling fluid
communication with an engine-driven oil circulation pump 172 of
radial power-generation unit 150. Oil filtration subsystem 118
preferably functions as an extension of the general engine oiling
system of radial power-generation unit 150, which preferably
includes pressure and scavenging pumps, oil distribution lines,
etc. Oil cooler 174 preferably comprises active cooling preferably
provided by at least one motorized fan operated by a 12-volt or
24-volt direct current (DC) source. Oil coolers suitable for use as
oil cooler 174 preferably include a model OAD unit supplied by
Oilair Hydraulics, Inc. of Houston, Tex.
[0084] Engine exhaust is preferably discharged through two exhaust
silencers 124, preferably positioned in the upper portion of the
internal volume 128 of outer housing 106, preferably flanking each
side of discharge section 184, as shown. Each exhaust silencer 124
functions to reduce the decibel sound output of mobile generator
set 102 during operation. Each exhaust silencer 124 preferably
discharges at a point external of outer housing 106, as shown.
[0085] FIG. 6A shows a side view illustrating a preferred
arrangement of principal operating components of mobile generator
set 102, according to the preferred embodiment of FIG. 1. It is
noted that outer housing 106, fan ducting 108, exhaust silencers
124, oil filtration subsystem 118, and similar secondary components
have been omitted from the illustration of FIG. 6A to assist in
describing the preferred relationship between electrical generator
110 and radial power-generation unit 150.
[0086] The rotational power output of radial power-generation unit
150 is preferably transferred to the internal armature of
electrical generator 110 through torque-transmission unit 112
located between electrical generator 110 and radial
power-generation unit 150, as shown. The rotational output of
radial power-generation unit 150, preferably located at power
output axis 144, is preferably oriented so as to be substantially
parallel with the lower input shaft axis 143 of electrical
generator 110, as shown. Torque-transmission unit 112 preferably
comprises a belt-type drive mechanism; preferably comprising a
cylindrical upper pulley 188 coupled to the rotational output of
radial power-generation unit 150, a cylindrical lower pulley 190
coupled to the input shaft of electrical generator 110, and at
least one transmission belt 192 coupling the rotary motion of upper
pulley 188 with lower pulley 190.
[0087] The velocity ratio between the rotations of lower pulley 190
and upper pulley 188 is preferably established to properly match
the rotational speed of radial power-generation unit 150 to the
preferred operational input speed of generator 110. In the United
States, where the preferred electrical frequency is 60 hertz, the
preferred shaft speed of the 4-pole generator 110 is the industry
standard 1,800 revolutions per minute (RPM). The output speed of
radial power-generation unit 150 is preferably matched to this
speed by proper selection of pulley diameters.
[0088] Both upper pulley 188 and lower pulley 190 preferably
comprise central hubs journaled in forward and aft bearings,
preferably held within supportive frame 194 rigidly mounted to
structural frame 134. Frame 194 preferably comprises a rigid metal
construction, with accommodations for straightforward disassembly
enabling drive-belt renewal. Both upper pulley 188 and lower pulley
190 preferably comprise metallic V-belt sheaves having machined
outer grooved surfaces adapted to receive one or more V-type belts.
Transmission belt 192 preferably comprises a side-by-side
arrangement of six V-belts, each one preferably comprising a model
5VF950 Torque Team Plus banded belt as supplied by Goodyear Rubber
Products Inc. Tension of transmission belt 192 is preferably
maintained by mechanically adjustment.
[0089] At least one elastomeric coupler 196 is used to couple upper
pulley 188 to the output shaft of radial power-generation unit 150.
This preferred arrangement has been found to be beneficial when
using belt-type torque-transmission units of the type described
herein. Elastomeric coupler 196 functions to accommodate moderate
amounts of axial misalignment during operation, in addition to
reducing transmission of engine vibrations to the drive train
structures. Elastomeric couplers suitable for use as elastomeric
coupler 196 include OMEGA brand elastomeric couplers produced by
Rexnord Elastomer Products of New Berlin, Wis.
[0090] In a preferred embodiment of the present invention, upper
pulley 188 is fitted with a toothed ring gear that is preferably
engaged by a 24-volt DC solenoid-equipped electric cranking motor,
thus allowing torque-transmission unit 112 to function as a starter
mechanism for radial power-generation unit 150. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as intended use, power output of the prime mover, etc.,
other mechanical transmission arrangements such as, for example,
gear drives, chain drives, hydraulic couplers, clutches, etc., may
suffice.
[0091] Generator 110 preferably comprises a four pole synchronous
generator with a rated capacity of about 1000 kW, at an operational
speed of about 1800 RPM (with an over-speed capacity of about 2250
RPM). Generator 110 preferably outputs three-phase 480-volt
alternating current (AC). Generator 110 preferably comprises an
approximate weight of about 2300 kilograms (about 5,000 pounds). A
preferred generator unit suitable for use as generator 110 includes
model MJB.sub.--400_MB4 supplied by Marelli Motori of Arzignano
(VI) Italy.
[0092] FIG. 6B shows a side view illustrating a preferred alternate
arrangement 200 of the principal operating components of mobile
generator set 102 of FIG. 1. In alternate arrangement 200
torque-transmission unit 112 is omitted in favor of a substantially
direct coupling of electrical generator 110 and radial
power-generation unit 150, as shown. In the preferred arrangement
of FIG. 6B, power output axis 144 and shaft axis 143 are aligned
coaxially, thus allowing a substantially direct mechanical coupling
of electrical generator 110 and radial power-generation unit 150. A
least one interface assembly 202 is used to adapt power take off
204 of radial power-generation unit 150 to the input flange of
electrical generator 110, as shown. It is noted that direct
coupling requires the operational speed and available shaft
horsepower of radial power-generation unit 150 to be substantially
equal to the required input speed and input shaft horsepower
required by electrical generator 110. Thus, the use of alternate
arrangement 200 requires the power-curve of radial power-generation
unit 150 to be shifted to provide the required drive torque at the
1,800 RPM rotational input required by the 4-pole generator. This
may be accomplished by increasing the bore and stroke of radial
power-generation unit 150. The power curve may be further shifted
through modifications to combustion-chamber shape, valve lift, and
intake/exhaust valve overlap, as known to those of ordinary skill
in the art of internal combustion piston engines. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as engine configuration, cost, etc., other coupler
arrangements such as, for example, the use of gear-reduction
assemblies, vibration dampers, clutch mechanisms, universal joints,
fluid or magnetic couplers, etc., may suffice. Furthermore, those
with ordinary skill in the art will now appreciate that, under
appropriate circumstances, considering such issues as engine
efficiency, maximum engine outputs, cost, etc., other generator
arrangements such as, for example, the use of a large 2-pole
generator to allow the prime mover to operate at peak (high RPM)
efficiency, etc., may suffice.
[0093] FIG. 6C shows a side view illustrating alternate preferred
arrangement 201 of the principal operating components of mobile
generator set 102 of FIG. 1. In alternate arrangement 201
torque-transmission unit 112 is omitted in favor of a compact
torque-transmitting gearbox 203, as shown. The rotational power
output of radial power-generation unit 150 is preferably
transferred to the internal armature of electrical generator 110
through gearbox 203, preferably located between electrical
generator 110 and radial power-generation unit 150, as shown.
Gearbox 203 preferably comprises an internal gear train supported
within an outer gearbox housing 205. The rotational output of
radial power-generation unit 150 is preferably coupled to the input
shaft of electrical generator 110 through the internal gear train,
preferably comprising a set of helical gears. Gear ratios are
preferably fixed and preferably match the rotational speed of
radial power-generation unit 150 to the preferred operational input
speed of generator 110 (about 1,800 RPM). Alternately preferably,
gearbox 203 may comprise a multi-speed capability to enable radial
power-generation unit 150 to operate at lower output speeds
consistent with reduced load requirements.
[0094] The comparatively compact size of gearbox 203 allows radial
power-generation unit 150 to be shifted rearward, thus providing
additional internal volume 128 within the forward portion of outer
housing 106. This alternate preferred arrangement enables the use
of a forward mounted centrifugal fan assembly 209 (as indicated by
the dashed-line depiction of FIG. 6C). The fan wheel of centrifugal
fan assembly 209 is linked directly to the shaft of hydraulic fan
motor 170. Alternately preferably, the fan wheel of centrifugal fan
assembly 209 may be linked to the shaft of hydraulic fan motor 170
using a belt drive.
[0095] Hydraulic fan motor 170 is preferably powered by hydraulic
fluid pressurized by at least one hydraulic pump preferably driven
by radial power-generation unit 150. The overall assembly is sized
to develop a static pressure of about 15 inches of water column
(wc) during operation.
[0096] The hydraulic circuit driving fan motor 170 may preferably
comprise controllable valving to enable adjustments to the speed
and output of hydraulic fan motor 170; thus, the output of
centrifugal fan assembly 209 can be actively adjusted to match the
heat-rejection demands of radial power-generation unit 150. Cooling
airflow is preferably ducted by a forward-mounted plenum in fluid
communication with the sheet metal cylinder shrouding 148
surrounding the cylinder heads and cylinder barrels of the power
plant.
[0097] Specific reference is now made to the preferred structures
and arrangements of radial power-generation unit 150. FIG. 7A shows
a perspective view, illustrating the overall external arrangement
of radial power-generation unit 150. FIG. 7B shows a second
perspective view illustrating the power output side of radial
power-generation unit 150.
[0098] The successful development of the present highly-portable
megawatt-class electric generator set required a prime mover
exhibiting a low weight-per-horsepower ratio, compact size, and
good in-service durability. During development of portable energy
generation system 100, applicant determined that a suitable prime
mover would require a sustainable power output of about 1,400 brake
horsepower and, to facilitate over-the-road portability, a maximum
physical width of less than about 1.8 meters (72 inches).
[0099] During the development process, applicant identified several
possible engine configurations having the necessary physical and
performance characteristics. After substantial research and
analysis, applicant determined that only a radial-type piston
engine afforded the above-noted characteristics, with the
additional benefits of proven in-service durability, multi-fuel
capability, and relatively low initial production cost.
[0100] The preferred design of radial power-generation unit 150 is
generally derived from at least one aircraft application. The
preferred adapting of a radial aircraft engine for use as radial
power-generation unit 150 provides a prime mover capable of
sustained high-power output, high operational reliability, and
excellent efficiency.
[0101] In general, radial power-generation unit 150 comprises a
reciprocating-piston engine of radial design, so called due to its
radial arrangement cylinders about a central crankshaft. The
preferred number of cylinders within radial power-generation unit
150 is odd, most preferably nine. Radial power-generation unit 150
preferably comprises a four-stroke piston engine generally derived
from the Curtiss-Wright model R-1820 "Cyclone" radial engine
developed and used during the 20th Century. The Curtiss-Wright
R-1820 and its derivatives have powered numerous propeller-driven
aircraft including helicopters. When properly maintained, the basic
R-1820 design was demonstrated to be both reliable and relatively
durable in aviation service. Developmental embodiments of mobile
generator set 102 where successfully operated using a modified
(turbocharged) R-1820-84 unit sourced from a Sikorsky Aircraft
Corporation helicopter.
[0102] The usefulness of the R-1820 engine in non-aviation
applications is severely hindered by the burdensome service
intervals and relatively costly maintenance requirements of the
power plant. The pure aviation radial engine, although compact and
powerful, is especially ill-suited to industrial applications
typically served by conventional industrial engines having
relatively long service intervals.
[0103] Although the basic geometry of power-generation unit 150 is
generally derived from the Curtiss-Wright engine, essentially the
entire engine is preferably refitted for industrial service and
increased performance. This preferably includes strengthening and
replacement of a majority of the engine components; more
preferably, substantially all of the engine components, as further
described below.
[0104] FIG. 8A shows the longitudinal sectional view 8A-8A of FIG.
7B generally illustrating preferred internal component arrangements
of radial power plant 150. FIG. 8B shows a partial exploded view of
radial power-generation unit 150. FIG. 8C shows an isolated
perspective view of the principal rotating components of radial
power-generation unit 150. FIG. 8D shows an isolated exploded view
of the principal rotating components of radial power-generation
unit 150. It is noted that portions of the induction assembly have
been omitted from the view of FIG. 7B to allow the underlying
structures to be shown.
[0105] Radial power-generation unit 150 comprises nine cylinders
149 preferably organized in a compact radial geometry about a
two-part crankcase assembly 186, as shown. Spacing between
cylinders 149 is preferably 40 degrees. Each cylinder 149
preferably comprises single piston 156 reciprocably disposed within
a respective cylinder barrel 152, as shown. Each cylinder barrel
152 comprises a proximal end joined to crankcase assembly 186 and a
distal end joined to a cylinder head 151, as shown. Together,
piston 156, cylinder head 151, and the interior wall 206 of
cylinder barrel 152 form an internal combustion chamber 208 in
which the fuel mixture is compressed and burned.
[0106] The preferred design of cylinder barrels 152 was developed
after extended experimental testing, including careful testing and
analysis of the original aviation counterparts. The resulting
cylinder barrel comprises an entirely new air-cooled design
specifically re-engineered for improved service life (see FIG. 16A
through 16C for preferred geometries of cylinder barrels 152).
Preferred engineering changes include replacement of the
non-structural aluminum cooling fins with an arrangement of
structural cooling fins 271 integrally cast about the outer
circumference of cylinder barrels 152, as shown. This preferred
arrangement was developed to both structurally reinforce the barrel
and evenly distribute heat around barrel circumference,
greatly-reducing uneven circumferential stress within the cylinder
barrel, thus allowing cylinder barrel 152 to better maintain a
consistent shape during extended operation.
[0107] Each cylinder barrel 152 is preferably constructed from a
ferrous alloy. Most preferably, cylinder barrel 152 is modified to
comprise a cast iron alloy. Preferred ferrous materials suitable
for use in the construction of cylinder barrel 152 preferably
include a high-performance boron-alloy cast iron, preferably
comprising a chemical composition of about 2.9 to 3.2 percent
carbon by weight, about 2.0 to 2.4 percent silicon by weight, about
0.6 to 0.8 percent manganese by weight, about 0.035 to 0.08 percent
sulfur by weight, about 0.04 to 0.08 percent boron by weight, about
1.3 to 1.7 percent copper by weight, about 0.25 to 0.4 percent
chromium by weight, less than about 0.25 percent phosphorus by
weight; with the remaining composition comprising iron. Such
boron-alloy cast iron preferably complies with QZZ21028-1996JT
standard; preferably comprising criteria of hard structure
distribution, size, and amount in compliance with standard
JB/T5082-1991; a preferred hardness of between about 280 to 310
Brinell Hardness (HBS) with a preferred hardness variation on same
surface of less than or equal to about 30 HBS; and mechanical
properties preferably complying with GB 9439 (Grey Iron). Upon
reading this specification, those with ordinary skill in the art
will now appreciate that, under appropriate circumstances,
considering such issues as advances in technology, cost, etc.,
other materials, such as, for example, SAE 4140 (UNS G41400)
ferrous materials, through-hardened or nitrided (depending on the
application and service condition), etc., may suffice
[0108] Cylinder barrels 152 are preferably produced using a
shell-molding process. A preferred shell-molding method comprises
one of several known processes wherein a heated metal pattern is
placed within a mixture of sand and thermoset plastic. The heated
pattern (about 200-degrees Centigrade) produces a hardened "shell"
within the surrounding sand/plastic mixture, which conforms to the
outer surface of the pattern. This shell is separated and removed
from the pattern to form the "shell mold" for cylinder barrels 152.
The separated portions of the shell mold are secured together and
molten iron is poured into the shell to form the part. Once the
metal solidifies, the shell is broken free from the casting
producing an un-machined barrel. Machining of the cast barrels
preferably includes precision boring and a two-stage honing of the
internal diameter (see FIG. 16A through 16C for preferred
geometries of cylinder barrels 152). In the preferred honing
process, rough honing of the barrel wall is preferably followed by
profile honing to smooth and plateau the finish. This preferred
two-stage honing produces a suitable bearing area to support the
rings, while retaining adequate crosshatch depth to retain oil and
provide sufficient ring lubrication.
[0109] Each cylinder head 151 is preferably structured and arranged
to provide valve-assisted control of the intake and exhaust
combustion cycle gases. Each cylinder head 151 comprises intake and
exhaust valve ports 212 preferably fitted with an accompanying set
of intake and exhaust valves of the conventional poppet design.
Sodium-filled valves are preferably utilized at the exhaust port to
enhance heat dissipation. The valves are preferably maintained in a
closed position by the valve springs and are opened by the action
of rocker arms pivotally mounted to the cylinder heads 151. The
rocker arms (omitted from the illustrations) are preferably
actuated by push rods 222, preferably extending within push rod
tubes 290 along the back of the engine from cylinder heads 151 to a
ring-shaped cam 218 preferably located in the rear section of
crankcase assembly 186. Cam 218 preferably comprises a hardened
alloy steel ring with sets of cam lobes formed on its outside
diameter. Each push rod 222 preferably engages the outer diameter
of cam 218 through a tappet roller 224, as shown. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as cost, durability, operating efficiency, etc., other
valve-actuation arrangements such as, for example, actuating each
push rod using a one-piece hydraulic lifter/rolling cam follower,
electro-mechanical valve actuation, etc., may suffice.
[0110] Cam 218 is preferably mounted concentrically with
crankshaft 210 and is driven by crankshaft 210 through cam-drive
gear assembly 226, which preferably functions to reverse the
rotation of the cam relative to crankshaft 210 as well as to reduce
its rotation rate. Cam 218 preferably comprises two sets of four
lobes spaced around the outer periphery of the cam, one set
controlling the intake valves and the other controlling the exhaust
valves. Cam lobes are preferably arranged to provide a
1-3-5-7-9-2-4-6-8 firing order.
[0111] Cylinder heads 151 preferably comprise metal casings,
preferably utilizing a non-ferrous alloy, preferably an improved
aluminum alloy. Cylinder heads 151 are preferably modified to
comprise an Al--Si--Cu--Mg alloy, preferably substantially matching
material specified under the Japanese Industrial Standard (JIS) H
5202 AC4D. Cylinder heads 151 are preferably machined to receive
all required valve guides, rocker-arm bushings, valve seats, spark
plug openings, etc. Heat rejection is preferably assisted by the
inclusion of deep, closely spaced fins within the head casting, as
shown.
[0112] Each cylinder head 151 is preferably joined to a respective
cylinder barrel 152 using a threaded mating arrangement, as shown.
In a preferred design advancement, indexed threading is used to
precisely line up cylinder head 151 in a pre-determined position
relative to the overall power-plant during assembly. The threads of
cylinder head 151 and cylinder barrel 152 are indexed so that when
cylinder head 151 is fitted to cylinder barrel 152, cylinder head
151 will reach the preferred torque specification at the same
reproducible angular orientation relative to the output axis 144 of
power-generation unit 150. This also preferably allows pre-drilling
of the cylinder flange used to attach cylinder barrel 152 to
crankcase assembly 186. Indexing is preferably achieved, in part,
by the establishment of interference threading at the innermost
threads.
[0113] Pistons 156 are preferably connected to the central
crankshaft 210 by master rod assembly 153 and articulated rod
assembly 154, as shown. In this preferred arrangement, one piston
156 of the nine radially-disposed pistons 156 is preferably coupled
to master rod 158. Master rod 158 is directly attached to
crankshaft 210 and the remaining eight pistons 156 are preferably
coupled to master rod 158 by eight link rods 228 of articulated rod
assembly 154.
[0114] FIG. 9A shows a perspective view of a preferred master rod
158 of radial power-generation unit 150, according to a preferred
embodiment of the present invention. FIG. 9B shows a front view of
master rod 158. FIG. 9C shows a side view of master rod 158. FIG.
9D shows the detail view 9D of FIG. 9B illustrating preferred
arrangements of the "big end" of master rod 158. Reference is now
made to FIG. 9A through 9D with continued reference to the prior
figures. It is noted that miscellaneous mechanical fastener have
been omitted from the illustrations to better depict the underlying
structures. All dimensions shown in FIG. 9A through FIG. 9D are in
inches unless noted otherwise.
[0115] As previously noted, a majority of components of radial
power-generation unit 150 have been redesigned for improved
durability, performance. As a chief example, the geometry of master
rod 158 was significantly improved after analysis and testing by
applicant produced a master-rod design exhibiting unexpected
reductions in internal engine stresses with corresponding increases
in engine durability. The preferred geometry of the master rod
described herein not only allows the engine to operate with even
compression and timing, but further enables a significant reduction
in friction within components of the engine subjected to high
wear.
[0116] Master rod 158 preferably comprises a single unitary metal
forging, as shown, preferably comprising a heat-treatable alloy,
most preferably 4340 alloy steel. The "big end" of master rod 158
preferably contains a main bearing bore 230 preferably adapted to
house a master rod main bearing and crankpin 236 of crankshaft 210.
Circumferential flanges 232 around the big end provides for the
attachment of the eight articulated link rods 228. The preferred
connection of each link rod 228 to master rod 158 is made using
link pins 231 preferably engaged within link pin bores 234 of
flanges 232.
[0117] Link-pin bores 234 of master rod 158 are preferably machined
at the precise positions around the main-bearing bore 230
illustrated in FIG. 9D. Machining is preferably performed in an
annealed or normalized/tempered condition. A full anneal is
accomplished at about 1550 degrees Fahrenheit (F) followed by
controlled (furnace) cooling at a rate not faster than about 50
degrees F. per hour to a temperature of at least about 600 degrees
F. Once annealed, machining may be performed by conventional
methods having the required machine tolerances. Heat treatment for
strengthening master rod 158 is preferably done per AISA, ASM, and
or ASTM specifications.
[0118] In a preferred embodiment of master rod 158, each link-pin
bore 234 is preferably spaced evenly by angular position but by not
by radial position. The preferred radial position of each pin, as
shown, is preferably adjusted to a preferred accuracy of about
5/10000 of an inch to ensure even compression ratios across all
cylinders of the engine. It is noted that these preferred positions
may preferably vary by as much as 120/1000 of an inch, as shown.
The final dimension of each link-pin bore 234 is preferably
precision honed.
[0119] In contrast to prior variants of the Curtis-Wright R-1820
engine, the preferred distance K between main bearing bore 230 and
piston pin bore 233 has been increased to about 14.763 inches with
preferred tolerances of +0.002 and -0.002. This preferred
improvement requires a corresponding increase to the overall length
L of master rod 158 equaling about 19.94 inches, as shown in FIG.
9B. Analysis by applicant determined that this improved rod length
provides a reduction to the angle of the inherent back-and-forth
rocking motion of master rod 158 during operation. The increased
length also increases the moment arm applied to master rod 158,
which functions to resists such rocking motion.
[0120] In contrast to all prior variants of the Curtis-Wright
R-1820 engine, the center of gravity of master rod 158 has been
shifted closer to main-bearing bore 230 so that the resistance of
the main bearing to the rocking motion of master rod 158 is less
severe due to a reduction of angular momentum about its moment of
inertia. Applicant has determined that the combination of increased
moment arm and decreased resistance due to momentum results in a
significant reduction in friction between primary cylinder 238 and
the respective piston 156 attached to master rod 158. The result is
improved life of primary cylinder 238, decreased friction and wear
for all link pins 231 and link rods 228 as well as a more evenly
balanced engine stroke, which all contribute to significantly
increased Time Between Overhauls (TBO).
[0121] It is noted that opposing surfaces 235 of master rod 158 are
preferably machined flat and parallel, as shown. Faces 237
surrounding each link-pin bore 234 preferably comprise 35 degrees
of draft, as shown.
[0122] FIG. 9E shows a sectional view, through the section 9E-9E of
FIG. 9C, illustrating a preferred internal oil flow passage
extending through the longitudinal axis of the master rod of FIG.
9A. FIG. 9F shows a top view of a crankshaft of the radial power
plant of FIG. 7A. FIG. 9G is a sectional view through the section
9G-9G of FIG. 9F illustrating the internal oiling passages of the
crankshaft of FIG. 9F.
[0123] Experimental testing indicated the need for additional
thermal control within pistons 156 to achieve preferred durability
levels require in the industrialized engine. This resulted in the
development of an oil-cooled piston configuration wherein oil is
preferably sprayed on the underside of the piston crown within the
region of the piston skirt. In the preferred embodiment, crankpin
236 comprises a set of lubrication holes 243 communicating with the
pressurized lubrication system of the engine. The lubrication holes
243 communicate cyclically with at least one passage formed in the
big-end bearing and leading to a longitudinal oil passage 245
formed in the central web of master rod 158, as shown. Oil passage
245 is preferably in communication with oil discharge port 251 in
the small end piston pin bore 233 of master rod 158, as shown. A
stream of lubricating oil is preferably sprayed from discharge port
251 to the underside of the piston to dissipate heat.
[0124] Crankshaft 210 is preferably of a split-clamp type, as shown
in FIG. 8D, thus allowing master rod 158 to comprise a preferred
one-piece design, as shown. Preferably, the master rod assembly 153
and articulated rod assembly 154 are preferably assembled and then
installed on crankpin 236; the subsections of crankshaft 210 are
then joined together to form the primary rotating assembly of the
power section. It is noted that edge transitions 239 preferably
comprise a 0.0625 inch radius. Surface 241 preferably comprises a
0.125 inch radius, as shown. The journal surface of crankpin 236 is
preferably induction hardened for strength and wear resistance. The
preferred construction of crankshaft 210 prevents the entire
journal surface to be induction hardened; specifically, the fillet
transition region 249, between crank pin 236 and the adjacent
counterbalance 247, is inaccessible to conventional induction
hardening apparatus. Applicant has determined that material fatigue
at the weaker fillet transition region 249 is a dominant mechanism
of failure within this type of crankshaft. To provide consistent
hardening across the entire length of crankpin 236, it is preferred
that each fillet transition region be work hardened using a
high-pressure mechanical roller. In a preferred procedure, the
fillet transition region 249 is cold-worked by the mechanical
roller. The resulting plastic deformation of the metal effectively
increases the fatigue strength of the material, to more closely
match the material properties of the induction hardened region of
the crankshaft.
[0125] FIG. 8E shows a side view of a link rod of the radial power
plant of FIG. 7A. FIG. 8F shows the longitudinal sectional view
8F-8F of FIG. 8E illustrating a preferred internal oil flow passage
extending through the longitudinal axis of the link rod. As with
master rod 158, each link rod 228 preferably comprises a
longitudinal oil passage 245 to deliver lubricating oil to the
underside of the respective pistons 156. In the preferred
embodiment, each link-pin bore 234 comprises at least one
lubrication channel communicating with the pressurized lubrication
system of the engine via the main-bearing bore 230. At least one
passage formed in the link bearing preferably leads to the
longitudinal oil passage 245 formed in link rod 228, as shown. Oil
passage 245 is preferably in communication with oil discharge port
251 in the small end piston pin bore 233 of link rod 228, as shown.
A stream of lubricating oil is preferably sprayed from discharge
port 251 to the underside of the piston to dissipate heat.
[0126] FIG. 9H is a partial side view, illustrating the crank pin
of an alternate crankshaft 210', according to another preferred
embodiment of the present invention. In alternate preferred
embodiments of radial power-generation unit 150, crankshaft 210'
preferably comprises a solid unit supporting an alternate master
rod of a split-type configuration (see for example, the Pratt &
Whitney model R-4360 radial engine). In this alternate preferred
configuration, crankpin 236' is integrally formed with the adjacent
web of each counterbalance 247, as shown.
[0127] The unitary construction of alternate crankshaft 210'
prevents the entire journal surface to be induction hardened;
specifically, the two fillet transition regions 249, between crank
pin 236' and the adjacent counterbalances 247, are inaccessible to
conventional induction hardening apparatus. To provide consistent
hardening across the entire length of crankpin 236', it is
preferred that each fillet transition region be work hardened using
the above-noted high-pressure mechanical roller. In a preferred
procedure, each fillet transition region 249 is cold-worked by the
mechanical roller to effectively increase the fatigue strength of
the material.
[0128] FIG. 10A shows a sectional view through the transverse
section 10A-10A of FIG. 8A illustrating the principal rotating
components of the radial power plant of FIG. 7A.
[0129] FIG. 10A shows a sectional view through the transverse
section 10A-10A of FIG. 8A illustrating the principal rotating
components of radial power-generation unit 150. FIG. 10B shows the
detail sectional view 10B of FIG. 10A illustrating the lower
pistons 156 and cylinder barrels 152 of radial power-generation
unit 150. FIG. 10C is a bottom perspective view of illustrating a
single piston 156 comprising a preferred piston-ring arrangement,
according to a preferred embodiment of the present invention. FIG.
10D is a first side view illustrating the piston 156 of FIG. 10C.
FIG. 10E is a second side view illustrating piston 156 of FIG.
10C.
[0130] Often, dry-sump oil scavenging is incomplete after engine
shutdown, leaving a quantity of oil 242 in the bottom of the
crankcase. Conventional radial engines are generally prone to oil
migration into combustion chambers 208 of the lowest cylinders 149
by gravitational movement of this oil 242 past the sealing rings
240 of piston 156. This condition is problematic to operation of
generator set 102 for several reasons. First, the presence of oil
242 within one or more combustion chambers 208 has the potential of
creating a "liquid lock" condition wherein engine damage can occur
during startup as excessive forces are generated as the lower
pistons move against the non-compressible oil within the combustion
chamber.
[0131] Secondarily, smaller quantities of oil 242, while not
affecting the startup, produce unacceptable levels of hydrocarbon
emissions during startup (blue smoke) or manifest as oil droplets
expelled into the exhaust assembly and downstream turbochargers 160
and exhaust silencers 124 (e.g. a wet start). Radial
power-generation unit 150 preferably comprises an improved
piston-sealing assembly 244 adapted to prevent such migration of
oil past the piston, while maintaining sufficient cylinder
lubrication during operation.
[0132] Pistons 156 are preferably formed from at least one
high-temperature aluminum alloy using a three-stage cold forged
process. The crowns 253 of pistons 156 are preferably hard
anodized. The piston skirts 255 are preferably bonded with at least
one hard metallic coating, preferably an intermetallic compound,
preferably a molybdenum-disilicide (MoSi2) deposition.
[0133] Grooves 252 are preferably formed in the outside surface of
pistons 156 to receive the piston rings, as shown. The improved
piston sealing assembly 244 preferably comprises two compression
rings 246 of conventional design, a set of three oil control rings
250, and a set of three oil scraper rings 248 to assist in
controlling oil migration past the piston skirt. The compression
rings 246 are preferably installed in the two grooves closest to
crown 253 of piston 156; the three oil control rings are preferably
installed in the next groove adjacent piston pin 254, as shown. The
set of three oil scraper rings 248 are preferably installed in the
final grove located at the lower end of piston 156. It is this
preferred combination of rings that limits excessive oil migration
into the lower combustion chamber 208.
[0134] Radial power-generation unit 150 preferably comprises a
displacement of at least about 1,800 cubic inches, more preferably
a displacement of about 1,820 cubic inches. Radial power-generation
unit 150 preferably comprises a cylinder bore of about 6.125
inches, a stroke of about 6.875 inches, and a compression ratio of
about nine to one. Upon reading this specification, those with
ordinary skill in the art will now appreciate that, under
appropriate circumstances, considering such issues as advances in
material technology, heat dissipation, engine control, etc., other
engine arrangements such as, for example, development of
smaller-displacement high-compression units, etc., may suffice.
[0135] Additional engine components, visible in FIG. 8B, preferably
include PTO final drive half shaft 282, PTO bearing carrier 284,
forward gearbox assembly 286, oil pumps 172, rocker-arm covers 292,
and accessory power take off 294 (preferably used to drive an
electrical alternator).
[0136] FIG. 11 shows an isolated perspective view, generally
illustrating the preferred engine-induction assembly 182 (at least
embodying herein at least one induction pathway) of radial
power-generation unit 150, according to a preferred embodiment of
the present invention. An important feature of radial
power-generation unit 150 is the flexible adaptability of the
system to a range of fuels, such as, for example, natural gas,
methane, alcohol, gasoline, propane, etc. A highly preferred
embodiment of engine-induction assembly 182 is preferably
configured to utilizing natural gas, as described below.
[0137] Engine-induction assembly 182 preferably comprises a
forced-induction system, preferably comprising dual exhaust-gas
turbochargers 160, as shown. In a preferred embodiment of
engine-induction assembly 182, combustion air is routed through air
cleaner 116 to a variable Venturi-type gas-air mixer 256, as shown.
Gas-air mixer 256 is preferably adapted to receive a flow of
natural gas routed from gas train 258 of fuel-delivery components
122 (see FIG. 1) through gas supply line 260, as shown.
[0138] Gas-air mixer 256 preferably produces a stoichiometric
mixture of air and fuel by a metered mixing of the natural gas with
the incoming flow of combustion air. The resulting air/fuel mixture
exits gas-air mixer 256 into a bifurcated transfer tube 262
functioning to dividing the air/fuel mixture between the compressor
inlets of the turbochargers 160. Each turbocharger 160 compresses
(boosts) the incoming air/fuel mixture, from ambient pressure to an
appropriate delivery pressure, preferably in the range of about 12
to 16 pounds per square inch (psi).
[0139] After compression by a respective turbocharger 160, the
air/fuel mixture preferably passes through at least one heat
exchanger used to control the temperature of the air/fuel mixture
exiting the turbocharger. Engine-induction assembly 182 preferably
comprises a pair of air-to-air intercoolers 180 where the increased
temperature of the compressed air/fuel mixture is reduced. From
intercooler 180 the air/fuel mixture is delivered to one of the two
intake ports 264 of intake cover 266, preferably by passing through
one of two butterfly-type governors 268 functioning to maintain
radial power-generation unit 150 at a preferred operational speed
of about 2200 RPM. From intake cover 266 the air/fuel mixture is
preferably distributed to the nine exit ports 270 of intake
manifold 272. Nine intake tubes 274 (see FIG. preferably transfer
the air/fuel mixture to the intake ports of cylinder heads 151.
[0140] Turbochargers 160 are preferably driven by the exhaust gases
discharged through the starboard and port exhaust manifolds 276, as
shown. The turbine inlet of each turbocharger 160 is preferably
coupled to a respective exhaust manifold 276 by a flanged exhaust
tube 278, as shown. Exhaust exiting turbochargers 160 is preferably
routed to exhaust silencers 124, as shown.
[0141] Each turbocharger 160 is preferably selected from the GT47
model series produced by Honeywell Garrett. Each turbocharger 160
preferably comprises an oil-cooled bearing system. Upon reading
this specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as cost, performance requirements, etc., other forced
induction arrangements such as, for example, adding
pressure-controlling wastegates, anti-detonation water injection,
using a single large turbocharger, utilizing a supercharger, etc.,
may suffice.
[0142] Gas-air mixer 256 preferably comprises a VARIFUEL2 gas-air
mixer produced by Motortech GmbH of Celle, Germany. The VARIFUEL2
unit is preferred, in part, for its inherent capability to regulate
many different gases and gas qualities (including bio gas). Gas-air
mixer 256 preferably comprises a stepper motor for active onboard
by control system 120. Each butterfly-type governor 268 preferably
comprises a remotely-actuated WOODWARD brand throttle valve
produced by the Woodward Co. of Fort Collins, Colo. Actuation of
butterfly-type governor 268 is preferably controlled by the onboard
control system 120 to maintain the output of the power plant under
various demand loads.
[0143] FIG. 12 shows a diagram generally illustrating a preferred
controls arrangement of mobile generator set 102 of FIG. 1,
according to a preferred embodiment of the present invention.
Engine control is preferably provided buy an onboard
microprocessor-based control system 120. Preferred control systems
120 include one or more commercially available controller 280,
preferably a COMAP model IS NT produced by ComAp, spol. s r. o. of
Prague, Czech Republic. The preferred A10 controller preferably
includes eight on-board digital input/output ports and four analog
input/output ports. Data is preferably displayed on local user
interface 275, preferably comprising a panel screen accessed at the
rear of outer housing 106. The housing of control system 120 is
preferably sealed for environmental protection (preferably to the
IP65 standards), allowing control systems 120 to be installed
within the switchgear cabinet of outer housing 106. Control
features include universal Proportional-Integral-Derivative PID
loops, control of air fuel ratio, support for electronic engine
control units, automatic synchronizing and power control, peak
shaving, interrupt-free reverse synchronizing, voltage and power
factor PF control, active load sharing (in a multi-gen-set mode),
and baseload import and export.
[0144] Monitoring and diagnosis features of controller 280
preferably include voltage regulation, network protection, PLC
control of pumps and fans, display of operating data, and alarms.
Engine protection may preferably comprise monitoring of oil
pressure, temperature, ignition/anti-knock control, and misfire
detection, output control, air fuel mixture control,
synchronization, power factor (Cos-PHI) monitoring, and varistor
monitoring. Generator measurements may preferably comprise voltage
(U), current (I), frequency (Hz), power (kW), reactive power
(kvar), apparent power (kVA), power factor (PF), kW hours (kWh) and
reactive power hours (kVAh), and mains measurements U, I, and
Hz.
[0145] Controller 280 is preferably adapted to interface with at
least one standard network protocol, preferably supporting
analog/GSM/ISDN communications. This allows for control,
monitoring, and diagnosis of mobile generator set 102 by remote
technicians having appropriate network access. An additional safety
features may preferably comprise a Short Message Service (SMS)
alarm feature adapted to transmit an alert to a designated mobile
telephone should mobile generator set 102 experience one or more
off-specification events. Controller 280 is further capable of data
logging allowing operational data to be stored for later collection
and analysis.
[0146] In a preferred arrangement of control systems 120,
controller 280 is preferably aligned to interoperate with
butterfly-type governor 268, Gas-air mixer 256, a Woodward model
2301A speed controller, a model ZFAS-U1 exhaust gas oxygen sensor
(lamba sensor) unit by NGK Spark Plug Europe GmbH, a secondary WEGO
wide-band air/fuel ratio (AFR) monitor (preferably coupled with one
or more Bosch model LSU wide-band oxygen sensors), a model MIC750
ignition control unit, a CompAp model IS-AIN8 analog input module,
a plurality of electrical-control relays, fuse blocks, signal
conditioning devices, isolation and interconnecting hardware, and
power supplies serving the electronics of control systems 120.
[0147] The exhaust gas oxygen sensors are preferably located in
flanged exhaust tube 278. Other sensors (crank angle, temperature
sensors, etc.) are preferably located in accordance with the
recommendations of the component's respective manufacturer.
[0148] Gas train 258 supplying the natural-gas fuel preferably
comprises a Gas Control Measurement and Safety System (GRMS),
preferably comprising a pressure regulation portion, a volume flow
measurement portion, and at least one automatic shut-off valve to
terminate gas flow under off-specification conditions. Gas train
258 is preferably selected from products produced by Dungs
Combustion Controls of Urbach Germany. Upon reading this
specification, those with ordinary skill in the art will now
appreciate that, under appropriate circumstances, considering such
issues as fuel cost, fuel availability, environmental restrictions,
etc., other fuel arrangements such as, for example, the use of
switchable bi-fuel systems (natural gas and gasoline), tri-fuel
systems (low-pressure propane, natural gas, gasoline), mixers to
blend bio fuels with natural gas, etc., may suffice. Mobile
generator set 102 produces significantly less pollution than
equivalent diesel gensets.
[0149] Using natural gas or propane and as a fuel source, mobile
generator set 102 is capable of meeting U.S. Environmental
Protection Agency (EPA)/California Air Resources Board (CARB)
requirements for Tier 4 emission certification (preferably
utilizing a catalytic exhaust path). Preferred embodiments of
mobile generator set 102 may preferably comprise alternate
preferred features, to increase overall energy efficiency of the
system, such as, for example, exhaust gas heat recovery apparatus,
combined heat and power system (CHP), etc.
[0150] FIG. 13A shows a diagram generally illustrating the
transport of a plurality of skid-mounted mobile generator sets 302,
each one capable of producing about 1 Megawatt of emergency
electrical power, according to preferred method 300 of the present
invention. As with mobile generator set 102, skid-mounted mobile
generator set 302 is preferably capable of providing emergency,
standby, peak shaving, and continuous electrical power to a wide
range of electrically-dependent operations. Conventional
one-megawatt diesel or natural gas-powered mobile generator sets
are large, heavy, and require a tractor-trailer rig for each unit
being transported. The preferred power density of mobile generator
set 102 allows multiple megawatts to be transported by the same
towing vehicle.
[0151] The preferred construction of skid-mounted mobile generator
set 302 is substantially similar to that of mobile generator set
102, as described above, except for the substitution of a skid-type
base 304 in lieu of towable trailer chassis 104, as shown. In terms
of physical size and internal volume, both skid-mounted mobile
generator set 302 and mobile generator set 102 share a
substantially similar, and in many cases, an identical outer
housing 106.
[0152] Including towable trailer chassis 104, a one-megawatt mobile
generator set 102 comprises a maximum system weight of less than
about 7,711 kilograms (17,000) pounds, most preferably less than
about 5,443 kilograms (12,000 pounds). A one-megawatt skid-mounted
mobile generator set 302 preferably comprises a maximum weight of
less than about 5,900 kilograms (13,000 pounds), most preferably
less than about 4,763 kilograms (10,500 pounds).
[0153] Both mobile generator set 102 and skid-mounted mobile
generator set 302 are preferably capable of generating about 750
kilowatts of continuous power, 900 kilowatts of prime power, and
1,000 kilowatts of emergency power. Thus, a "ready-to-run"
skid-mounted mobile generator set 302 preferably comprises a
preferred peak electrical output-to-system-weight ratio, excluding
operating fuel, of about 0.17 kilowatts per kilogram.
[0154] Outer housing 106 preferably comprises an enclosed internal
volume 128 of less than about 24 cubic meters (850 cubic feet).
Thus, both skid-mounted mobile generator set 302 and mobile
generator set 102 comprise a preferred electrical output to
enclosed housing volume of about 41.5 kilowatt per cubic meter.
[0155] Because outer housing 106 comprises a preferred maximum
length ML that does not exceed about 4 meters (160 inches), at
least three skid-mounted mobile generator sets 302 can be
transported on a single conventional flatbed trailer 306, pulled by
a conventional semi-type towing tractor 308, in legal conformance
with U.S. DOT regulations for over road transport. The exceptional
power density of the preferred embodiments of portable energy
generation system 100 allows for the efficient transport and
delivery of large capacity emergency electrical power in times of
need. Alternately preferably, skid-mounted mobile generator set 302
may be containerized within a standard intermodal-transport
shipping-container 550, as shown in FIG. 15.
[0156] FIG. 13B is a flow diagram generally illustrating the
preferred steps of method 300 of the present invention. Method 300
is preferably related to reducing vehicular transportation costs
associated with the transport of preferred embodiments of portable
energy generation system 100, preferably including skid-mounted
mobile generator set 302. In the initial preferred step 310 of
method 300, a transport mode is selected to physically transport
skid-mounted mobile generator set 302. This may preferably
comprise, for example, a road-going tractor-trailer rig, as shown,
a rail car, a shipping container, a nautical vessel, a transport
aircraft, etc. Next, at least one set of hauling-capacity
constraints associated with a maximum hauling capacity of the
selected transport mode is identified in preferred step 312. This
may comprise identifying maximum hauling lengths, widths, weight
capacities for the selected transport mode. Next, as indicated in
preferred step 314, at least one set of minimum performance
parameters is preferably established for skid-mounted mobile
generator set 302. For example, skid-mounted mobile generator set
302 may require an output of one megawatt, using ethanol fuel, with
exhaust silencers 124 and outer panels 126 providing a maximum
sound output of less than 75 decibels at 7 meters.
[0157] In preferred step 314, at least one set of possible physical
configurations for the enclosure of outer housing 106 is developed.
Each developed configuration is preferably capable of packaging a
fully functional and essentially ready-to-run engine-generator
arrangement meeting the minimum selected performance parameters. In
the next preferred step 316, at least one transport-compliant set
of physical packaging configurations is preferably selected from
the set of possible physical packaging configurations developed in
step 314. Each selection of step 316 preferably falls substantially
within the previously identified hauling-capacity constraints of
step 312.
[0158] Next, as indicated in preferred step 318, unit production
costs associated with each of the selected transport-compliant set
of physical packaging configurations are calculated. Based on the
results of the calculations of step 318, at least one physical
packaging configuration for outer housing 106 is preferably
selected in the preferred step 320. The physical packaging
configuration selection of step 320 must preferably fall within an
acceptable unit production cost goal for the overall embodiment. In
the preferred embodiments of portable energy generation system 100
derived from method 300, at least one minimum performance parameter
of step 314 preferably a minimum peak electrical output of about
one megawatt.
[0159] FIG. 14A shows a sectional diagram, generally illustrating
the stationary placement of skid-mounted mobile generator set 302
within building structure 400, according to another preferred
embodiment of the present invention. The extremely compact and
lightweight configuration of preferred embodiments of the present
invention allows the placement of units within building structures
that would otherwise not accommodate generator sets of equivalent
capacity. This preferably includes the ability to support
skid-mounted mobile generator set 302 on roof 402 of building
structure 400, in a manner substantially similar to standard
package-type Heating Ventilation and Cooling (HVAC) units 404. The
compact and lightweight configuration of skid-mounted mobile
generator set 302 enables such placement by small mobile crane 406,
such as used in standard HVAC construction, and allows for the
transport of skid-mounted mobile generator sets 302 to remote
locations by helicopters of moderate lift capacity.
[0160] With outer housing 106 removed, skid-mounted mobile
generator set 302 of portable energy generation system 100 may be
located in a relatively small interior space 410 of building
structure 400, as shown. The low weight of skid-mounted mobile
generator set 302 allows the unit to be placed with minimum impact
to the building support structure 412. Thus, skid-mounted mobile
generator set 302 can be placed on upper-level floors, for example,
above flood line 414, as shown.
[0161] FIG. 14B is a flow diagram generally illustrating the
preferred steps of method 450 of the present invention. Method 450
is preferably related to providing standard modular power units
capable of producing electrical power. Both skid-mounted mobile
generator set 302 and mobile generator set 102 are preferred
"modular" embodiments of portable energy generation system 100.
Preferred "modular" embodiments of portable energy generation
system 100 are preferably designed with standardized units,
dimensions, and weights, to enable easy assembly and repair, and to
facilitate efficient system transport and placement.
[0162] In the initial preferred step 451 of method 450, an
approximate size and power output for at least one modular
generator engine unit to service large-power consumers is
determined. In the present method, the large-power consumer is
assumed to require a For example, both skid-mounted mobile
generator set 302 and mobile generator set 102, required peak
electrical output of about one megawatt with an enclosed housing
having an internal volume 128 of less than about 24 cubic
meters.
[0163] In the next preferred step 452, a set of component
arrangements is formulated, preferably comprising efficient
concatenations of the prime-mover, the electrical generator, and at
least one control component of the modular generator engine unit.
The control component of step 452 preferably comprises a control
apparatus similar to control system 120. Next, as indicated in
preferred step 454, a set of minimum enclosure spaces is designed
into which the above-noted power components, electrical-generation
components, and control components are together packageable. From
this set of minimum spaces, one minimum enclosure space is selected
to become the standard housing of the final modular power unit, as
indicated in preferred step 456. From the selected design of step
456, many standard modular power units are subsequently
manufactured and offered to the large-power consumers in exchange
for an agreed-to compensation.
[0164] FIG. 14C is a flow diagram generally illustrating the
preferred steps of preferred method 500 of the present invention.
Method 500 of portable energy generation system 100 comprises a
means for altering of an existing aviation engine for aircraft for
use in land power generation. As previously noted, radial
power-generation unit 150 was preferably derived from the
Curtiss-Wright R-1820 aviation engine. The basic R-1820 design was
demonstrated to be extremely reliable when operated in conjunction
with frequent service intervals. Such service demands are often at
odds with the preferred service schedule of commercial
engine-generator sets. To extend the time between service and time
between overhauls of radial power-generation unit 150, key engine
components are preferably replaced with heavier units designed for
industrial service and increased performance. Within method 500,
increased in-service durability is emphasized over the inherent
balance between durability and component weight strictly dictated
within aircraft design. The preferred modifications to radial
power-generation unit 150 preferably include improvements to master
rod assembly 153, enlargement and strengthening of the two-part
crankcase assembly 186, the replacement of the multi-piece cylinder
barrels with rugged one-piece units, among others.
[0165] Method 500 of portable energy generation system 100 provides
a systematic means for increasing the time between overhauls (TBO)
of an aviation-derived engine during use in non-aviation service.
In the initial preferred step 502 of method 500, at least one first
set of aviation engine components are identifying within the
aviation-derived engine, to be modified to extend the time between
overhauls (TBO). This may preferably include analysis of wear
patterns, finite analysis of engine structures, computer-assisted
modeling, and analysis of components, modifying components to
comprise modern materials, utilizing new bearing designs, etc. In
the next preferred step 504, at least one set of "industrialized"
engine components are designed and manufactured to replace,
substantially, the aviation engine components within the set of
components identified for replacement. In preferred step 506, the
engine components of the replacement set are replaced with their
industrialized equivalents. In essentially all preferred embodiment
of portable energy generation system 100, at least about fifty
percent of the overall engine components are replaced.
[0166] FIG. 15 shows a side view of the mobile generator set
containerized within a standard intermodal-transport
shipping-container 550, according to an alternate preferred
embodiment of the present invention.
[0167] Although applicant has described applicant's preferred
embodiments of this invention, it will be understood that the
broadest scope of this invention includes modifications such as
diverse shapes, sizes, and materials. Such scope is limited only by
the below claims as read in connection with the above
specification. Further, many other advantages of applicant's
invention will be apparent to those skilled in the art from the
above descriptions and the below claims.
* * * * *