Patent Publication Number: US-2021189957-A1

Title: System for conversion of heat energy into mechanical power

Description:
FIELD OF THE INVENTION 
     The invention is related to a system for converting heat energy into mechanical power, which is applicable to all systems that consume power produced by carbon fuels combustion and replace internal combustion engines (ICE) in various fields of engineering. 
     PRIOR ART 
     A major problem with internal combustion engines is the production of toxic oxides from burning of carbon fuels. The fuel burning process is not effective. The burning of carbon fuels is aggravated by the following more significant factors: the amount of molecules of CO 2  combustion product) is always less than the number of carbon atoms in the fuel molecules after oxidation; the time taken for the oxygen to connect to the molecules of carbon fuels is short, particles remain unburnt; the high temperatures and high pressures, at which the combustion process occurs, generate toxic oxides of nitrogen—NO x , and the small spaces, in which carburation and combustion occur, worsen the quality of the process of heat energy production. For the intake of larger amount of oxygen in the combustion chambers of internal combustion engines, filling compressors based on inertia, etc. are used. Charging more oxygen into the cylinders of internal combustion engines is the sole purpose of all modern changes aimed at increase in their power. All improvements to internal combustion engines have the task of improving carburation and combustion by blowing more air into the intake manifolds. Larger amounts of oxygen oxidize more molecules of carbon fuels forming CO 2 , however, they do not change the conditions of carburation and the time needed for oxidation. Expensive catalysts are introduced to reduce the amount of toxic oxides. Partial solutions to lessen the consequences of this chronic flaw are applied. However, there still remain the chronic shortcomings of carburation and combustion in internal combustion engines which occur in small volumes over a short period of time at high temperatures and pressures because pressure at the end of the compression increases, and at the end of combustion the maximum pressure increases critically resulting in increased losses due to friction and the need to enhance the strength of the construction also increases. 
     Ancillary equipment for cooling, distribution and fuel injection consumes power and reduces the efficiency of internal combustion engines. At present, the norms of minimum toxic products released during running of the internal combustion engines are not met and this is why the ban on their manufacture and use is demanded. There is a great need to replace the power units running on internal combustion engines with other rational systems to achieve 98-99% oxidation of carbon fuels forming CO 2 , without the release of toxic waste and to reduce fuel consumption per unit of power. 
     A hybrid engine equipped with combustion chamber is known [ 1 ], which by its technical nature is a system for converting heat energy into mechanical power. The known system for converting thermal energy into mechanical power comprises a combustion chamber, the outlet of which is connected to the gas turbine inlet of a main gas turbocharger and the outlet of the gas turbine of the main gas turbocharger is connected to a second gas turbine. The outlet of the centrifugal compressor of the main gas turbocharger is connected to a mechanical module embodied in an internal combustion engine. The centrifugal compressor of the main gas turbocharger is also connected to the combustion chamber. The turbine of the main gas turbocharger sends hot gases to the second turbine, which is mounted on a common shaft with a reduction gear. An electric motor, which is located on the output shaft, together with the second gas turbine, is connected via a belt to an electric generator, and the latter in its turn is connected to the crankshaft of the internal combustion engine. 
     The disadvantages of the known system are increased fuel consumption due to the constantly operating internal combustion engine and significant amount of toxic waste products since air is let in the combustion chamber, together with the waste gases from the running internal combustion engine, which is the reason for low efficiency. The system is made up of a large number of cooling, distribution and fuel injection equipment and units that consume power, which further reduces the system&#39;s efficiency. 
     SUMMARY OF THE INVENTION 
     The aim of the invention is to create a system for converting heat energy into mechanical power that provides reduced fuel consumption, low CO 2  emissions without toxic waste products, and that has an increased efficiency and is capable of being introduced into new production as well as incorporated into reconstruction of internal combustion engines already in use in all fields of the art. 
     This task is solved by a system for converting heat energy into mechanical power, which system comprises a combustion chamber, the outlet of which is connected to the inlet of a gas turbine of a main gas turbocharger; and the outlet of the gas turbine is connected to the inlet of a second gas turbine. The outlet of the centrifugal compressor of the main gas turbocharger is connected to a mechanical module. According to the invention, the connection of the centrifugal compressor to the mechanical module that is configured as a cylinder block is accomplished via consecutively connected a first pressure transducer, the fourth valve, an intake manifold and its corresponding branching to the volume of each cylinder of the cylinder block. The outlet of each cylinder is connected to an exhaust manifold, the outlet of which in its turn is connected via a second pressure transducer and via the fifth valve to the atmosphere. The outlet of the exhaust manifold is also connected to an inner pipe of an ejector, whose outer pipe is connected via the third valve to an electric compressor, whose outlet is connected simultaneously to the third valve as well as to the first valve and the latter is connected simultaneously via the second valve to the combustion chamber and via the intake manifold, via the corresponding branching of the intake manifold to the respective cylinder of the cylinder block. The second gas turbine is a part of a secondary gas turbocharger. The outlet of the secondary centrifugal compressor of the second gas turbocharger is connected to the ejector inlet. The combustion chamber is connected to a fuel tank through a dispenser and electrically to a sparking plug. The system also has a control unit connected to a power supply unit. The control unit is electrically connected to the fuel tank, dispenser, electric compressor, sparking plug, first, second, third, fourth and fifth valves as well as to the first and second pressure transducers. The cylinder block is provided with a distribution plate closing the cylinders of the cylinder block. Along the longitudinal axis of the distribution plate, a longitudinal horizontal cylindrical duct is cut through, in which a cylindrical distributor shaft is integrated in such a way allowing its free rotation. In the distribution plate, in the area above each of the cylinders, there is configured a pair of opposite transverse horizontal ducts for supplying air and for discharging the exhaust air, the axes of which ducts lie in one plane, parallel to one another, perpendicular to the longitudinal axis of the distribution plate and are offset one another at a distance. The ends of the transverse horizontal ducts for air intake and exhaust discharge are configured so as to form, respectively, air intake apertures and exhaust discharge apertures. The air intake aperture of each transverse horizontal duct is connected to the respective branching of the intake manifold supplying air to the cylinders, and the aperture for taking out the exhaust air of each transverse horizontal exhaust duct is connected to the exhaust manifold. In the distribution plate, beneath the distributor shaft and above each cylinder there is a vertical duct configured so as to serve both—as air supply duct and exhaust air duct. The distributor shaft is configured as a smooth cylinder along which, at a distance from each other and in the areas located above each cylinder, there are configured, respectively, an air inlet aperture and an exhaust outlet aperture that are cut along the diameter of the distributor shaft and displaced relative to each other so as to provide for intermittent and sequential connection of the respective cylinder to its corresponding horizontal transverse air intake duct through a vertical duct as well as to connect the cylinder to its respective horizontal transverse duct for discharging the exhaust through the vertical duct. The distributor shaft is driven by a crankshaft via a gear drive. Each air intake aperture on the distributor shaft is configured so as to provide connection of the intake manifold to the respective cylinder through the vertical duct when the piston has passed over top dead center by 2-3 degrees, and to close the the air intake aperture of the horizontal air intake duct before the piston has reached bottom dead center. Each exhaust outlet aperture is configured such, that before the piston has reached bottom dead center, it should be located opposite the aperture of the transverse horizontal duct for discharging the exhaust air to the exhaust manifold through the vertical duct. 
     An advantage of the invention is that the conversion of thermal energy into mechanical power is accomplished with high efficiency at reduced fuel consumption, reduced CO 2  emissions, without toxic waste due to the complete oxidation of the fuel in a permanent combustion process at efficient carburation with a high amount of oxygen. Another advantage of the system is its wide application, both in the reconstruction of the existing internal combustion engines for the production of mechanical power as well as in the manufacture of new power systems in different fields of the art. The advantage of the system, namely the high efficiency, is achieved by applying efficient units and equipment used to convert heat energy into mechanical power through the most efficient thermodynamic processes carried out in the system at low temperature and pressure of the energy carrier, i.e. the compressed air. The increase in efficiency is also due to the removal of units and equipment that are not needed for the system, such as cooling, air-fuel mixture distribution and fuel injection equipment. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention is explained with help of the attached figures, where: 
         FIG. 1  is a principle scheme illustrating the system for converting heat energy into mechanical power according to the invention; 
         FIG. 2  shows a side view of a mechanical module embodied in a cylinder block; 
         FIG. 3  shows an enlarged section along A-A of the cylinder block. 
     
    
    
     DETAILED DISCRIPTION OF EMBODIMENT OF THE INVENTION 
     The system for converting heat energy into mechanical power according to the invention is shown in  FIG. 1 , in which the hydraulic connections are indicated by continuous lines and the electrical connections are indicated by broken lines. The said system comprises a main turbocharger with a gas turbine  1  connected mechanically to a centrifugal compressor  2 . An ejector  3  is connected to the suction side of the centrifugal compressor  2 . The ejector  3  is located in an inner pipe  4  enclosed by an outer pipe  5 . The system also includes a secondary gas turbocharger with a second gas turbine  7  connected mechanically to a second centrifugal compressor  6 . The inlet of the ejector  3  is connected to the outlet of the second centrifugal compressor  6  that is mechanically connected to the second gas turbine  7 , whose inlet is connected to the outlet of the first gas turbine  1 . The inlet of the first gas turbine  1  is connected to the outlet of a combustion chamber  8  that is connected to a fuel tank  9  through a dispenser  10 . The system also comprises an electric compressor  11  whose outlet is connected simultaneously to the first valve  12  and to the third valve  15 . The first valve  12  is simultaneously connected via the second valve  13  to the combustion chamber  8 , and via the intake manifold  16  to its respective branchings  18 . The outer pipe  5  of the ejector  3  is connected to the third valve  15 . The combustion chamber  8  is electrically connected to the spark plug  14 . The intake manifold  16  is joined to a mechanical unit  17  embodied in a cylinder block that is shown in  FIGS. 2 and 3 . A corresponding branching  18  of the intake manifold  16  is connected, respectively, to the volume of each cylinder  27  of the cylinder block  17 . The outlet of the first centrifugal compressor  2  of the main gas turbocharger is connected via the fourth valve  19  and the first pressure transducer  20  to the intake manifold  16 . The volumes of each cylinder  27  of the cylinder block  17  are connected to an outlet (exhaust) manifold  21 , whose outlet is connected to the inner pipe  4  of the ejector  3 . The outlet (exhaust) manifold  21  is provided with a second pressure transducer  22 , the outlet of which is connected to the atmosphere through the fifth valve  23 . The system also comprises a control unit  24 , which is connected to a power supply unit  25  embodied in a battery. The control unit  24  is electrically separately connected to the fuel tank  9 ; the dispenser  10 ; the spark plug  14 ; to the first  12 , the second  13 , the third  15 , the fourth  19  and the fifth  23  valves; to the first  20  and the second  22  pressure transducers; and to the electric compressor  11 , indicated in  FIG. 1  by broken lines. 
     The cylinder block  17  shown in  FIGS. 2 and 3  is provided with a distribution plate  26  closing the cylinders  27  of the cylinder block  17 . Along the longitudinal axis of the distribution plate  26 , a longitudinal horizontal cylindrical duct is configured, where a distributor shaft  28  is installed such that it can freely rotate. In the distribution plate  26 , in its area above each of the cylinders  27  (F IG.  3 ), there is a pair to each cylinder of opposite transversal horizontal air supply ducts  29  and exhaust outlet ducts  30 , the axes of which lie in one and the same plane; they are parallel to each other, perpendicular to the longitudinal axis of the distribution plate  26 , and are displaced to one another at a distance. The ends of the transverse horizontal air supply ducts  29  and the exhaust outlet ducts  30  are configured, respectively, as air intake apertures and exhaust outlet apertures. The air intake aperture of each transverse horizontal duct  29  is connected to the air intake manifold  16  supplying air to the cylinders  27 . The exhaust outlet aperture of each transverse horizontal duct  30  is connected to the exhaust manifold  21 . In the distribution plate  26 , beneath the distributor shaft  28  and above each cylinder  27 , a vertical duct  33  is configured serving both: as an air supply duct and an exhaust outlet duct. The distributor shaft  28  is embodied in a smooth cylinder, along the length of which at a distance from one another and in its areas located above each cylinder  27 , there are configured an air supply aperture  31  and an exhaust outlet aperture  32 , which are cut through along the diameter of the shaft  28  and are displaced relative to each other so as to provide for intermittent and sequential connection of the respective cylinder  27  to its respective horizontal transverse duct for air intake  29  through the vertical duct  33  as well as of its respective horizontal transverse duct for letting out the exhaust  30  to the vertical duct  33  for discharging the exhaust air from the cylinder  27 . The distributor shaft  28  is driven by a crankshaft  34  by means of a gear drive at a ratio of 1:1. Each air intake aperture  31  of the distributor shaft  28  is configured such as to provide connection of the intake manifold  16  to the respective cylinder  27  through the vertical duct  33 , when the piston  35  has passed over top dead center by 2 to 3 degrees, and to close the aperture of the horizontal air intake duct  29  before the piston  35  has reached bottom dead center. Each exhaust outlet aperture  32  is configured such that upon the piston  35  reaching a position before bottom dead center, it should be located opposite the aperture of the transverse horizontal duct  30  for taking the exhaust air to the outlet manifold  21  through the vertical duct  33 . 
     In another embodiment of the inventio, when no extreme mechanical power is required, the secondary gas turbocharger comprising the second centrifugal compressor  6  and the second gas turbine  7  may be removed. Then, the inlet of the ejector  3  is connected to the atmosphere. 
     USE OF THE INVENTION 
     The system can perform three separate operating modes: a start-up mode, a mode producing extreme mechanical power, and an electric vehicle mode. 
     The system is set into operation by an electric compressor  11 , which charges compressed air through the first valve  12  via an air pipe, which is branched to the combustion chamber  8  via the second valve  13  and to the mechanical module  17  embodied as a cylinder block, through an intake manifold  16  and its branchings  18  to the volume of the cylinders  27 . The crankshaft  34  of the mechanical module  17  is set in rotation and the combustion chamber  8  is filled with compressed air, whereupon the spark plug  14 , the fuel tank  9  and the dispenser  10  are put into operation as well. The hot gases, by means of the first gas turbine  1  and the second gas turbine  7 , set the wheels of the first centrifugal compressor  2  and the second centrifugal compressor  6  into rotation. Initially, the first centrifugal compressor  2  intakes air through the fifth valve  23 , and after the secondary turbocharger has been rotated, it is filled with compressed air by the second centrifugal compressor  6  through the ejector  3 , whereby the air pipe to the fourth valve  19  is charged by pressure and flow. The second centrifugal compressor  6  intakes air from the atmosphere. Upon reaching the designed pressure in the air pipe, the first pressure transducer  20  outputs a signal to the electronic unit  24  to open the fourth valve  19  and to shut off the electric compressor  11 , to shut off the spark plug  14  and to close the first valve  12 . 
     The air flow after the fourth valve  19  fills the intake manifold  16  whereby a portion of the flow is directed through the second valve  13  into the combustion chamber  8 , and the other part enters the cylinders  27  through the branchings  18  when the piston  35  has passed over top dead center by 2-3 degrees. Before the piston  35  has reached bottom dead center, air discharge from the cylinder  27  begins into the exhaust manifold  21 , where the second pressure transducer  22  and the fifth valve  23  are mounted by means of which pressure is applied to effect minimum power losses and to add flow to the first centrifugal compressor  2 . If the pressure in the air pipe after the first centrifugal compressor  2  is less than the designed, the first transducer  20  sends a signal to the control unit  24  to switch on the electric compressor  11  and to open the first valve  12 . 
     If the system is operating in the mode of producing extreme power according to the effective model, it needs a higher pressure of filling of the first centrifugal compressor  2  with compressed air, therefore, the electric compressor  11  is switched on. This is performed with the third valve  15  being opened, the first valve  12 —closed, and with the air pipe set in operation to transfer the flow from the electric compressor  11  to the suction port of the first centrifugal compressor  2 . The filling pressure of the first centrifugal compressor  2  is supplemented by the reduced pressure in the exhaust manifold  21  by transferring the air flow from the cylinder block  17  to the suction of the first centrifugal compressor  2 . With the second centrifugal compressor  6  and the second gas turbine  7  arranged in cascaded disposition, and with the reuse of hot gases discharged from the first gas turbine  1 , the filling pressure is increased. The air sucked by the second centrifugal compressor  6  is charged into the ejector  3 . The flow jet of the second centrifugal compressor  6  via the ejector  3  sucks air from the outlet manifold  21 . The system produces extreme power with the increase of the pressure at the outlet port of the first centrifugal compressor  2  by charging air by the electric compressor  11  with the first valve  12  being closed and the third valve  15  being opened via the air pipe to the outer pipe  5  of the ejector  3 . 
     The system according to the invention can also be embodied in a vehicle driving mode as an electric car in an urban environment and where frequent brakings and various transitions are applied. In the vehicle electric mode, all units and valves are deactivated except for the electric compressor  11 , the first valve  12  and the fifth valve  23 . The electric vehicle mode is managed by the control unit  24  powered by the power supply unit  25 , embodied as a battery. The control unit  24  supplies voltage to the electric compressor  11 , the first valve  12  and the fifth valve  23 . The compressed air produced by the electric compressor  11  is conveyed through the first valve  12  via the air pipe to the intake manifold  16  and through its respective branchings  18  enters the cylinders  27  of the cylinder block  17 . The exhaust air is discharged into the exhaust manifold  21  and through the open valve  23  flows out into the atmosphere. The power produced by the cylinder block  17  is determined by the volume of the cylinders  27 , the pressure of the compressed air produced by the electric compressor  11 , and the speed of rotation of the distributor shaft  28  of the cylinder block  17 . The traveled distance in electric vehicle driving mode is determined by the capacity of the battery  25 , which is charged with the rotation of the crankshaft  34  of the cylinder block  17  and of the shaft of the battery charging electric generator  25  that is not shown in  FIG. 1 . 
     CITED DOCUMENTS 
     1. U.S. Pat. No. 8,141,360