Internal-combustion engines – Charge forming device – Supercharger
Patent
1998-11-23
2000-11-14
Denion, Thomas
Internal-combustion engines
Charge forming device
Supercharger
F02B 3300
Patent
active
061454974
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND AND SUMMARY OF THE INVENTION
The present invention concerns a method and a power generator installation for recovering thermal energy in the supercharging combustion-supporting air of a reciprocating internal combustion engine by means of a heat exchanger in which a heat-transfer fluid flows and for transferring thermal energy recovered by this fluid to a unit consuming thermal energy.
"Internal combustion engines" are typically: etc), and etc).
The latter two categories are sometimes grouped together under the generic name "reciprocating internal combustion engines" which therefore designates internal combustion engines with ignition (compression ignition or controlled ignition).
The invention applies more particularly, although not exclusively, to diesel engines. It may be applicable in the future to petrol engines.
Document FR-A-2.353.715 describes a diesel engine power unit for ships supercharged by at least one turbo-compressor unit the compressor of which is connected by a pipe to a combustion-supporting air intake of the engine and the turbine of which is connected to an engine exhaust gas collecting pipe. A lost heat recovery boiler is disposed at the outlet of the exhaust gas turbine and its function is to heat and to vaporize a working fluid that produces mechanical energy in at least one steam turbine driving a device for increasing the pressure or the flowrate of the air directed to the air inlet of the engine and, where applicable or as an alternative, producing electrical energy.
This unit is characterized by a heat exchanger mounted in the air intake pipe of the engine through which flows a heat-transfer liquid intended to transfer at least some of the heat produced by compressing the supercharging air to a heat exploiting unit mounted in the ship.
A cooler mounted downstream of the heat exploiting unit on the heat-transfer liquid circuit or between the heat exchanger and the engine on the air intake pipe of the latter has the function of reducing the temperature of the heat-transfer liquid to a value enabling the supercharging air to be cooled to a value suitable for its entry into the motor in use.
When a large quantity of recovered heat is required at a high temperature, in the order of 130.degree. C. and above, a heat exchanger of the above kind can be difficult to use in the above manner. The compression ratio of the compressor of a supercharged engine varies with the instantaneous engine load and the air temperature at the exit of the compressor is then too low, in all circumstances and in particular when the engine is no longer operating at a very high load.
Where temperature levels of the above kind are required, it is routine practise to recover the heat in the exhaust gas by means of a boiler similar to that described in the document FR-A-2.353.715 mentioned above. The temperature of the exhaust gases is such that steam is used as the heat-transfer fluid in a boiler of the above kind, in order to minimize the size of the heat exchangers at the level of the heat consuming devices. Although widely used, this technique is difficult to use, the boiler and any control mechanisms being exposed to attack by the exhaust gases (high temperatures, thermal shock, variable loads, corrosion, insulative deposits). Furthermore, the heat-transfer fluid (steam) requires rigorous treatment which the operator is not always in a position to assure.
Consideration has also been given to providing these temperature levels by cooling the hot parts--engine block, cylinders, for example--of an internal combustion engine using a pressurized fluid, for example water, at a high temperature (in the order of 120.degree. C. to 130.degree. C.), so making available a large quantity of heat at a high temperature. Although a system of this kind has advantages, in particular with regard to the dimensions of the heat exchangers, it has a number of disadvantages such as a longer warm-up time, a longer run up to load after a cold start, and a higher temperature of the component parts of the combustion chamber
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Kervagoret Alain
Langlois Gilles
Denion Thomas
Nguyen Tu M.
Wartsila NSD Corporation
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