Patent Application
20170167303
The present invention relates to a “rotary drive unit”, motion transmission system thereof and associated thermal operating cycles and functional configurations (hereinafter defined simply as “drive unit”), utilizable in heat engines operating with Rankine, Rankine-Hirn, Brayton and Stirling heat cycles, and usable as a hydraulic motor, pneumatic motor, pneumatic compressor, volumetric pump and in many other applications that can exploit its innovative motor features.
In particular, the present inventive idea can have a priority application in the production of electricity, in a cogeneration and trigeneration context, with or without heat recovery and, in a particular arrangement aimed at reducing polluting emissions, it could also have a place as an external combustion engine in the automotive sector.
The present patent application claims the priority of Italian patent applications no. BS2014A000031 and no. BS2014A000032, filed on Feb. 3, 2014 in the name of the same Applicant. The entire content of the Italian patent applications no. BS2014A000031 and no. BS2014A000032 is incorporated herein by reference.
Some historical considerations concerning thermodynamic cycles were already set forth in the description of patent applications MI2013A000040 (pages 1-9) and MI2012A001944 (pages 1-8) in the name of the same Applicant, and it is therefore deemed useful to mention the more significant innovative parts forming the subject matter of the present inventive idea, regarding a new system for the transmission of motion between the pistons and the drive shaft, the use of the drive unit in some further extensions of the Rankine-Hirn heat cycle, the use thereof with a new heat cycle derived from the Stirling cycle and the use thereof in a new compressed air motor.
In 1816 Robert Stirling introduced a hot air engine with an open circuit, characterized by an intermittent flow made up of four phases: intake of air at atmospheric pressure (at ambient temperature), compression of the air taken in, rapid heating and expansion of the pre-compressed air and expulsion of the exhaust air (into the environment).
In a subsequent evolution of the Stirling cycle, with the aim of increasing thermal efficiency while maintaining the four-phase cycle unchanged, a bi-directional heat exchanger defined as a “regenerator” was introduced into the circuit; subsequently, multiple solutions with different types of closed-circuit reciprocating and rotary engines were developed.
The basic Stirling cycle is very schematically represented in
The area comprised between the four transformations defining the cycle represents the net work “L” obtained through the cycle. This work is obtained as the difference between the positive work 1−2+2−3 and negative work 3−4+4−1.
The total heat “Q” which the heat engine retains is likewise given by the difference between the heat it has absorbed (Q2) and the heat it has discharged (Q1); therefore, the work that the heat engine is capable of producing is given by:
L=Q
2
−Q
1
Based on the above, we can affirm that only part of the heat supplied to the heat engine is transformed into work, whilst the remaining part is necessarily discharged outside the system. For heat engines, it is thus possible to define efficiency as the ratio between the work the machine produces and the heat necessary to input to the machine, i.e.
η=L/Q2
Essentially, in order to improve thermal efficiency it is necessary to increasingly diminish the quantity Q1/Q2, which is subtracted from the value 1 and which reduces efficiency. For this purpose, the values of the numerator and denominator must be as far away from each other as possible, i.e. the hot source must work at the highest temperature possible and the cold source must be at the lowest temperature possible.
The temperature of the hot source is subject only to technological limitations tied to use, cycle and materials, whilst as regards the temperature of the cold source there are limited possibilities of intervention: in fact, it is typically necessary to use the temperature of the outside environment or that of a coolant fluid made to circulate in a specific exchanger.
Overall, various machines functioning with a Stirling heat cycle have been developed and others are still at an experimental stage. However, the Applicant has found that even already industrialized solutions have limitations and can be improved in several respects. This applies, in particular, for Stirling engines used to drive small and medium power autonomous electric generators (below 50 KWh).
In practice, besides the various types of Stirling engines, the following are presently used to drive electric generators:
In general, all of the prior art solutions, in addition to the problems of pollution, low efficiency, mechanical complexity and high maintenance costs, are also characterized by a cost-benefit ratio that is not particularly satisfactory.
The engine exploits the energy contained in tanks of compressed air which, according to the ideal gas law, is maximum for an isothermal transformation and is equal to:
where P1 is the initial pressure of the tanks and V1 is the volume of transformation, equal to the cubic volume of the engine, whilst P2 is the atmospheric pressure.
With pressures that are not too high and temperatures that are not too low, compressed air behaves like an ideal gas with excellent approximation and the energy it contains is thus given by the above formula.
Let us indicate the energy P1V1*Ln(P1/P2) as Emax, the energy of a perfectly isothermal transformation.
Let us indicate as E the mechanical energy that the compressed air motor transforms starting from tanks of volume V2 and pressure P2.
Thus the engine's efficiency is given by:
Eff=E/Emax
As in general the energy of the transformation is equal to the area (integral) below the transformation curve in the Clapeyron diagram.
In the case of an adiabatic transformation, the energy, or work, is in fact for this transformation:
Eadiab=(P1V1−P2V2)/(g−1)
g=Cp/Cv
PV
9=cost
where Cp for air is about 1.00 and Cv for air is about 0.72. The efficiency is equal to:
Eff=Eadiab/Emax
The Applicant has observed that if one wishes to extend the use of such rotary drive units in heat engines and cogeneration (and possibly trigeneration) units for small users, for example individual homes, compactness and overall efficiency are fundamental.
In this regard, the publication “Expansion machine for a low power output steam Rankine cycle engine” (O. Badr et al., Applied energy, Elsevier science publisher, GB, vol. 39, no. 2, 1 Jan. 1991, pages 93-116) describes the cogeneration of electricity and heat using a Rankine steam cycle and suggests using expanders of a rotary type (“vane” or “Wankel” expanders).
Publication ES2011-54302 of the University of Trieste: “Performance analysis and modeling of different volumetric expanders for small-scale organic Rankine cycles”, addresses the subject of the expanders used in specific organic Rankine cycles.
The paper “Reciprocating Expander for an Exhaust Heat Recovery Rankine Cycle for a Passenger Car Application” published in the journal Energies, publication ISSN 1996-1073, addresses the subject of the expanders that may be used in the automotive field.
In this context, the Applicant set the objective of proposing a “drive unit” capable of being used in diversified heat cycles where it is possible to exploit a high flow rate of a working fluid with a considerable increase in the amount of work that may be obtained compared to other known units of the same type, whilst containing the size and weight of the unit itself.
In the specific realm of heat cycles, the Applicant proposes preferable but not exclusive embodiments envisaging the use of the aforesaid “drive unit” in three different operating configurations using, respectively, the Rankine cycle, the Rankine-Hirn cycle and a new heat cycle derived from the Stirling and Brayton-Joule cycles, with the principal aim of being able to produce electricity using diversified energy sources. The Applicant also proposes a particular application, as a pneumatic motor, capable of reducing and/or eliminating the formation of ice on the outlet side of the engine.
Therefore, the object at the basis of the present invention, in the various aspects and/or embodiments thereof, is to remedy one or more of the above-mentioned drawbacks by providing a “drive unit”, capable of using multiple heat sources and capable of generating mechanical energy (work) with a high overall efficiency, being able to be used in any place and for any purpose, but preferably for the production of electrical energy, given the considered added value thereof.
A further object of the present invention is to provide a “drive unit” characterized by high thermodynamic efficiency and an excellent power-to-weight ratio.
A further object of the present invention is to propose a “drive unit” characterized by a mechanical structure that is simple and can be quickly built.
A further object of the present invention is to be able to produce a “drive unit” characterized by a reduced cost of production.
These objects, and any others that will become more apparent in the course of the following description, are substantially achieved by a “drive unit” having a series of particular aspects.
In one aspect, the drive unit is substantially composed of:
In one aspect, the annular chamber has a rectangular or square cross section and the pistons, being of mating shape, are respectively rectangular or square.
In one aspect, the annular chamber has a circular cross section (extending toroidally) and the pistons, being of mating shape, have a circular cross section (extending toroidally).
In one aspect, the toroidal cylinder (or annular cylinder) is provided with a number of mutually distinct inlet openings for the entry of a high-temperature thermal fluid into the cylinder and a number of mutually distinct discharge openings for evacuating the spent thermal fluid, making reference, respectively, to two different sections which are used “in parallel”, that is, with an equivalent expansion of the thermal fluid taking place in both.
In one aspect, the toroidal cylinder (or annular cylinder) is provided with a number of mutually distinct inlet openings for the entry of a high-temperature thermal fluid into the cylinder and a number of mutually distinct discharge openings for evacuating the spent thermal fluid, making reference, respectively, to two different sections which are used “in series”, that is, with an expansion taking place on two different pressure and temperature levels of the thermal fluid in each of the two sections.
In one aspect, the toroidal cylinder (or annular cylinder) is provided with a number of mutually distinct inlet openings for the entry of a high-temperature thermal fluid into the cylinder and a number of mutually distinct discharge openings for evacuating the spent thermal fluid, making reference, respectively, to two different sections which can be used “in parallel”, that is, with an equivalent expansion of the thermal fluid taking place in the two sections, or else “in series”.
In one aspect, the toroidal cylinder (or annular cylinder) is provided with a number of mutually distinct inlet openings for the entry of a high-temperature thermal fluid into the cylinder and a number of mutually distinct discharge openings for evacuating the spent thermal fluid, making reference, respectively, to two different sections which are used “in series”, that is with an expansion taking place on two different pressure and temperature levels of the thermal fluid in the two sections.
In one aspect, the annular chamber has three inlet positions (with differently made openings varying in number and size) and three discharge positions (with differently made openings varying in number and size), which are variably configured so as to be adapted to the thermodynamic cycle used.
In one aspect, each of the six chambers expands three times and contracts three times for per each complete revolution (360°) of the primary shaft.
In one aspect, all of the inlet/discharge openings, used for the passage of the thermal fluid, are fashioned on the casing of the toroidal (or annular) cylinder.
In one aspect, the inlet/discharge openings are symmetrical and offset from one another by 120° on average, it being possible to define, in a single toroidal (or annular) cylinder, three distinct inlet sections and three distinct discharge sections for the thermal fluid.
In one aspect, the toroidal cylinder (or annular cylinder) is provided with one or more inlet openings for the entry of the cooled thermal fluid into the cylinder and one or more discharge openings for evacuating the thermal fluid compressed in the compensating tank.
In one aspect, by means of a manual or automatic angular rotation of the case containing the transmission, relative to the inlet/discharge openings, it is possible to time the phases of the heat cycle to come earlier or later in order to optimize thermodynamic efficiency.
In one aspect, by means of a manual or automatic angular rotation of the case containing the transmission, relative to the inlet/discharge openings, it is possible to time the phases of the heat cycle to come earlier or later in order to enable autonomous starting of the engine apparatus.
In one aspect, the first triad of pistons is an integral part of a first rotor and the second triad of pistons is an integral part of a second rotor.
In one aspect, the three pistons of each of the two rotors are angularly equidistant from one another.
In one aspect, the three pistons of each of the rotors are rigidly connected together so as to rotate integrally with one another.
In one aspect, the first secondary shaft is solid and integrally joined at one end with a first three-lobe gear and at the opposite end with the first rotor.
In one aspect, the second secondary shaft is hollow and integrally joined at one end with a respective second three-lobe gear and at the opposite end with the second rotor.
In one aspect, the primary shaft (or drive shaft) is integrally joined with a first and a second three-lobe gear, positioned at 60° from each other.
In one aspect, the transmission of the drive unit comprises:
In one aspect, the first auxiliary shaft is coaxially inserted in the second auxiliary shaft or vice versa.
In one aspect, the axis of the primary shaft is parallel to and appropriately distanced from the axis of the first shaft and second shaft.
In one aspect, each three-lobe gear has concave and/or flat and/or convex connecting portions between its lobes.
In one aspect, each three-lobe gear, as may be inferred from the definition thereof, has a substantially triangular profile.
In one aspect, a rotation having a constant angular velocity of the primary shaft (or drive shaft) determines a periodic variation in the angular velocity of rotation of the two secondary shafts.
In one aspect, the primary shaft (or drive shaft) determines a periodic cyclical variation of the angular velocity of the first and second secondary shafts and of the corresponding triads of pistons rotating inside the toroidal cylinder (or annular cylinder), enabling the creation of six distinct rotating chambers with a variable volume and ratio.
In one aspect, the transmission of motion between the pistons and the primary shaft (or drive shaft) is obtained with the train of three-lobe gears which connects the first and second secondary shafts to the primary shaft, characterized in that while the primary shaft (or drive shaft) rotates with a constant angular velocity, the two secondary shafts rotate with an angular velocity that is periodically higher than, equal to or lower than the primary shaft.
In one aspect, without prejudice to the inventive idea, the drive unit can be provided with any system whatsoever for transmitting motion between the two triads of pistons and the primary shaft (such as, for example, the one claimed in U.S. Pat. No. 5,147,191 and EP0554227A1), it being possible to adopt any mechanism able to transform the rotary motion of the primary shaft, which has a constant angular velocity, into a rotary motion with a periodically variable angular velocity of the two secondary shafts, functionally connected to the two triads of pistons.
In one aspect, the drive unit can be configured, by means of suitable thermal fluid conveying conduits, in such a way that the various components and various operating sections can be operatively connected, manually or automatically, with the corresponding inlet/discharge openings.
In one aspect, the drive unit is completely devoid of inlet/discharge valves and the associated mechanisms, since the triads of pistons, by moving in the toroidal cylinder (or annular cylinder), themselves determine the opening and the closing of the inlet/discharge openings for the thermal fluid.
In one aspect, the heat engine which uses the drive unit can be configured with check valves appropriately positioned in the thermal fluid conveying conduits, in such a way as to optimize the heat cycle by aiding the work of the pistons in the function of opening-closing the inlet/discharge openings.
In one aspect, the heat engine which uses the drive unit can comprise one or more thermal fluid heaters configured in such a way as to be able to provide the fluid with the heat energy serving to increase its temperature and pressure, in turn used to set the two triads of pistons in rotation.
In one aspect, the drive unit is connected to a generator capable of producing electricity intended to be used for any purpose.
In one aspect, the heat engine which uses the drive unit comprises a heat energy regulating system, configured to regulate the delivery pressure and/or temperature of the thermal fluid in the various stages of the process.
In one aspect, the drive unit can be configured so as to function with a Stirling operating cycle, wherein the drive unit can perform functions of compressing and expanding the thermal fluid.
In one aspect, the drive unit can be configured so as to function with a Rankine or Rankine-Hirn operating cycle, wherein the drive unit is used as an “expander”.
In one aspect, the drive unit can be configured so as to function with an open Brayton cycle, wherein the drive unit performs compression and expansion functions.
In one aspect, the drive unit can be configured so as to exploit the pressure of a liquid, wherein the drive unit performs the function of a “hydraulic motor”.
In one aspect, the drive unit can be configured so as to exploit the pressure of a gas, wherein the drive unit performs the function of a “pneumatic motor”.
In one aspect, the drive unit can be configured so as to impart velocity to a liquid flowing in a pipe, wherein the drive unit performs the function of a “hydraulic pump”.
In one aspect, the drive unit can be configured so as to compress a gas, wherein the drive unit performs the function of a “pneumatic compressor”.
In one aspect, the drive unit can be configured so as to suck in a gas, wherein the drive unit performs the function of a “vacuum pump”.
In other aspects, the drive unit can be appropriately configured so as to perform many other diversified functions.
In one aspect, the “heat engine” which uses the drive unit is configured so as to function with a new “pulsating heat cycle” featuring a continuous, unidirectional motion of the thermal fluid, which serves to considerably increase the power-to-weight ratio and also the overall efficiency of the heat engine.
In one aspect, the drive unit is suitable for being employed as an apparatus capable of producing mechanical energy using flows of pressurized thermal fluid heated with any source of heat.
In one aspect, heating of the circulating thermal fluid can be achieved using a fuel burner (for example a gas burner) or any other external source of heat—for example, solar energy, biomass, unrefined fuel, high-temperature industrial waste, or another source suitable for heating the thermal fluid itself.
In one aspect, the drive unit is a rotary volumetric machine.
In one aspect, the rotary volumetric machine comprises:
In one aspect, the transmission comprises:
In one aspect, each gear has concave or flat or convex connecting portions between its lobes.
In one aspect, “n”=3 and each gear has a substantially triangular profile, with rounded, concave lobes and convex connecting portions interposed between the lobes.
In one aspect, the machine (1) is a rotary volumetric expander.
In one aspect, the ratio between a passage area of an inlet opening and the passage area of a discharge opening is comprised between about 1/40 and about ¼.
In one aspect, the invention relates to a generation or cogeneration plant comprising:
In one aspect, the plant comprises an exchanger/condenser disposed downstream of the rotary volumetric expander and in fluid communication with the discharge openings of the rotary volumetric expander, so as to receive a flow of spent steam and extract heat therefrom.
In one aspect, at least one discharge opening of the expander is in fluid communication, through at least one conduit external to the annular chamber, with at least one inlet opening of the expander.
In one aspect, the plant comprises at least one heater operatively active on the at least one external conduit.
Example Comparing Drive Units with Four and Six Pistons
Compared to a drive unit of the known type, provided with only two pistons for each of the rotors (such as, for example, the one illustrated in document WO 2008/061271 A1), the drive unit according to the present invention has, other parameters (piston diameter, average cylinder diameter, number of revolutions) being equal, a much greater useful displacement.
From a different viewpoint, the useful power produced being equal, the drive unit has much more compact dimensions, a lower weight, slower rotation speeds, smaller inertial force, less mechanical friction and greater overall efficiency.
In order to better demonstrate the importance of the present inventive idea, taking into account the real mechanical design constraints imposed by the system for transmitting motion from the pistons to the drive shaft, below we present an example comparing a prior art drive unit (provided with two pistons for each of the two rotors, i.e. four pistons) and a drive unit according to the present invention (provided with three pistons for each of the two rotors, i.e. six pistons), where the pistons of both drive units have an equivalent circular (or toroidal) cross section, like the one illustrated in
As is evident from Table 1 below, given the same rotation speed and overall dimensions of the drive unit, the technical solution according to the invention makes it possible to obtain a total useful displacement (normalized to one revolution of the primary shaft) that is almost double, a drastic decrease in inertial stresses and an extremely favourable power-to-weight ratio.
Additional features will become more apparent from the following detailed description of the drive unit, according to the present inventive idea, and of some preferred embodiments of the use thereof, regarding, respectively, a “heat engine” with a Rankine and Rankine-Hirn operating cycle, a “heat engine” functioning with an innovative operating heat cycle derived from the Stirling cycle (conventionally defined as a “pulsating heat cycle”) and a “pneumatic motor”. The description will be set forth below with reference to the appended drawings, provided solely by way of illustration and not by way of limitation.
For the sake of simplicity, in the following descriptions that refer to the Rankine and Rankine-Hirn cycles the path followed by the thermal fluid in the drive unit 1 will be explained as if a single complete heat cycle were carried out. In reality, for each revolution of the drive shaft (with a total revolution angle of 360°) in the drive unit 1, according to the specific configuration, “n” complete heat cycles can be carried out.
It is also necessary to take into account that, in the “rest” condition (with the generator inactive) the thermal fluid (water or organic fluid) is at the same temperature as the surrounding environment, at a predetermined static pressure, and is entirely contained in the closed circuit of the heat engine 29.
The heat cycle, in its complete form (apart from start-up), is carried out continuously in several phases of thermodynamic variation of the fluid: heating, superheating, intake and expansion (and corresponding production of useful work), expulsion, condensation and pumping back, as described below in the various configurations.
With reference to
For the sake of simplicity, in the following descriptions of the operating configurations that refer to a new “pulsating heat cycle” derived from Stirling, the path followed by the thermal fluid in the drive unit 1 will be explained as if a single complete heat cycle were carried out. In reality, for each revolution of the drive shaft (with a total revolution angle of 360°) in the drive unit 1, according to the specific configuration, “n” complete heat cycles are carried out.
It is also necessary to take into account that, in the “rest” condition (without heating), the thermal fluid (air, hydrogen, helium, nitrogen or other fluid) is at the same temperature as the surrounding environment, at a predetermined static pressure, and is entirely contained in the closed circuit of the heat engine 51.
The heat cycle, in its complete form (apart from start-up), is carried out continuously in several phases of thermodynamic variation of the fluid: compression, heating, intake, expansion (and corresponding production of useful work), expulsion, and regeneration-cooling, as described below in the following configurations.
With reference to
The rapid heating and discharge of the thermal fluid which passes through the heater (its movement conditioned by the opening of the inlet/discharge openings opened and closed by the rotating pistons) generates the very particular high-frequency “pulsating” effect which characterizes the heat cycle of this heat engine and differentiates it from all the other heat cycles known to date (to give an example: a rotation speed of 1,200 rpm of the primary shaft will have 120 heat cycles per second corresponding to it).
With reference to the previously described theoretical principles regarding compressed air motors, in order to extract all the energy from the compressed air, it is necessary for the expansion of the latter to take place in the engines at a temperature that is as constant as possible, and given that the air cools during expansion, it must be heated accordingly along its path.
In practical terms, in order to get power from the engine, heat must be quickly supplied to the air during the isothermal transformation (expansion of the air in the drive unit), but this cannot be achieved at the desired speed, so the air cools and expansion thus does not take place under optimal conditions.
To be able to extract more energy from the compressed air, therefore, a series of adiabatic and isochoric transformations must be carried out in order to get closer to the isothermal transformation which enables the maximum energy to be obtained from the gas. This is done by carrying out a rapid, partial expansion up to a pressure P3 (P1<P3<P2) in the first stage of the drive unit (adiabatic transformation); then the cooled air (T3<Tamb) is heated (T4=Tamb) by means of a “heater” (isochoric transformation).
This first stage is followed by another two identical stages: rapid expansion of the air in the second stage of the same drive unit up to a pressure P5 (P1<P5<P3<P2), heating of the air by means of the “heater”, until arriving at the third stage of the same drive unit which expands the air to atmospheric pressure.
In the pressure-volume diagram for ideal gases (Clapeyron diagram), the first stage described above requires a passage from point (P2,V2) to point (P4,V4) not along the hyperbola PV=const of the isothermal transformation, but rather along a first adiabatic curve up to point (P3,V3), and then point (P4,V4) is arrived at via a second isochoric curve. This entails a loss of energy at each stage relative to the energy that can be extracted from the air through an isothermal transformation, a loss that will be smaller the closer together the points (P2,V2) and (P4,V4) are in the diagram.
Based on the above, it may be deduced that the larger the number of stages, and hence of expansion chambers, the more energy it will be possible to extract from the compressed air.
On the other hand, however, the drive unit also has friction which decreases the energy that can be extracted from the air, so the number of stages should be determined in such a way as to make the engine's efficiency as high as possible.
In order to have a further comparative reference, let us consider that an exclusively adiabatic transformation and thus: rapid expansion of the air in a single stage until reaching ambient pressure, implies much lower efficiencies, without counting the almost inevitable formation of ice.
For the sake of simplicity, in the following description of the operating configuration, the path followed by the compressed air in the various sectors will be explained in reference to a single drive unit. In reality, one could use a number of rotary drive units functioning in “cascade” fashion in order to increase the number of stages and intermediate heating steps. This possibility is especially important considering that in order to be used in a car, the air would have to be compressed in the tank up to a pressure that could also exceed 300 Bars.
It is also necessary to take into account that, in the “rest” condition, the air contained in the tank is at the same temperature as the surrounding environment.
The transformation cycle with reference to a single drive unit, in its complete form, is carried out continuously, in several phases of thermodynamic variation of the fluid, namely: first expansion (and corresponding production of useful work); heating; second expansion (and corresponding production of useful work); heating; third expansion (and corresponding production of useful work); heating; and expulsion at atmospheric pressure into the open air.
The pneumatic motor according to the present inventive idea is characterized by a three-stage expansion which prevents or reduces the possible formation of ice on the outlet of the motor itself, so that the use thereof can also be extended to the automotive sector.
With reference to
The description will be set forth here below with reference to the appended drawings, provided only for illustrative purposes and thus non-limiting, in which:
With reference to
The drive unit 1 comprises a casing 2 which internally delimits a seat 3.
In the non-limiting embodiment illustrated, the casing 2 is formed by two half-parts 2a, 2b joined together.
Housed in the seat 3 there is a first rotor 4 and a second rotor 5, which rotate around a same axis “X-X”.
The first rotor 4 has a first cylindrical body 6 and three first elements 7a, 7b, 7c which extend radially from the first cylindrical body 6 and are rigidly connected or integral therewith.
The second rotor 5 has a second cylindrical body 8 and three second elements 9a, 9b, 9c which extend radially from the second cylindrical body 8 and are rigidly connected or integral therewith.
The elements 7a, 7b, 7c of the rotor 4 are angularly equidistant from one another, i.e. each element is spaced apart from the adjacent element by an angle “α” of 120° (measured between the planes of symmetry of each element).
The elements 9a, 9b, 9c of the rotor 5 are angularly equidistant from one another, i.e. each element is spaced apart from the adjacent element by an angle “α” of 120° (measured between the planes of symmetry of each element).
The first and second cylindrical bodies 6, 8 are set side by side on respective bases 10, 11 and are coaxial.
The three first elements 7a, 7b, 7c of the first rotor 4 moreover extend along an axial direction and have a projecting portion disposed in a position that is radially external to the second cylindrical body 8 of the second rotor 5.
The three second elements 9a, 9b, 9c of the second rotor 5 moreover extend along an axial direction and have a projecting portion disposed in a position that is radially external to the first cylindrical body 6 of the first rotor 4.
The three first elements 7a, 7b, 7c are alternated with the three second elements 9a, 9b, 9c along the circumferential extension of the annular chamber 12.
Each of the first and second elements 7a, 7b, 7c, 9a, 9b, 9c has, in a radial section (
Each of the first and second elements 7a, 7b, 7c, 9a, 9b, 9c has an angular size, given purely by way of approximation and not by way of limitation, of about 38°.
Peripheral surfaces that are radially external to the first and second cylindrical bodies 6, 8 delimit, together with an inner surface of the seat 3, an annular chamber 12.
The annular chamber 12 is therefore divided into variable-volume “rotating chambers” 13′, 13″, 13′″, 14′, 14″, 14′″ by the first and second elements 7a, 7b, 7c, 9a, 9b, 9c. In particular, each variable-volume “rotating chamber” is delimited (besides by the surface radially internal to the casing 2 and the surface radially external to the cylindrical bodies 6, 8) by one of the first elements 7a, 7b, 7c and one of the second elements 9a, 9b, 9c.
In the first
In the variant in
Between inner walls of the annular chamber 12 and each of the aforesaid first and second elements 7a, 7b, 7c, 9a, 9b, 9c there remains a gap such as to permit the rotational movement of the pistons 4, 5 and sliding of the elements 7a, 7b, 7c, 9a, 9b, 9c in the chamber 12 itself.
The first and second elements 7a, 7b, 7c, 9a, 9b, 9c are the pistons of the drive unit 1 illustrated and the variable-volume rotating chambers 13′, 13″, 13′″, 14′, 14″, 14′ are the chambers for the compression and/or expansion of the working fluid of the aforesaid drive unit 1.
The inlet or discharge openings 15′, 16′, 15″, 16″, 15′, 16′″ (of suitable size and shape) are fashioned in a wall radially external to the casing 2; they open into the annular chamber 12 and are in fluid communication with conduits external to the annular chamber 12, illustrated further below.
Each inlet or discharge opening 15′, 16′, 15″, 16″, 15′″, 16′ is angularly spaced in an appropriate way so as to adapt to the requirements of each different individual functional configuration of the drive unit 1.
The drive unit 1 further comprises a primary shaft 17 parallel to and distanced from the rotation axis “X-X” and rotatably mounted on the casing 2 and a transmission 18 mechanically interposed between the primary shaft 17 and the rotors 4, 5.
The transmission 18 comprises a first auxiliary shaft 19 onto which the first rotor 4 is keyed and a second auxiliary shaft 20 onto which the second rotor 5 is keyed. The first and second auxiliary shafts 19, 20 are coaxial with the rotation axis “X-X”. The second auxiliary shaft 20 is tubular and houses within it a portion of the first auxiliary shaft 19. The first auxiliary shaft 19 can rotate in the second auxiliary shaft 20 and the second auxiliary shaft 20 can rotate in the casing 2.
A first three-lobe gear 23 is keyed onto the primary shaft 17. A second three-lobe gear 24 is keyed onto the primary shaft 17 next to the first. The second three-lobe gear 24 is mounted on the primary shaft 17 angularly offset relative to the first three-lobe gear 23 by an angle “Δ” of 60°. The two three-lobe gears 23 and 24 rotate together jointly with the primary shaft 17.
A third three-lobe gear 25 is keyed onto the first auxiliary shaft 19 (so as to rotate integrally therewith) and the teeth thereof precisely enmesh with the teeth of the first three-lobe gear 23.
A fourth three-lobe gear 26 is keyed onto the second auxiliary shaft 20 (so as to rotate integrally therewith) and the teeth thereof precisely enmesh with the teeth of the second three-lobe gear 24.
Each of the above-mentioned three-lobe gears 23, 24, 25, 26 has approximately the profile of an equilateral triangle with rounded vertices 27 and connecting portions 28, interposed between the vertices 27, which can be concave, flat or convex.
Changing the shape of the vertices 27 and connecting portions 28 of the gears makes it possible to pre-establish the value of the angular periodic movement of the auxiliary shafts 19, 20 during their rotary motion.
The structure of the transmission 18 is such that during a complete revolution of the primary shaft 17 the two rotors 4, 5 also carry out a complete revolution, but with periodically variable angular velocities, offset from each other, which induce the adjacent pistons 7a, 9a; 7b, 9b; 7c, 9c to move away and toward one another three times during a complete 360° revolution. Therefore, each of the six variable-volume chambers 13′, 13″, 13′″, 14′, 14″, 14′″ expands three times and contracts three times at each complete revolution of the primary shaft 17.
In others words, pairs of adjacent pistons of the six pistons 7a, 7b, 7c; 9a, 9b, 9c are movable, during their rotation at a periodically variable angular velocity in the annular chamber 12, between a first position, in which the two faces of the adjacent pistons lie substantially next to each other, and a second position, in which the same faces are angularly spaced apart by the maximum allowed. Purely by way of example, in the first position the two faces of the adjacent pistons are angularly spaced apart by about 1°, whereas in the second position the two same faces are angularly spaced apart by about 81°.
The six variable-volume chambers 13′, 13″, 13′, 14′, 14″, 14′″ are made up of a first group of three chambers 13′, 13″, 13′″ and a second group of three chambers 14′, 14″, 14′. When the three chambers 13′, 13″, 13′ of the first group have the minimum volume (pistons next to each other at the minimum reciprocal distance) the other three chambers 14′, 14″, 14′″ (of the second group) have the maximum volume (pistons at the maximum reciprocal distance).
With reference to
This solution has the following particularities:
In this configuration there is a perfect thermodynamic and kinematic balancing of all moving parts, so that the volumetric expander can also operate at a very high speed, without vibrations or noise.
With reference to
This solution has the following particularities:
In this configuration there is a perfect thermodynamic and kinematic balancing of all moving parts, so that the volumetric expander can also operate at a very high speed, without vibrations or noise.
With reference to
This solution has the following particularities:
With reference to
This solution has the following particularities:
With reference to
This solution has the following particularities:
As shown by way of example in the diagram of
The heating apparatus 300 (or burner) is configured so as to manage both the generation of steam and the various superheating steps present in the heat engine. To this end the heating apparatus has a vertical structure, in which, from bottom to top, the steam generator 30, the first superheater 71, the second superheater 72 and the third superheater 73 are located.
The heating apparatus 300 comprises suitable conveying conduits which connect the inlet and discharge openings of the drive unit to the superheaters present in the heating apparatus.
The heat engine in
In this embodiment, the heat engine comprises a regenerator 80, interposed between the discharge opening 16′″ of the drive unit, from which the spent steam is expelled (at a low pressure/temperature) at the end of expansion in the third chamber, and the condenser 31, where the steam is condensed and transformed into water, thus recovering heat.
The regenerator 80 is configured so as to receive the steam expelled from the drive unit at the end of expansion in the third chamber, and exchange the residual heat from the steam with the flow of water downstream of the condenser 31, pumped (at a high pressure) by the pump 32 back toward the generator 30, thereby assuring the continuity of the closed-circuit cycle.
According to the embodiment in
With reference to
For the sake of simplicity, in the following description, the path followed by the thermal fluid in the different sections of the heat engine 51 will be explained as if a single complete heat cycle were involved. In reality, for each revolution angle of 60° of the drive shaft (with a total revolution angle of 360°) no fewer than six complete heat cycles are carried out.
Every heat cycle, in its complete form (apart from start-up), is carried out continuously in the following phases of thermodynamic variation of the fluid: intake of the cooled fluid, compression of the fluid taken in, accumulation of the compressed fluid, preheating of the compressed fluid, superheating of the compressed-preheated fluid, expansion of the superheated fluid (and corresponding production of useful work), expulsion of the spent fluid, recovery of heat energy from the spent fluid and cooling of the spent fluid (with possible recovery of heat for different uses), as described below.
With reference to
The heat engine 51 is started up in the following manner:
With reference to
Phase of Intake of the Cooled Thermal Fluid.
On leaving the cooler 43, the thermal fluid travels through the conduit 43′ and after passing through the intake opening 15′″, is drawn into the chamber 13′″ as result of the movement away of the two pistons 9c-7c.
Phase of Compression of the Thermal Fluid Taken in.
As the two pistons 7c-9a move nearer, the thermal fluid (taken in during the previous cycle) is compressed and the temperature thereof increases.
Phase of Accumulation of the Compressed Thermal Fluid.
The compressed fluid, after passing through the discharge opening 16′″, the conduit 44′ and the check valve 44a, is conveyed into the compensating tank 44, where it remains available for immediate use in the subsequent phases.
Phase of Preheating of the Compressed Thermal Fluid.
When, as a result of the input of the heated thermal fluid into the chambers 13′-13″, the pressure of the thermal fluid circulating in the serpentine 41a falls below that of the compensating tank 44, the fluid, after passing through the check valve 44b, flows through the conduit 44″ and, whilst travelling through the entire serpentine 42a in the section 42′-42″, acquires heat energy from the regenerator 42 until arriving at the heating serpentine 41a.
The heat engine 51 can comprise, in addition or as an alternative to the check valve 44b, a check valve 44c, interposed between the outlet 42″ of the serpentine 42a and the inlet of the heating serpentine 41a.
Phase of Superheating of the Compressed-Preheated Thermal Fluid.
The burner 40 (fed with any type of fuel) supplies heat energy to the heater 41 (which, instead of the burner 40, can also use other heat sources: solar energy, residual energy from industrial processes, etc.), so that on passing through the entire serpentine 41a, the compressed-preheated thermal fluid undergoes a rapid increase in temperature and pressure.
Phase of Expansion of the Superheated Thermal Fluid.
When the pistons 7a-7b, rotating in the annular cylinder in the direction of motion indicated by the arrows, open the inlet openings 15′-15″ (thus also performing a valve function), the superheated thermal fluid, after travelling through the conduits 41′-41″-41″, enters the expansion chambers 13′ and 13″, in which it can expand, causing the pistons to rotate and producing useful work (which may be used to produce electricity or for any other purpose).
Phase of Expulsion of the Spent Thermal Fluid.
As the pistons 7a-9b and 7b-9c move nearer, the chambers 14′ and 14″ are reduced in volume and the spent thermal fluid (already expanded in the previous cycle), after passing through the two discharge openings 16′-16″ and through the conduits 45′-45″-46, is expelled from the drive unit 1 toward the regenerator 42.
Phase of Recovery of Heat Energy from the Spent Thermal Fluid.
The spent thermal fluid expelled from the drive unit 1, while passing through the regenerator 42, transfers thereto part of the heat energy still possessed and thus undergoes a first cooling.
Phase of Cooling of the Spent Fluid.
The thermal fluid leaving the regenerator 42 travels through the conduit 46′ and, while passing through the cooler 43, transfers thereto another part of heat energy (which can also be recovered and used for any useful purpose) and then undergoes a second cooling, thus ending up in ideal conditions for the continuity of the cycle.
Detailed Description of the Use of the New “Pulsating Heat Cycle” with an Already Known Drive Unit 1 (with Four Pistons).
With reference to
For the sake of simplicity, in the following description, the path followed by the thermal fluid in the different sections of the heat engine 51 will be explained as if a single complete heat cycle were involved. In reality, for each revolution angle of 90° of the drive shaft (with a total revolution angle of 360°) four complete heat cycles are carried out.
Every heat cycle, in its complete form (apart from start-up), is carried out continuously in the following phases of thermodynamic variation of the fluid: intake of the cooled fluid, compression of the fluid taken in, accumulation of the compressed fluid, preheating of the compressed fluid, superheating of the compressed-preheated fluid, expansion of the superheated fluid (and corresponding production of useful work), expulsion of the spent fluid, recovery of heat energy from the spent fluid and cooling of the spent fluid (with possible recovery of heat for different uses), as described below.
With reference to
The heat engine 51 is started up in the following manner:
With reference to
Phase of Intake of the Cooled Thermal Fluid.
On leaving the cooler 43, the thermal fluid travels through the conduit 43′ and after passing through the intake opening 15′, is drawn into the chamber 13′″ as result of the moving away of the two pistons 9b-7b.
Phase of Compression of the Thermal Fluid Taken in.
As the two pistons 7b-9a move nearer, the thermal fluid (taken in during the previous cycle) is compressed and the temperature thereof increases.
Phase of Accumulation of the Compressed Thermal Fluid.
The compressed fluid, after passing through the discharge opening 16′″, the conduit 44′ and the check valve 44a, is conveyed into the compensating tank 44, where it remains available for immediate use in the subsequent phases.
Phase of Preheating of the Compressed Thermal Fluid.
When, as a result of the input of the heated thermal fluid into the chamber 13′, the pressure of the thermal fluid circulating in the serpentine 41a falls below that of the compensating tank 44, the fluid, after passing through the check valve 44b, flows through the conduit 44″ and, whilst travelling through the entire serpentine 42a in the section 42′-42″, acquires heat energy from the regenerator 42 until arriving at the heating serpentine 41a.
The heat engine 51 can comprise, in addition or as an alternative to the check valve 44b, a check valve 44c, interposed between the outlet 42″ of the serpentine 42a and the inlet of the heating serpentine 41a.
Phase of Superheating of the Compressed-Preheated Thermal Fluid.
The burner 40 (fed with any type of fuel) supplies heat energy to heater 41 (which, instead of the burner 40, can also use other heat sources: solar energy, residual energy from industrial processes, etc.), so that on passing through the entire serpentine 41a, the compressed-preheated thermal fluid undergoes a rapid increase in temperature and pressure.
Phase of Expansion of the Superheated Thermal Fluid.
When the piston 7a, rotating in the annular cylinder in the direction of motion indicated by the arrows, opens the inlet opening 15′ (thus also performing a valve function) the superheated thermal fluid, after travelling through the conduits 41′, enters the expansion chamber 13′, in which it can expand, causing the pistons to rotate and producing useful work (which may be used to produce electricity or for any other purpose).
Phase of Expulsion of the Spent Thermal Fluid.
As the pistons 7a-9b move nearer, the chamber 14′ is reduced in volume and the spent thermal fluid (already expanded in the previous cycle), after passing through the discharge opening 16′ and through the conduit 46, is expelled from the drive unit 1 toward the regenerator 42.
Phase of Recovery of Heat Energy from the Spent Thermal Fluid.
The spent thermal fluid, expelled from the drive unit 1, while passing through the regenerator 42, transfers thereto part of the heat energy still possessed and thus undergoes a first cooling.
Phase of Cooling of the Spent Fluid.
The thermal fluid leaving the regenerator 42, travels through the conduit 46′ and, while passing through the cooler 43, transfers thereto another part of heat energy (which can also be recovered and used per any useful purpose) and then undergoes a second cooling, thus ending up in ideal conditions for the continuity of the cycle.
Detailed Description of a New Pneumatic Motor (with Six Pistons).
With reference to
Start-Up
When it is desired to start up the engine, the primary shaft 17 of the drive unit 1 and the whole transmission system which moves the six pistons 7a, 7b, 7c, 9a, 9b, 9c are made to start rotating by a specific “starter” (not represented in the figure) and the valve 46a (manual or motorized) is simultaneously opened.
The engine cycle substantially takes place, in a continuous manner, in the following main phases:
Phase of Introduction-Expansion of the Compressed Air in the First Section.
The very high-pressure compressed air contained in the tank 46, after passing through the conduits 46′,46″ (with the valve 46a open) and through the inlet opening 15′, enters the first expansion chamber 13′ of the drive unit 1 where, with the movement of the pistons 9a-7a, it can expand to produce a part of useful work.
Phase of Expulsion of the Compressed Air from the First Section.
The compressed air, which has already transferred a part of pressure in the previous cycle, forced also by the nearing of the two pistons 7a-9b and reduction in the volume of the chamber 14′, passes through the discharge opening 16′, leaves the drive unit 1 and, via the conduit 47′, arrives at the first heater 47.
Phase of First Heating of the Compressed Air.
Continuing in its path, the compressed air coming from the first section passes through a first heater 47, in which it undergoes a temperature increase, and then, passing through the conduit 47″ and through the inlet opening 15″, it is reintroduced into the second expansion chamber 13″ of the drive unit 1 where, with the movement of the pistons 9b-7b, it can expand to produce another part of useful work.
Phase of Expulsion of the Compressed Air from the Second Section.
The compressed air, which has already transferred a part of pressure in the previous cycle, forced also by the nearing of the two pistons 7b-9c and reduction in the volume of the chamber 14″, passes through the discharge opening 16″, leaves the drive unit 1 and, via the conduit 48′, arrives at the second heater 48.
Phase of Second Heating of the Compressed Air.
Continuing in its path, the compressed air coming from the second section passes through the second heater 48 and then, passing through the conduit 48″ and through the inlet opening 15′″, it is reintroduced into the third expansion chamber 13′″ of the drive unit 1 where, with the movement of the pistons 9c-7c, it can expand to produce another part of useful work.
Alternative 1_Phase of Expulsion of the Compressed Air from the Third Section, without Cycle Continuity.
The compressed air, which has already transferred a part of pressure in the previous cycle, forced also by the nearing of the two pistons 7c-9a and reduction in the volume of the chamber 14′″, passes through the discharge opening 16′″ and leaves the drive unit 1, where the conduit 49′ ends and the spent compressed air is released into the surrounding atmosphere.
Alternative 2_Phase of Expulsion of the Compressed Air from the Third Section, Maintaining Cycle Continuity with Other Drive Units Operating in a “Cascade” Mode.
The compressed air, which has already transferred a part of pressure in the previous cycle, forced also by the nearing of the two pistons 7c-9a and reduction in the volume of the chamber 14′″, passes through the discharge opening 16′″, leaves the drive unit 1 and, via the conduit 49′, arrives at the third heater 49.
Phase of Third Heating of the Compressed Air.
If the use of a second drive unit 1, operating in a “cascade” mode is provided for, the compressed air coming from the third section, continuing in its path, passes through the third heater 49 and then, on travelling through the conduit 49″, can be reintroduced into the first expansion chamber of a second drive unit 1 (operating with the first in cascade fashion), continuing the expansion-heating cycles for an additional three stages and if necessary also repeating with other additional drive units 1.
| Number | Date | Country | Kind |
|---|---|---|---|
| BS2014A000031 | Feb 2014 | IT | national |
| BS2014A000032 | Feb 2014 | IT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/IB2015/050787 | 2/2/2015 | WO | 00 |
