U.S. patent number 3,657,879 [Application Number 05/005,533] was granted by the patent office on 1972-04-25 for gas-steam engine.
Invention is credited to Walter C. Bauer, Walter J. Ewbank, Darrel G. Harden.
United States Patent |
3,657,879 |
Ewbank , et al. |
April 25, 1972 |
GAS-STEAM ENGINE
Abstract
A gas-steam engine utilizing wet compression, in which the water
requirement is provided by recovering water from the engine exhaust
gases by means of a condenser which is an integral part of the
system. Water from the exhaust gas is condensed and injected back
into the engine at an appropriate location, eliminating the need
for an external source of water.
Inventors: |
Ewbank; Walter J. (Norman,
OK), Harden; Darrel G. (Norman, OK), Bauer; Walter C.
(Santa Cruz, CA) |
Family
ID: |
21716349 |
Appl.
No.: |
05/005,533 |
Filed: |
January 26, 1970 |
Current U.S.
Class: |
60/775;
60/39.5 |
Current CPC
Class: |
F02C
3/34 (20130101); F01K 21/047 (20130101); F05D
2260/212 (20130101) |
Current International
Class: |
F01K
21/04 (20060101); F02C 3/00 (20060101); F01K
21/00 (20060101); F02C 3/34 (20060101); F02c
001/00 () |
Field of
Search: |
;60/39.05,39.5,39.53
;123/119A,119E |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Newman; Mark M.
Assistant Examiner: Olsen; Warren
Claims
We claim:
1. A steady-state combustion system suitable for powering an
automotive vehicle comprising:
combustion means for combusting a hydrogen-containing fuel;
turbine engine means adapted to power an automotive vehicle and
powered at least in part by gaseous combustion products from said
combustion means;
a compressor driven by said turbine engine means and connected
thereto for providing compressed air to the combustion means;
said combustion products after expansion in said turbine means
being first passed through the hot pass of a single pass contraflow
regenerator, with said compressed air from said compressor in
contraflowing heat exchange relation therein, said combustion
products secondly passed through a condenser adapted to condense a
substantial amount of the water from exhaust gases exiting from the
said regenerator and
means for controllably injecting at least part of the condensed
water back into the air inlet of said compressor for providing
compressed air such that the water is returned to the air being
compressed in said compressor.
2. The system of claim 1 in which the amount of water injected is
between about 5 and 300 percent based on the amount of fuel
burned.
3. The system of claim 1 in which the amount of water injected is
sufficient to maintain the combustion temperature in the combustion
means below 1,500.degree. F.
Description
BACKGROUND OF THE INVENTION
This invention relates to improved engine systems suitable for use
in generation of power, and especially in automotive vehicles such
as trucks, busses and passenger cars.
Air pollution resulting from conventional type engines has reached
a critical level. Much work has been done in an effort to perfect a
satisfactory substitute for the reciprocating piston engine, which
has several inherent disadvantages, including primarily an exhaust
that contains high levels of pollutants, due to incomplete
combustion of fuel.
At light loads and speeds there are emissions of carbon monoxide
and unburned fuel. At full power delivery combustion temperature
and pressures are attained sufficient to cause the formation of
oxides of nitrogen.
It is well known that an engine operating with steady-state
combustion produces a much "cleaner" exhaust than does non-steady
state operation. Also, the conventional automotive engine has
undesirable inefficiencies and complexities. Most of the recent
efforts by the industry have been directed toward improving the
pollutant level in exhaust gases from conventional engines, and
only a nominal amount of work has been directed toward developing a
substitute for the conventional engines.
The small amount of work done toward developing a substitute power
plant suitable for automotive vehicles has been directed in two
major areas. The first is the gas-turbine, and the second is the
closed cycle steam power plant. Some success has been had with
gas-turbine engines for large trucks and busses, but development
work on gas-turbines for passenger cars has apparently been
abandoned or minimized by the automobile industry. The two major
factors which have retarded development of a gas-turbine for
passenger cars have been; (1) it is difficult to keep the size
small enough, and, (2) it has been expensive due to requirements of
special alloys or materials for the turbines.
In the area of steam powered passenger cars, the only efforts
appear to be toward refinements of the early-day steam powered
cars. These efforts still face the problem of freeze-up in cold
weather, assuming that the other problems could be solved.
SUMMARY OF THE INVENTION
The present invention overcomes the difficulties which have
hampered development of a suitable steady-state combustion engine.
It involves a combination steam-gas engine which has no freeze-up
problem due to the fact that a separate water supply is not
required, and that complete drainage of all water is made
immediately after shut-down. The invention provides an engine which
utilizes any suitable hydrogen-containing fuel, preferably an
inexpensive hydrocarbon such as kerosene, to produce hot exhaust
gases which in turn drive an engine which is connected to a load.
The engine is also connected to a compressor to provide compressed
air to the combustion zone in a conventional manner. An important
feature of the invention is that the exhaust gases, instead of
being vented directly to the atmosphere, are first passed through a
condenser to remove a substantial part of the water from the
exhaust gases. As is well known, approximately one volume of water
is produced by combustion of one volume of hydrogen-containing fuel
such as kerosene. The condensed water is collected from the
condenser and pumped back into the engine either in the compressed
air ahead of a regenerator, into the air ahead of the compressor,
or into the combustion chamber itself, or some combination of
these. By injecting the water into the system as a liquid, an
important saving in compressor back-work is realized, since it
requires much less energy to compress or pressurize a liquid than
to compress or pressurize the same amount of material as a gas.
There is an increase in capacity per unit of motive fluid due in
part to the greater available energy of steam over that of air.
Another advantage of having water in the system is that the
conditions of combustion can be controlled to provide optimum
efficiency, or to maintain the operating temperature low enough
that expensive materials of construction are not required. This
last feature in itself could reduce the cost of an engine in
accordance with this invention sufficiently that it would be
competitive economically.
It is of course known in the art that some of the above-described
advantages can be obtained in engine operation by the so-called
"wet-compression" method of operation. However, none of the prior
art systems provided an exhaust gas condenser to recover the
necessary water from the exhaust gas, but instead relied on
external sources of water, making the system impractical for use on
automotive vehicle systems.
The present invention, providing a combination gas-steam engine,
would operate initially at start-up as a conventional engine, but
since the condenser would be cold, and therefore at maximum
efficiency, the water necessary to produce the desired operating
conditions would be available within a matter of seconds, and the
operation would then be self-sustaining as far as the water
requirement is concerned.
BRIEF DESCRIPTION OF THE DRAWING
The drawing is a schematic representation of a gas-steam turbine
having means for condensing water from exhaust gas and returning
the water to the engine.
DESCRIPTION OF THE PREFERRED EMBODIMENT
In accordance with a preferred embodiment of the invention, as
illustrated in the drawing, a turbine engine 2 is coupled by
suitable power-transmission means (not shown) to the drive wheels
of an automotive vehicle. The turbine 2 also drives a compressor 4
which supplies air to the combustor 6 of the turbine engine. An
exhaust-gas condenser 8 is provided for condensing a substantial
part of the water produced as a product of combustion, and the
condensed water is returned to the engine by a controllable
injection pump 10. Uncondensed exhaust gases exit condenser 8
through outlet 16.
In the drawing, the discharge from injection pump 10 leads to a
filter 12 and from there to the compressor 4 by means of conduit
14. Alternatively, by means of suitable manifolding (not shown),
the water could be directed from injection pump 10 to regenerator
18 or to combustor 22, or by any combination of these.
In one preferred embodiment of the invention, about one half of the
water would be returned to the regenerator 18, and the remaining
one half to combustor 6. Fuel is supplied through conduit 22 to
combustor 6, and air to compressor 4 is supplied through inlet
24.
The amount of water returned to the engine can vary considerably,
but would have to be above 5 percent, based on the volume of fuel
combusted, assuming a liquid fuel being, to show any appreciable
benefit in engine operation. The maximum amount of water returned
is only limited by the amount which can be efficiently utilized in
the engine, and may be several times the amount of fuel being
combusted. This is possible even though the amount of water
produced by a preferred fuel such as kerosene is only about equal
to the volume of kerosene combusted, due to the fact that the water
is recycled back into the system, permitting build-up to any
desired level.
In a preferred embodiment of the invention, the amount of water in
the engine is maintained sufficiently high to keep the temperature
of the gases in the turbine below 1,500.degree. F., as this is
about the temperature above which special heat-resistant alloys
would be required for the turbine parts.
In the operation of a gas-steam engine in accordance with this
invention, the engine is started by combusting fuel in combustor 6,
producing hot gases to power turbine 2. The gases pass through
regenerator 18 and then to condenser 8, where water in the exhaust
gases is condensed out and returned by pump 10 back into the
system. Shortly after start-up, the amount of water being returned
reaches the desired level, such as about 50 to 300 percent based on
the volume of fuel being combusted, and the operation utilizing a
combination gas-steam turbine engine is continued without a
necessity of an external water supply.
The resulting operation combines most of the advantages of both
steam and gas-turbine engines, and simultaneously eliminates the
most serious drawbacks to the steam engine and the gas-turbine
engine for automotive vehicle use. That is, as to steam engines,
the freeze-up problem of the water supply is eliminated, and as to
gas-turbines, the high temperature of operation is controlled and
reduced, eliminating the need of special materials of construction,
while the efficiency is improved due to the fact that the
compressor back work load is reduced on account of part of the
motive fluid (the water) being compressed or pressurized as a
liquid. Also, by this method it is possible to maintain combustion
at relatively fixed air-fuel ratios under all conditions of power
requirement from idle to full capacity.
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