U.S. patent number 3,702,110 [Application Number 05/093,677] was granted by the patent office on 1972-11-07 for closed cycle engine system.
This patent grant is currently assigned to Aerojet-General Corporation. Invention is credited to Lawrence C. Hoffman, Mark I. Rudnicki, Howard W. Williams.
United States Patent |
3,702,110 |
Hoffman , et al. |
November 7, 1972 |
CLOSED CYCLE ENGINE SYSTEM
Abstract
Disclosed is an engine, preferably of the diesel type, operating
in a closed cycle system in which there is generated a mixture of
gaseous oxygen and water vapor for its "breathing." The generation
of this mixture uses the engine exhaust products, which comprises
mainly, carbon dioxide, oxygen and water vapor. This synthetic
"air" combusts with the diesel fuel to drive, for instance, an
electrical generator. The system incorporates units connected to
the engine exhaust which employ the carbon dioxide to produce new
oxygen, condense the water vapor and recycle the unused oxygen, and
a further provision for control of the oxygen production.
Inventors: |
Hoffman; Lawrence C. (Azusa,
CA), Rudnicki; Mark I. (Glendora, CA), Williams; Howard
W. (San Bernardino, CA) |
Assignee: |
Aerojet-General Corporation (El
Monte, CA)
|
Family
ID: |
22240171 |
Appl.
No.: |
05/093,677 |
Filed: |
November 30, 1970 |
Current U.S.
Class: |
60/279;
60/39.511; 60/295; 123/568.12; 60/794; 60/39.5; 60/39.52;
123/567 |
Current CPC
Class: |
F02B
75/02 (20130101); F02G 1/04 (20130101); F02B
3/06 (20130101) |
Current International
Class: |
F02G
1/00 (20060101); F02B 75/02 (20060101); F02G
1/04 (20060101); F02B 3/00 (20060101); F02B
3/06 (20060101); F02b 029/00 () |
Field of
Search: |
;60/39.05,29,31,39,39.5,39.51,39.52,39.3,39.53,39.66 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Gordon; Clarence R.
Claims
What is claimed is:
1. Apparatus for supplying breathing fluid to an engine having an
intake comprising:
means to cool the engine exhaust, to condense water vapor
therefrom, and to dispose of the resulting liquid;
means to react with the carbon dioxide in the exhaust from said
cooling means to generate oxygen; and
means to supply said generated oxygen to said engine.
2. Apparatus according to claim 1 and further including
means to selectively combine the exhaust from said cooling means
and said generated oxygen from said reactor; and
means to supply the output of said combining means to the intake of
said engine.
3. The apparatus of claim 1 wherein said cooler includes
a pump operated by the engine and adapted to have coolant
circulated thereto.
4. The apparatus of claim 1 wherein said reactor includes
a supply of superoxide and
means to stream the exhaust through said supply.
5. The apparatus of claim 4 wherein said superoxide supply
comprises
a bed of potassium superoxide pellets and
a mesh basket for containing said bed.
6. The apparatus of claim 5 wherein said bed and the exhaust
combine in accordance with the equation
4 KO.sub.2 + 2 CO.sub.2 .fwdarw. 2 K.sub.2 CO.sub.3 + 3O.sub.2
.
7. The apparatus of claim 2 wherein said combining means
comprises
a conduit forming a stream of exhaust gases bypassing said reactor
to said engine intake.
8. The apparatus of claim 2 and
a sensor to determine appropriate generation of input in the engine
intake and
means responsive to said sensor to adjust the operation of said
reactor.
9. The apparatus of claim 2 wherein said sensor is installed in
said supply means.
10. The apparatus of claim 2 wherein said sensor is
pressure-responsive.
11. The apparatus of claim 2 wherein said sensor is oxygen-quantity
responsive.
12. The apparatus of claim 2 wherein said adjust means comprises a
valve.
13. The apparatus of claim 2 wherein said valve is installed
between said cooler and said reactor such that said reactor may be
bypassed by the engine exhaust.
14. The apparatus of claim 2 wherein said adjust means controls
said reactor for continuous although variable oxygen
generation.
15. The apparatus of claim 1 wherein
said engine and said means are connected in a circuit closed to
ambient influence.
Description
BACKGROUND OF THE INVENTION
The diesel engine is widely respected as the most practical source
of power for most terrestrial surface applications such as trucks,
rail and marine transportation. Further application of this engine
to undersea, underground and contaminated environments is highly
desirable since it is low in cost, excellent in performance and
reliability and available in a wide variety of power levels.
Until very recently, attempts extensive in expense, frequency and
time have not resulted in the development of a simple, efficient
and practical way to operate the diesel in an enclosed system. The
best that was known to the art is a system for submarine engines
which returns the exhaust gases to the input while it adds oxygen
from stored tanks; the induction working fluid thus is oxygenated
carbon dioxide. The exhaust is cooled, thereby condensing out the
water vapor from the combustion and, to obtain a constant operating
pressure and material balance in the loop, the excess oxygen, water
and carbon dioxide are pumped out of the vessel against the sea
pressure.
What is considered an appreciable advance in this art is divulged
in a copending application for patent Ser. No. 851,586, filed on
Aug. 20, 1969, now U.S. Pat. No. 3,658,043. As described therein,
the diesel engine exhaust passes to a cooler-condenser in which the
water vapor is condensed and the oxygen and carbon dioxide mixture
is conveyed to a unit wherein the carbon dioxide is absorbed by a
potassium hydroxide solution to generate the bicarbonate and new
oxygen. The oxygen, supplemented as necessary, is humidified by a
lung which uses the condensed water and is then returned to the
engine input.
The arrangement of this system was based upon certain observations
made during extensive tests of diesel engines:
1. combustion gas analysis data indicate that "lean" (4 to 6 oxygen
to fuel ratio) operation evolves only oxygen, carbon dioxide and,
in the case of air-breathing operation, the inert constituent
nitrogen;
2. an engine will operate efficiently on water vapor-oxygen
mixtures as a substitute for air;
3. in proper proportions, the water vapor will serve the same
purpose as the nitrogen with regard to limiting combustion
temperature;
4. under the above operation, the exhaust comprises mainly steam,
which may be condensed to allow isolation of other exhaust
constituents;
5. the psychrometric properties of the water vapor-oxygen mixture
may be used to maintain automatically the oxygen to-fuel ratio
within limits for producing an exhaust compatible with closing the
cycle.
BRIEF SUMMARY OF THE INVENTION
The present invention is submitted as a further advance in the art
directed to achieving further compactness, light weight and
simplified operation; it is based on the realization that the
alkali metal superoxides, such as sodium or potassium superoxide,
NaO.sub.2 or KO.sub.2, have the ability to liberate oxygen as well
as to absorb carbon dioxide, in a ratio very close to the
oxygen-combusted to carbon dioxide-emitted ratio of the diesel
engine. The invention uses this concept in providing a bed of
KO.sub.2 solid granules in a thin walled canister having openings
at its ends for gas throughflow. Cooled engine exhaust, after
condensation of most of its water content, flows through the
canister and chemical reaction therein produces potassium carbonate
(K.sub.2 CO.sub.3) in granular form and gaseous oxygen in a
continuous basis. It has been found that, when allowed to operate
at relatively high temperatures (e.g.q 120.degree. F to 150.degree.
F), the KO.sub.2 bed remains firm and dry, pressure drop in the
system is very low, in the steady state, little oxygen needs to be
added to the loop, and both pressure regulation and
oxygen-concentration regulation are feasible (and therefore
incorporated).
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a diagram of the system of Ser. No. 851,586;
FIG. 2 is a diagram of the system of the present invention; and
FIG. 3 is a graph showing the operation of the by-pass regulation
circuit of the system of FIG. 2.
DESCRIPTION OF THE PREFERRED EMBODIMENT
FIG. 1 comprises a simplified diagram of the aforementioned closed
cycle engine, which briefly, consists, in its preferred embodiment,
of diesel engine 10 supplied with fuel from tank 12 and "air" from
lung 14. Engine 10 drives through gearbox 15, electrical generator
16 or some other power converter and pumps 18 and 19, and exhausts
into heat sink 20. The input to engine 10 is thus the active
ingredient of the fuel, chemically idealized as CH.sub.2, and
moisturized oxygen from lung 14, which react in accordance
with:
CH.sub.2 + 3/2 (O.sub.2) .fwdarw. CO.sub.2 + H.sub.2 O.
The exhaust of engine 10 is thus made up mainly of carbon dioxide,
water and unused oxygen and trace materials; the water is condensed
by sink 20 into tank 22 from which it enters pump 17 and lung 14
and the carbon dioxide-oxygen mixture enters absorption tank 24 by
way of outlets in pipe 26 where it is sprayed by a caustic
solution, preferably potassium hydroxide solution, issuing from
spray head 28. Chemical reaction in tank 24 may be represented
by:
2 KOH + CO.sub.2 .fwdarw. K.sub.2 CO.sub.3 + H.sub.2 O
and thus the entering oxygen merely passes through tank 24 to
re-enter lung 14, together with an auxiliary supply from tank 30.
The excess KOH solution is also circulated by pump 19 to head
28.
In effect, FIG. 1 shows the following circuits:
1. engine circuit, including fuel tank 12, engine 10, heat sink 20
and oxygen supplies, tanks 24 and 30;
2. water circuit, including heat sink 20, tank 22, pump 17 and lung
14;
3. KOH circuit, including tank 24, pump 19 and spray head 28.
In operation, lung 14 takes in oxygen, passes it through a water
spray for humidification, and passes it on to the intake of engine
10. The water spray in lung 14 is provided by circulation of
coolant water between lung 14 and engine 10 by pump 17. The partial
evaporation of the water which takes place in lung 14 to humidify
the oxygen, also cools the circulating water and hence engine 10 by
evaporation.
Engine exhaust is piped to heat sink 20 where the water vapor is
condensed by cooling. The condensed water is drained into tank 22
which in turn supplies make-up water to the water circuit. The
exhaust gas enters absorption tank 24 where the carbon dioxide is
absorbed, forming potassium carbonate solution. The remaining gas
(unused oxygen) passes out where it is then piped back to lung 14
for re-circulation.
In the foregoing system, it is the function of the caustic spray to
absorb, by chemical action, the engine exhaust carbon dioxide so
that the system might operate in a "closed" mode, and it is the
function of lung 14 to humidify the oxygen so that combustion in
engine 10 may occur at a reduced temperature acceptable to engine
10, namely, about 2,500.degree. to 3,000.degree. F; also, in this
system, the input oxygen needed to supplement the recirculated
oxygen is supplied by an external source, here, tank 30.
FIG. 2 presents a closed cycle engine system characterized by
considerable departure from that of FIG. 1.
Here, as before, fuel tank 42 supplies fuel to engine 40, which
operates generator 46 through gearbox 45, and engine exhaust is
cooled by heat sink 50, coolant in the jacket of which is
circulated by pump 48, also driven by engine 40 through gearbox 45.
Condensate water from the exhaust is collected in tank 52 for
disposal and the carbon dioxide-oxygen mixture flows partly to
canister 54, which contains a bed of potassium super-oxide,
KO.sub.2 and partly to the intake of engine 40.
It has been found that a metallic superoxide such as KO.sub.2, in
this type of system, is capable of performing the two functions of
absorbing the carbon dioxide and generating oxygen ideally as
follows:
4KO.sub.2 + 2CO.sub.2 .fwdarw. 2K.sub.2 CO.sub.3 + 3O.sub.2
and, further, that the oxygen generation and CO.sub.2 absorption,
under most conditions of operation, are closely matched to the
oxygen intake and CO.sub.2 release of engine 40. As a consequence,
under ordinary circumstances, it has been found unnecessary to
supply to engine 40 any additional external oxygen or other
breathing component; accordingly, the humidified oxygen output of
canister 54 is fed as shown, directly into engine 40.
With regard to canister 54, granules of solid KO.sub.2 are packed
in wire mesh container 56, and it is provided with a conduit
entrance opening near its bottom and a conduit exit at its top so
that the exhaust gas may enter and generated oxygen may be emitted.
The reaction results in a K.sub.2 CO.sub.3 product also in a
granule form which remains in container 56 and, periodically, is
replaced by a container of fresh KO.sub.2.
Experience with the above system has shown that it is feasible to
control the rate of oxygen generation, especially by varying the
exhaust flow through canister 54, at practically no pressure loss
in the system, particularly under high temperature operation.
Accordingly, bypass valve 58, installed at the output of heat sink
50 operates to shunt the exhaust around canister 54 and back into
engine 40 in response to control from pressure sensor 60; thus,
when sensor 60 recognizes an oxygen pressure level beyond a
prescribed level, it operates to open valve 58 so that exhaust
directed to canister 54 is reduced. As a result, no "lung" is
required in this preferred embodiment since valve 58 operates to
provide inherently for a dilution of the oxygen concentration of
the gas flowing to the intake of engine 40.
It should be obvious to those skilled in this art that,
alternatively, valve 58 may be operated according to oxygen
concentration, if so desired, by substituting for control by sensor
60, control through one of the known oxygen analyzers available on
the market.
However, regardless of which method of oxygen generation is
employed, it will be found that the system behavior in this respect
will, in a general way, accord with FIG. 3. This graph depicts the
operation of valve 58 with regard to response to oxygen pressures
variation, shown as the ordinate and the effect thereof, shown as
the ratio of vapor by-passed around canister 54 to that admitted to
canister 54, along the abscissa. Point 62 on the curve represents a
condition of oxygen overproduction which causes substantial opening
of valve 58 (bypassing canister 54) whereas point 64 on the curve
represents a condition of "choking" which causes valve 58 to close,
thereby admitting all the exhaust from heat sink 50 to canister
54.
In the further development of this invention, it has been
discovered that a mode of operation is possible for which control
of the generation of oxygen is not required, i.e., it eliminates
the need for valve 58 despite the fact that any of the known
methods of supplying external oxygen (the KOH-CO.sub.2 reaction of
FIG. 1, the KO.sub.2 -CO.sub.2 reaction of FIG. 2, a liquid oxygen
supply, etc., or any combination of these may be used.
This operating mode is based on the precharging of the system with
a mixture of gases: oxygen, water vapor and an inert gas such as
argon, and operating it as a completely closed system in which the
oxygen supply is controlled by sensor 60 to admit fresh oxygen only
where pressure or analysis indicates that it is lacking. The
precharge mixture constituency and ratio may be selected to suit
specific conditions of environment and the requirements of adequate
dilution of the oxygen in the combustion reaction and suppression
of reaction of the oxygen with lubricants.
* * * * *