U.S. patent number 3,683,622 [Application Number 04/863,505] was granted by the patent office on 1972-08-15 for method of supplying a propulsion device with fuel.
This patent grant is currently assigned to Allmanna Svenska Elektriska Aktiebolaget. Invention is credited to Otto Von Krusenstierna.
United States Patent |
3,683,622 |
Von Krusenstierna |
August 15, 1972 |
METHOD OF SUPPLYING A PROPULSION DEVICE WITH FUEL
Abstract
A propulsion system for a submarine includes an electric motor
driving a propeller supplied with current from a fuel cell battery
and a hydrocarbon burning engine. The fuel in the form of a
hydroaromatic hydrocarbon or a mixture of such hydrocarbons is
stored near the propulsion system. The hydroaromatic hydrocarbon is
split to form hydrogen and the corresponding aromatic hydrocarbon.
The hydrogen is supplied to the fuel cell and the hydroaromatic
hydrocarbon is supplied as fuel to the other propulsion device.
Inventors: |
Von Krusenstierna; Otto
(Vasteras, SW) |
Assignee: |
Allmanna Svenska Elektriska
Aktiebolaget (Vasteras, SW)
|
Family
ID: |
20297748 |
Appl.
No.: |
04/863,505 |
Filed: |
October 3, 1969 |
Foreign Application Priority Data
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|
|
|
Oct 9, 1968 [SW] |
|
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13640/68 |
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Current U.S.
Class: |
60/207; 60/205;
114/337; 114/338 |
Current CPC
Class: |
F02G
1/043 (20130101); F02M 1/00 (20130101); F02M
2700/4314 (20130101) |
Current International
Class: |
F02G
1/00 (20060101); F02G 1/043 (20060101); F02M
1/00 (20060101); F23k 005/00 (); B63h 001/00 () |
Field of
Search: |
;60/205,206,207,218,219,208 ;114/35S,16R,16G |
References Cited
[Referenced By]
U.S. Patent Documents
Other References
Heffner et al., pp. 318-325 and 330-331 of Fuel Cell Systems,
Advances in Chemistry Series 47, American Chemical Society,
Washington, D.C., 1965 [TK 2920 A5 1963/64]..
|
Primary Examiner: Padgett; Benjamin R.
Claims
I claim:
1. Method of supplying a propulsion device with fuel, said
propulsion device comprising a fuel cell battery and a first
propulsion system comprising an electric motor which is supplied
with current from said fuel cell battery and a second propulsion
system comprising machinery with a combustion chamber for
combustion of a hydrocarbon fuel, which comprises storing the fuel
of the propulsion device near the propulsion device in the form of
at least one hydroaromatic hydrocarbon, splitting said
hydroaromatic hydrocarbon to form a mixture consisting essentially
of hydrogen and the corresponding aromatic hydrocarbon, supplying
the hydrogen produced as fuel to the fuel cell and supplying the
aromatic hydrocarbon produced as fuel to the machinery with the
combustion chamber.
2. Method according to claim 1, in which hexahydrobenzene is the
hydroaromatic hydrocarbon.
3. Method according to claim 1, in which decahydronaphthalene is
the hydroaromatic hydrocarbon.
4. Method according to claim 1, in which tetrhydronaphthalene is
the hydroaromatic hydrocarbon.
5. Method according to claim 1, in which the hydroaromatic
hydrocarbon fuel consists essentially of a mixture of at least two
of the substances selected from the group consisting of
hexahydrobenzene, decahydronaphthalene and tetrahydronaphthalene.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to propulsion devices for submarines
including an electric motor propulsion system for slow speed and a
hydrocarbon-powered device for higher speeds.
2. The Prior Art
Propulsion devices for submarines are known which comprise a
propulsion system for low speed comprising an electric motor which
is supplied with current from a fuel cell battery running on
hydrogen and oxygen and a driving system for high speed comprising
a steam turbine which is supplied with over-heated steam developed
in a combustion chamber by combustion of hydrogen and oxygen. The
hydrogen and oxygen are stored in liquid form in fuel tanks in the
submarine.
Disadvantages with the known propulsion device are the difficulties
of storing the fuel and the military vulnerability due to the
extreme temperature requirements. Also the great weight of the
storage vessels in comparison with the weight of the fuel in them
is a disadvantage.
SUMMARY OF THE DISCLOSURE
According to the invention it has been found that considerable
advantages can be gained if the fuel is stored in the form of
hydroaromatic hydrocarbons which split during operation of the
propulsion device into hydrogen which is supplied to the fuel cell
as fuel and into the corresponding aromatic hydrocarbon which is
supplied to the combustion chamber of the steam turbine or the
equivalent as fuel. The hydroaromatic hydrocarbons are liquid or
solid at room temperature and can therefore be stored in simple and
light fuel tanks. Further, it has been found that the aromatic
hydrocarbon produced can be completely consumed in the combustion
chamber of the turbine or the equivalent. In this way an extremely
compact fuel system is obtained for the propulsion device from the
fuel/energy point of view.
The invention thus relates to a method of supplying a propulsion
device with fuel, comprising a first propulsion system comprising
an electric motor which is supplied with current from a fuel cell
battery and a second propulsion system comprising machinery with a
combustion chamber for combustion of a fuel, such as a combustion
motor, a Stirling motor, a steam turbine or a gas turbine,
characterized in that the fuel of the propulsion device is stored
near the propulsion device in the form of a hydroaromatic
hydrocarbon or a mixture of at least two hydroaromatic hydrocarbons
which split during operation to form hydrogen and the corresponding
aromatic hydrocarbon(s), the hydrogen produced being supplied as
fuel to the fuel cell and the aromatic hydrocarbon(s) produced
being supplied as fuel to the machinery with the combustion
chamber.
The propulsion device according to the present invention is also
suitable for other purposes than submarines where a high energy:
fuel ratio is required, for example space-research vehicles.
The hydroaromatic hydrocarbon may consist, among other things, of
hexahydrobenzene C.sub.6 H.sub.12 (cyclohexane),
decahydronaphthalene C.sub.10 H.sub.18 (decaline),
tetrahydronaphthalene C.sub.10 H.sub.12 (tetraline), dihydrobenzene
C.sub.6 H.sub.8 (cyclohexadiene), tetrahydrobenzene C.sub.6
H.sub.10 (cyclohexene), dihydronaphthalene C.sub.10 H.sub.10 and
hexahydronaphthalene C.sub.10 H.sub.14, or mixtures of such
hydrocarbons. In certain cases even other hydroaromatic
hydrocarbons having more benzene rings may be used. Hydroaromatic
hydrocarbons are particularly preferred which are liquid at room
temperature, for example hexahydrobenzene, decahydronaphthalene and
tetrahydronaphthalene or mixtures of these hydrocarbons.
Hexahydrobenzene is particularly preferred since this substance
produces the greatest quantity of energy per weight unit. Solid
hydroaromatic hydrocarbons are also usable but they should suitably
be used with other hydrocarbons which, together with the solid
hydrocarbon, produce liquid mixtures.
The invention also relates to a means for carrying out the method
described, comprising a propulsion device which comprises a first
propulsion system consisting of an electric motor which is supplied
with current from a fuel cell battery and a second propulsion
system comprising machinery with a combustion chamber for
combustion of a fuel such as a combustion motor, a Stirling motor,
a steam turbine or a gas turbine, characterized in that a reactor
for splitting the hydroaromatic hydrocarbons to hydrogen and the
corresponding aromatic hydrocarbon is connected to the propulsion
device with a connection to the fuel cell for the supply of
hydrogen produced as fuel to the fuel cell and with a connection to
the combustion chamber in the machinery with combustion chamber for
the supply of aromatic hydrocarbon produced to the combustion
chamber.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be further described with reference to the
accompanying drawings in which
FIG. 1 shows schematically a means for carrying out the method
according to the invention,
FIG. 2 shows schematically a fuel cell in the fuel cell battery of
the means and
FIG. 3 shows schematically a common power transmission from the two
propulsion systems in the propulsion device.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
In FIG. 1, 10 designates a fuel cell battery driven by hydrogen gas
and oxygen gas, which generates electric energy in known manner.
The fuel cell battery charges an accumulator battery 12, for
example a lead battery, through conduits 11. The accumulator
battery is connected by conduits 13 to a DC motor 14 which directly
drives the propeller shaft 15 of a submarine. Since the DC motor is
directly connected to the propeller shaft a low speed motor can be
used, which runs more quietly since there is no noisy gear in the
propulsion system. For low speed preferably only this fuel cell
battery is used with its accumulator and motor to provide the
propulsion system for the submarine.
The propulsion device also includes a second propulsion system
comprising machinery with a combustion chamber, in the example
shown a gas turbine 16 with a combustion chamber 17. The turbine is
connected to the propeller shaft 15 over a gear 18 and a coupling
19. When the coupling 19 is connected the turbine 16 and the DC
motor 14 drive the propeller shaft 15 simultaneously so that the
highest driving power can be obtained. This is of course the case
at high speed. During silent running the turbine 16 and gear 18 are
completely disconnected with the help of the coupling 19.
The fuel for the propulsion device is stored in the tank 20 and
consists in the example of hexahydrobenzene C.sub.6 H.sub.12
(cyclohexane). It is led through the conduit 21 to a heated reactor
22 containing a catalyst, for example platinum, palladium or
nickel. Hexahydrobenzene is split in the reactor at
200.degree.-300.degree. C to form hydrogen gas and benzene C.sub.6
H.sub.6. The mixture of hydrogen gas and benzene is led through the
conduit 23 to a cooler 24 in which the benzene condenses to a
liquid while the hydrogen remains a gas. The hydrogen gas is led
from the cooler through the conduit 25 to a fuel chamber in the
fuel cell battery 10. Hydrogen gas which is not consumed in the
fuel cell battery is returned through the conduit 26 to the cooler
24. The benzene is led through the conduit 27 to a storage tank 36
and from there to the combustion chamber 17 of the turbine.
The oxidant of the propulsion device is stored in the tank 28 and
consists in the example of liquid oxygen. The oxygen is led through
a conduit 29 which penetrates the cooler 24 to the oxidant chamber
in the fuel cell battery. From there unconsumed oxygen is led off
through the conduit 30 by a circulation pump, not shown, to a point
in the conduit 29. The oxygen which is vaporized on its way to the
fuel cell battery is used as coolant in the cooler 24. Oxygen is
also led through the conduit 31 to the combustion chamber 17 of the
turbine where it reacts with benzene at a high temperature,
preferably 800.degree.-1,000.degree. C. The gaseous reaction
products are led from the combustion chamber through a conduit 32
to the turbine 16 and then to a condenser 33 in which the pressure
is kept very low with the help of a vacuum pump 34 in known manner.
The condensate is led off through the conduit 35.
Instead of oxygen, hydrogen peroxide, for example, may be used as
oxidant. In this case both the fuel and the oxidant may be stored
as liquids at normal pressure. The decomposition heat when the
hydrogen peroxide splits to from oxygen and water, which can be
done, for example, with platinum as catalyst, can advantageously be
used for the catalytic splitting of the hydrogen gas from the
hexahydrobenzene or other hydroaromatic hydrocarbon used.
Instead of the cooler 24 the separation of the hydrogen gas and
benzene can be done by means of a membrane which is only permeable
to hydrogen gas. This membrane may consist, for example, of
palladium-silver and is suitably arranged in the immediate vicinity
of the reactor so that it obtains the required operating
temperature in a simple manner. The hydrogen gas is led from behind
the membrane to the fuel cell, while the benzene remains at the
front of the membrane and is led to a smaller cooler to be
condensed and carried to the storage tank 36.
A fuel cell battery usually consists of a very large number of fuel
electrodes and oxidant electrodes stacked successively with spaces
for fuel, oxidant and electrolyte between them. Part of such a fuel
cell battery is shown in FIG. 2. It contains the porous fuel
electrodes 40 consisting of, for example, nickel activated with
platinum and the porous oxidant electrodes 41 consisting of, for
example nickel activated with silver. The electrodes 40 are
attached in the frames 42 and the electrodes 41 in the frames 43.
The frames may consist, for example, of a thermosetting resin. The
frames are held together by clamp means, not shown, in the stacking
direction and may be sealed to each other, for example by O-rings
or by welded joints of thermosetting resin. The electrodes are
connected by outer conductor rails, not shown, either in series
with each other or in parallel. The porous electrodes 40 form
separating walls between the fuel in the gas chamber 44 and the
electrolyte in the electrolyte chamber 45. In the same way the
porous electrodes 41 form separating walls between the oxidant in
the gas chamber 46 and the electrolyte in the electrolyte chamber
45.
The fuel, that is the hydrogen gas, is led through the channel 47
connected to the conduit 25, into the gas chamber 44 and is
withdrawn through the channel 48 connected to the conduit 26.
Oxidant, that is oxygen gas, is supplied through the channel 49
connected to the conduit 29, to the gas chamber 46 and withdrawn
through the channel 50 connected to the conduit 30. The
electrolyte, with the electrode material used in the example for
instance potassium hydrate, is supplied through the channel 51 to
the electrolyte chamber 45 and withdrawn through the channel 52.
The electrolyte thus flows in an outer circulation circuit which is
not shown in FIG. 1. FIG. 3 shows a suitable way of arranging the
power transmission from the first propulsion system with the DC
motor and the second propulsion system with the turbine. The motor
14 comprises a stator 60 and a rotor 61. The stator 60 is
journalled by means of bearings 62 directly on the propeller shaft
15. The rotor 61 is supported by a hollow shaft 63 which is also
journalled on the propeller shaft 15 by means of bearings 64. With
the help of a coupling 65 the rotor 61 can be connected to the
shaft 15 or disconnected from it. If it is not desired to
disconnect the motor 14 from the propeller shaft 15, the coupling
65 may be made permanent. As previously described, the turbine 16
is connected to the propeller shaft 15 over the gear 18 and
coupling 19. The propeller shaft can thus be driven either by the
motor 14 or the turbine 16, or by both simultaneously.
* * * * *