WO2016069455A1 - Système et procédé d'utilisation de chaleur de basse énergie pour un système de récupération de chaleur perdue - Google Patents

Système et procédé d'utilisation de chaleur de basse énergie pour un système de récupération de chaleur perdue Download PDF

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Publication number
WO2016069455A1
WO2016069455A1 PCT/US2015/057329 US2015057329W WO2016069455A1 WO 2016069455 A1 WO2016069455 A1 WO 2016069455A1 US 2015057329 W US2015057329 W US 2015057329W WO 2016069455 A1 WO2016069455 A1 WO 2016069455A1
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WIPO (PCT)
Prior art keywords
coolant
engine
waste heat
radiator
recovery system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2015/057329
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English (en)
Inventor
Timothy C. Ernst
James A. Zigan
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Cummins Inc
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Cummins Inc
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Publication of WO2016069455A1 publication Critical patent/WO2016069455A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2260/00—Recuperating heat from exhaust gases of combustion engines and heat from cooling circuits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates generally to waste heat recovery systems for use with internal combustion engines.
  • a waste heat recovery system to recover heat generated by an engine that would otherwise be lost through cooling and heat rejection provides a means to improve engine efficiency.
  • Heat is generally recovered from sources of high temperature, for example, the exhaust gas produced by the internal combustion (IC) engine, or compressed intake gas.
  • IC internal combustion
  • Such high grade waste heat recovery systems include components which are configured to extract the heat from the high temperature source. These components can include exhaust gas
  • EGR e.g., EGR recirculation
  • pre-CAC pre charge air coolers
  • exhaust system heat exchangers or other components configured to extract heat from the high grade source of heat.
  • waste heat recovery systems are focused on high grade waste heat recovery, for example, waste heat recovery from the exhaust gas and/or the compressed intake gas.
  • the coolant employed in conventional IC engines for cooling the engine provides a source of low grade heat, for example, having a peak temperature which is substantially lower than a peak temperature of the high grade heat source.
  • Conventional waste heat recovery systems are not configured to recover this low grade heat which is generally lost to the environment.
  • Embodiments described herein relate generally to waste heat recovery systems for use with IC engines, and in particular to low grade waste heat recovery systems.
  • a waste heat recovery system comprises a pump fluidically coupled to an engine and configured to pump a coolant through the engine.
  • a cooling circuit includes a radiator structured to cool the coolant, and a coolant boiler.
  • the coolant boiler is fluidically coupled to the engine and the radiator and configured to extract heat from the coolant to heat a working fluid.
  • a thermostat is fluidically coupled to the engine, the cooling circuit, and the pump. The thermostat is configured to direct the coolant towards the cooling circuit when the engine reaches a predetermined temperature.
  • the waste heat recovery system also includes a coolant control valve. The coolant control valve is in fluidic
  • the coolant control valve is structured to selectively redirect the heated coolant received from the thermostat to the radiator or the coolant boiler.
  • the coolant control valve redirects the heated coolant towards the coolant boiler when the engine is running at a low load or a mid load.
  • the coolant control valve may redirect the heated coolant towards the radiator when the engine is running at a high load.
  • the coolant boiler may be fluidically coupled to a high grade heat portion of the waste heat recovery system which is configured to extract waste heat from an exhaust gas.
  • the coolant boiler is configured to receive preheated working fluid from the high grade heat portion of the waste heat recovery system, continue preheating and evaporate the working fluid and communicate the evaporated working fluid back to the high grade heat portion of the waste heat recovery system for additional evaporation and superheating.
  • a waste heat recovery system comprises a pump fluidly coupled to an engine and configured to pump a coolant through the engine.
  • the waste heat recovery system also includes a cooling circuit including a radiator and a coolant boiler.
  • the radiator is structured to cool the coolant.
  • the coolant boiler is fluidly coupled to the engine and the radiator.
  • the coolant boiler is configured to extract heat from the coolant to heat a working fluid.
  • a thermostat is fluidly coupled to the engine and the pump. The thermostat is configured to direct the coolant towards the cooling circuit when the engine reaches a predetermined temperature.
  • a coolant control valve is positioned in the cooling circuit upstream of the radiator. The coolant control valve is structured to selectively allow a portion of heated coolant received from the engine to flow to the radiator.
  • a method for recovering waste heat using a waste heat recovery system which includes a pump fluidly coupled to an engine for pumping a coolant, a cooling circuit including a coolant boiler and a radiator, a thermostat fluidly coupled to the engine and the pump, and a coolant control valve comprises initializing the engine is provided. If an engine temperature is below a predetermined temperature threshold, a coolant flow of the coolant is directed within the engine via the thermostat. In response to the coolant temperature exceeding the predetermined temperature threshold, the coolant flow is redirected towards the coolant circuit via the thermostat. The coolant flow is redirected towards at least one of the coolant boiler or the radiator via the coolant control valve.
  • FIG. 1 is a schematic block diagram of a waste heat recovery system, according to an embodiment.
  • FIG. 2 is a schematic block diagram of another embodiment of a waste heat recovery system.
  • FIG. 3 is a schematic flow diagram of an example method of recovering waste heat using a waste heat recovery system.
  • Embodiments described herein relate generally to waste heat recovery systems for use with IC engines, and in particular to low grade waste heat recovery systems.
  • Embodiments of the waste heat recovery system described herein for extracting heat from the coolant can provide several benefits including, for example: (1) extracting heat from the coolant which is otherwise lost to the environment for preheating and evaporating the working fluid; (2) selectively controlling the flow of coolant to either a coolant boiler or a radiator; and (3) preheating and evaporating a working fluid used in conjunction with high grade waste heat thereby increasing the power output of the waste heat recovery system.
  • FIG. 1 shows a schematic block diagram of a waste heat recovery system 100 according to an embodiment.
  • the waste heat recovery system 100 includes a pump 112 in fluidic communication with an engine 1 10, a radiator 130, a coolant boiler 140 which is fluidically coupled to a high grade heat portion 150 of the waste heat recovery system 100, a thermostat 114, and a coolant control valve 120.
  • the system 100 is configured to selectively recover heat from the coolant, which is a low grade heat source, based on an operating condition of the engine 110, as described herein.
  • the engine 110 can include an IC engine, for example, a diesel engine, a gasoline engine, a natural gas engine, a positive displacement engine, a rotary engine, or any other suitable engine, which converts a fuel (e.g., diesel, gasoline, natural gas, biodiesel, ethanol any combination thereof or any other suitable fuel) into mechanical energy. The conversion produces heat which heats up an engine block or otherwise housing of the engine 110.
  • a coolant is pumped through the engine block or otherwise housing of the engine 110.
  • the coolant can have a sufficient heat capacity to extract a substantial portion of the heat from the engine 110.
  • the coolant can include any suitable coolant, for example, a coolant suitable for use with a diesel engine.
  • Such coolants can include water, ethylene glycol (e.g., as an antifreeze agent), water and ethylene glycol mixture, oils, or any other suitable coolant.
  • the coolant can include additives such as corrosion inhibitors, antifoam agents, dyes, and/or other additives.
  • Suitable additives can include phosphates, silicates, borates, carboxylates, any other suitable additive or a combination thereof.
  • the radiator 130 is configured to receive the heated coolant from the engine 110 and is further structured to cool the coolant. The cooled coolant can then be communicated back to the engine 110.
  • the radiator 130 can include any suitable radiator, for example, an air cooled radiator. Blowers or fans can be used and configured to force air through the radiator 130 to cool the coolant flowing through the radiator 130.
  • the pump 112 is fluidically coupled to the engine 110 and configured to pump a coolant through the engine 110, for example, through an engine block or otherwise housing of the engine 110 to cool the engine 110. Furthermore, the pump 112 is fluidically coupled to the radiator 130 to receive the cooled coolant from the radiator 130. [0022]
  • a thermostat 114 is fluidically coupled to the engine 110 and the pump 112. The thermostat 114 is configured to direct the coolant towards the cooling circuit which includes the radiator 130 and the coolant boiler 140 as described herein only when the engine 110 has reached a predetermined temperature.
  • the thermostat 114 can include a temperature activated valve.
  • a temperature of the engine 110 is below a predetermined engine temperature threshold, for example, at ambient temperature on engine 110 startup, the valve of the thermostat 114 is closed, blocking any flow of the coolant to the cooling circuit and routing coolant flow back into the engine itself. This allows the engine 110 to warm up rapidly.
  • the valve of the thermostat 114 opens allowing the coolant to flow from the engine 110 to the cooling circuit (radiator and/or coolant heat exchanger).
  • the coolant boiler 140 is fluidically coupled to the engine 110 and the radiator 130 and configured to extract heat from the coolant to heat a working fluid.
  • the coolant boiler 140 can include any suitable heat exchanger which can extract heat from coolant and communicate the heat to a working fluid.
  • the temperature of the coolant can be sufficient to preheat the working fluid and, for example, cause the working fluid to change phase (e.g., evaporate).
  • the coolant boiler 140 is also fluidically coupled to the high grade heat portion of the waste heat recovery system, 150 and configured to receive preheated working fluid from the high grade heat portion 150 of the waste heat recovery system 100, evaporate the working fluid and communicate the evaporated working fluid back to the high grade heat portion 150 of the waste heat recovery system 100.
  • the coolant is structured to allow the coolant to flow
  • the high grade heat portion 150 of the waste heat recovery system 100 flows through the coolant boiler 140 in a second direction which is opposite the first direction, for example from right to left.
  • the coolant boiler 140 and/or the high grade heat portion 150 can be structured so that first direction is the same as the second direction i.e., the coolant and the working fluid flow through the coolant boiler 140 parallel to each other in the same direction.
  • the high grade heat portion 150 of the waste heat recovery system 100 is configured to extract heat from a high grade heat source such as, an exhaust gas (e.g., diesel exhaust gas) from the engine 110, or a compressed intake gas communicated into the engine 110.
  • a high grade heat source such as, an exhaust gas (e.g., diesel exhaust gas) from the engine 110, or a compressed intake gas communicated into the engine 110.
  • the high grade heat source has a substantially higher peak temperature (e.g., in the range of about 550 degrees Fahrenheit to about 1,300 degrees Fahrenheit) than a peak temperature of the coolant (e.g., in the range of about 180 degrees Fahrenheit to about 230 degrees Fahrenheit).
  • the working fluid can include any suitable working fluid which can extract heat from the high grade heat source and change phase, for example, vaporize.
  • the working fluid can include, for example, Genetron ® R-245fa from Honeywell, low-GWP alternatives of existing refrigerant based working fluids, Therminol ® , Dowtherm JTM from Dow Chemical Co., Fluorinol ® from American Nickeloid, toluene, dodecane, isododecane, methylundecane, neopentane, neopentane, octane, water/methanol mixtures, ethanol steam, and other fluids suitable for the anticipated temperature ranges and for the materials used in the various described devices and systems.
  • the high grade heat portion 150 of the waste heat recovery system 100 can include an exhaust gas recirculation boiler 152.
  • the exhaust gas recirculation boiler 152 is configured to extract heat from the high grade heat source and heat the working fluid such that working fluid preheats and superheats.
  • the vaporized working fluid is communicated to an energy conversion device 154 configured to perform additional work or transfer energy to another device or system.
  • the energy conversion device 154 can include, for example, a turbine, piston, scroll, screw, or other type of expander devices that moves (e.g., rotates) as a result of expanding working fluid vapor to provide additional work.
  • the additional work can be fed into the engine's driveline to supplement the engine's power either mechanically or electrically (e.g., by turning a generator), or it can be used to drive a generator and power electrical devices, parasitics or a storage battery (not shown).
  • the energy conversion device 154 can be used to transfer energy from one system to another system (e.g., to transfer heat energy from waste heat recovery system 100 to a fluid for a heating system).
  • the high grade heat portion 150 of the waste heat recovery system 100 also includes a recuperator 156 configured to receive the expanded working fluid from the energy conversion device 154 and communicate at least a portion of the preheated working fluid to the coolant boiler 140.
  • the recuperator 156 is fluidically coupled to an elevated receiver 158 and a valve manifold 159.
  • a condenser 162 and a sub-cooler 163 are also fluidically coupled to the recuperator 156.
  • the condenser 162 and sub-cooler 163 can be configured to receive the working fluid from the recuperator 156 and/or the valve manifold 159, and condense the working fluid into a liquid phase.
  • a feed pump 155 is fluidically coupled to the sub-cooler 163 and the valve manifold 159, and configured to pump the working fluid through the high grade heat portion 150 of the waste heat recovery system 100 liquid circuit.
  • a filter 157 (or otherwise a drier) is disposed downstream of the feed pump 155 and upstream of the valve manifold 159. The filter 157 is structured to remove particulates or contaminants from the working fluid.
  • Vaporization of the working fluid by the coolant boiler 140 can reduce the amount of energy required by the exhaust gas recirculation boiler 152 to heat the working fluid such that it completes phase change and superheats.
  • the working fluid can be vaporized in the coolant boiler 140 and the exhaust gas recirculation boiler 152 can be used only to superheat the vaporized working fluid. This may increase the power output of the waste heat recovery system 100 and/or allow superheating of the working fluid to even higher temperatures thereby, increasing the amount of work that can be extracted by the energy conversion device 154 from the working fluid.
  • the heat extracted from the coolant boiler 140 may be
  • the system 100 also includes the coolant control valve 120.
  • the coolant control valve 120 is in fluidic communication with the engine 110, the radiator 130, and the coolant boiler 140.
  • the coolant control valve 120 is structured to selectively redirect the heated coolant received from the engine 110 to the radiator 130 or the coolant boiler 140.
  • the coolant control valve 120 can include an active thermostat (e.g., a temperature activated valve), or any other active valve.
  • the coolant control valve 120 includes a three way valve.
  • the coolant control valve 120 is configured to redirect the flow of the heated coolant towards the coolant boiler 140 when the engine 110 is running at low loads (e.g., idling), or mid loads (e.g., vehicle cruise condition on a level road).
  • the heated coolant is used by the coolant boiler 140 to extract heat and preheat and vaporize the working fluid.
  • the coolant temperature can continue to rise gradually but can still be at a low enough temperature to cool the engine 110 running under low load or mid load conditions.
  • the coolant control valve 120 is configured to redirect the flow of the heated coolant towards the radiator 130 when the engine 110 is running at a high load (e.g., accelerating or in a hill climb condition).
  • a high load e.g., accelerating or in a hill climb condition.
  • the engine 110 produces more heat relative to low load and mid load conditions thereby, requiring more heat transfer from the coolant to cool the engine 110.
  • the coolant can thus, be communicated to the radiator 130 to rapidly cool the coolant such that the coolant can efficiently cool the engine 110.
  • the coolant control valve 120 includes a temperature activated valve.
  • the coolant control valve 120 can be configured to selectively redirect the heated coolant towards the coolant boiler 140 when the temperature of the coolant is below a predetermined temperature threshold.
  • the coolant can thus be used to preheat and evaporate the working fluid as described herein, and can experience a rise in temperature. Once the temperature of the coolant meets or exceeds the predetermined temperature threshold, the coolant control valve 120 can redirect the heated coolant towards the radiator 130 instead of or in addition to the coolant boiler 140.
  • the coolant control valve 120 is configured to selectively redirect the coolant flow towards the radiator 130 if a vehicle speed of a vehicle which includes the waste heat recovery system 100 is less than a predetermined threshold (e.g., less than 30 mph, 25 mph, 20 mph, 15 mph or less than 10 mph). In other embodiments, the coolant control valve 120 is configured to redirect the coolant flow towards the radiator 130 if the waste heat recovery system 100 is in a faulted state.
  • a predetermined threshold e.g., less than 30 mph, 25 mph, 20 mph, 15 mph or less than 10 mph.
  • the faulted state can include, for example loss of working fluid in the coolant boiler 140, loss of coolant from the coolant boiler 140, one or more sensors (not shown) included in the waste heat recovery system 100 malfunctioning or failing and/or any other faulted state determined by any other sensor or condition of the waste heat recovery system 100.
  • the coolant control valve 120 is configured to selectively redirect the coolant flow towards the radiator 130 if a fan (not shown) of the engine 110 activates. This can, for example indicate that the coolant temperature is exceeding the predetermined temperature threshold or the engine 110 is getting too hot. The coolant control valve 120 then redirects the coolant towards the radiator 130 to reduce the temperature of the coolant facilitated by the fan of the engine 110.
  • the coolant control valve 120 is configured to selectively redirect the coolant flow towards the radiator 130 if a user manually instructs the coolant control valve 120 to redirect coolant flow towards the radiator 130.
  • a control panel e.g., a dashboard
  • the waste heat recovery system 100 can include an indicator which indicates a temperature of the engine 110 and/or coolant, and/or an operating condition of the engine 110 and/or an operating condition of the waste heat recovery system 100. Based on one or more of these operating conditions, the user can manually operate the coolant control valve 120 to redirect the coolant towards the radiator 130.
  • the coolant control valve 120 is configured to selectively redirect coolant flow towards the radiator 130 if a condenser pressure of the condenser 162 is too high, for example exceeds a predetermined condenser pressure threshold.
  • predetermined condenser pressure can, for example include a maximum allowable pressure of the working fluid within the condenser, for example in the range of 60 to 80 psia (e.g., 60, 65, 70, 75 or 80 psia inclusive of all ranges and values therebetween).
  • the coolant control valve 120 is configured to selectively redirect coolant flow towards the radiator 130 if an inlet temperature of the energy conversion device 154 exceeds an inlet temperature threshold, for example a maximum allowable temperature of the evaporated and/or superheated working fluid entering the energy conversion device 154.
  • an inlet temperature threshold can be in the range of 450 to 500 Fahrenheit (e.g., 450, 455, 460, 465, 470, 475, 480, 485, 490, 495 or 500 Fahrenheit inclusive of all ranges and values therebetween).
  • the coolant control valve 120 is configured to selectively redirect coolant flow towards the radiator 130 if an inlet pressure of the energy conversion device 154 exceeds an inlet pressure threshold, for example a maximum allowable pressure of the evaporated and/or superheated working fluid entering the energy conversion device 154.
  • an inlet pressure threshold can be in the range of 180-200 psia (e.g., 180, 185, 190, 195 or 200 psia inclusive of all ranges and values therebetween).
  • a controller (not shown) can be communicatively coupled to the coolant control valve 120, the thermostat 114 and/or any other components included in the waste heat recovery system and configured to control the functions thereof.
  • a controller can include, for example a system computer or electronic control module which can include a processor, a memory, a sensor and/or a transceiver. Instructions for operating the coolant control valve 120 in accordance with the disclosure can be stored on the memory of the controller.
  • Such instructions can include, for example look up tables, algorithms, and/or equations for activating the coolant control valve 120 based one or more of a coolant temperature, a working fluid temperature, a load on the engine 110, a vehicle speed, an operational state of the waste heat recovery system 100 (e.g., is the waste heat recovery system in a faulted state), engine fan ON/OFF, a condenser pressure of the condenser 162, an inlet temperature and/or an inlet pressure of the energy conversion device 154.
  • One or more of this information can be used by the controller to generate a valve operating signal for operating the coolant control valve 120 as described herein.
  • the coolant control valve 120 is configured to split the coolant flow into a first portion and a second portion.
  • the first portion can be directed towards the radiator 130 and the second portion can be directed towards the coolant boiler 140.
  • the relative flow rates of the first portion and the second portion can be varied by the coolant control valve 120 based on the temperature of the coolant and/or operating conditions of the engine 110.
  • the coolant control valve 120 can be replaced by a flow splitter, for example, a T-connector, or a Y-connector.
  • the flow splitter can split the coolant flow into a first portion directed towards the radiator 130 and a second portion directed towards the coolant boiler 140.
  • FIG. 2 is a schematic block diagram of another embodiment of a waste heat recovery system 200.
  • the waste heat recovery system 200 includes a pump 212 in fluidic
  • the waste heat recovery system 200 also includes a thermostat 214, and a coolant control valve 220.
  • the radiator 230 and the coolant boiler 240 are included in a cooling circuit for cooling the engine 210.
  • the system 200 is configured to selectively recover heat from the coolant, which is a low grade heat source, based on an operating condition of the engine 210, as described herein.
  • the engine 210 can include an IC engine, for example, a diesel engine, a gasoline engine, a natural gas engine, a positive displacement engine, a rotary engine, or any other suitable engine, which converts a fuel (e.g., diesel, gasoline, natural gas, biodiesel, ethanol any combination thereof or any other suitable fuel) into mechanical energy.
  • a fuel e.g., diesel, gasoline, natural gas, biodiesel, ethanol any combination thereof or any other suitable fuel
  • the engine 210 is substantially similar to the engine 110 included in the waste heat recovery system 100 and therefore, not described in further detail herein.
  • a coolant flows through the coolant circuit and is communicated through the engine 210 to cool the engine.
  • the coolant can have a sufficient heat capacity to extract a substantial portion of the heat from the engine 210.
  • the coolant can include any suitable coolant as described before with respect to the waste heat recovery system 100.
  • the radiator 230 is configured to receive the heated coolant from the engine 210 and is further structured to cool the coolant.
  • the radiator 230 is substantially similar to the radiator 130 described before with respect to the waste heat recovery system 100.
  • the pump 212 is fluidly coupled to the engine 210 and configured to pump a coolant through the engine 210, for example, through an engine block or otherwise housing of the engine 210 to cool the engine 110. Furthermore, the pump 212 is fluidly coupled to the radiator 230 to receive the cooled coolant from the radiator 230.
  • a thermostat 214 is fluidly coupled to the engine 210 and the pump 212.
  • the pump 212 and the thermostat 214 are substantially similar in structure and function to the pump 112 and the thermostat 214 included in the waste heat recovery system 100 and therefore, not described in further detail herein.
  • the coolant boiler 240 is fluidly coupled to the engine 210 and the radiator 230 and configured to extract heat from the coolant to heat a working fluid.
  • the coolant boiler 240 is substantially similar to the coolant boiler 140 described with respect to the waste heat recovery system 100.
  • the coolant boiler 240 is also fluidly coupled to the high grade heat portion 150 and configured to receive preheated working fluid from the high grade heat portion 150, evaporate the working fluid and communicate the evaporated working fluid back to the high grade heat portion 150.
  • the coolant boiler 240 is structured to allow the coolant to flow therethrough in a first direction, for example left to right along a longitudinal axis of the coolant boiler 240. Furthermore, the working fluid of the high grade heat portion 150 flows through the coolant boiler 240 in a second direction which is opposite the first direction, for example from right to left within the coolant boiler 240.
  • the coolant boiler 240 is structured to allowed the coolant to flow in the same direction as the working fluid, for example also from right to left along the longitudinal axis of the coolant boiler 240 parallel to the working fluid. Directing the coolant flow and the working fluid flows parallel to each other in the same direction can provide various benefits. For example, in some instances a saturation temperature of the working fluid can change with working fluid pressure.
  • the pressure difference across the coolant boiler 240 can cause an outlet temperature of the working fluid at an outlet of the coolant boiler 240 to be lower than an inlet temperature of the working fluid at an inlet of the coolant boiler 240, for example during a 2-phase scenario (i.e., a portion of the working fluid is in liquid phase and another portion of the working fluid is in vapor phase).
  • Vaporization of the working fluid by the coolant boiler 240 can reduce the amount of energy required by the exhaust gas recirculation boiler 152 to heat the working fluid such that it completes phase change and superheats.
  • the working fluid can be vaporized in the coolant boiler 240 and the exhaust gas recirculation boiler 152 can be used only to superheat the vaporized working fluid. This may increase the efficiency of the high grade heat portion 150 and/or allow superheating of the working fluid to even higher temperatures thereby, increasing the amount of work that can be extracted by the energy conversion device 154 from the working fluid.
  • the heat extracted from the coolant boiler 240 however, may be substantially less than the heat extracted from the coolant by the radiator 230.
  • running the coolant continuously through the coolant boiler 240 can result in slow rise in temperature of the coolant flowing through the engine 210 until the coolant temperature is insufficient to cool the engine 210, for example, at high load conditions (e.g., during acceleration or hill climb conditions).
  • the system 200 also includes the coolant control valve 220 positioned upstream of an inlet of the radiator 230.
  • the coolant control valve 220 is in fluidic communication with the radiator 230.
  • the coolant control valve 220 is structured to selectively allow a portion of heated coolant received from the engine 210 to flow to the radiator 230.
  • the thermostat 214 allows the coolant to flow towards the coolant circuit (e.g., when the engine 210 reaches the predetermined temperature)
  • the coolant flows through the coolant boiler 240 but the coolant control valve 220 blocks the flow of the coolant towards the radiator 230.
  • the coolant control valve 220 opens to allow a portion of the coolant to flow towards the radiator 230, while the remaining portion of the coolant continues to flow towards the coolant boiler 240.
  • the coolant control valve 220 can include an active thermostat (e.g., a temperature activated valve), or any other active valve.
  • the coolant control valve 220 includes a two way valve.
  • the coolant control valve 220 can include a flow splitter (e.g., a T-connector or a Y-connector) structured to allow a first portion of the coolant to flow towards the coolant boiler 240 and a second portion of the coolant to flow towards the radiator 230.
  • a controller (not shown) can be communicatively coupled to the coolant control valve 220 and configured to control the operations of the coolant control valve, as described before with respect to the waste heat recovery system 100.
  • the coolant control valve 220 is configured to redirect the flow of the heated coolant towards the coolant boiler 240 when the engine 210 is running at low loads (e.g., idling), or mid loads (e.g., vehicle cruise condition on level road).
  • the heated coolant is used by the coolant boiler 240 to extract heat and preheat and vaporize the working fluid.
  • the coolant temperature can continue to rise gradually but can still be at a low enough temperature to cool the engine 210 running under low load or mid load conditions.
  • the coolant control valve 220 is configured to allow the portion of the heated coolant to flow towards the radiator 230 when the engine 210 is running at a high load (e.g., accelerating or during hill climb condition). In such instances, the engine 210 produces more heat relative to low load and mid load conditions thereby, requiring more heat transfer from the coolant to cool the engine 210. The portion of the coolant can thus, be communicated to the radiator 230 to rapidly cool the coolant such that the coolant can efficiently cool the engine 210.
  • a high load e.g., accelerating or during hill climb condition
  • the coolant control valve 220 includes a temperature activated valve.
  • the coolant control valve 220 can be closed to allow all of the heated coolant to flow towards the coolant boiler 240 when the temperature of the coolant is below a predetermined temperature threshold.
  • the coolant can thus be used to preheat and evaporate the working fluid as described herein, and can experience a rise in temperature.
  • the coolant control valve 220 opens allowing a portion of the coolant to flow towards the radiator 230 in addition to the coolant boiler 240.
  • the coolant control valve 220 is configured to selectively allow the portion of the coolant to flow towards the radiator 230 if a vehicle speed of a vehicle which includes the waste heat recovery system 200 is less than a predetermined threshold (e.g., less than 30 mph, 25 mph, 20 mph, 15 mph or less than 10 mph). In other embodiments, the coolant control valve 220 is configured to redirect the coolant flow towards radiator 230 if the waste heat recovery system 200 is in a faulted state, as described before with respect to the waste heat recovery system 100.
  • a predetermined threshold e.g., less than 30 mph, 25 mph, 20 mph, 15 mph or less than 10 mph.
  • the coolant control valve 220 is configured to selectively redirect the coolant flow towards the radiator 230 if a fan (not shown) of the engine 210 activates, as described before with respect to the waste heat recovery system 100. In yet other embodiments, the coolant control valve 220 is configured to selectively redirect the coolant flow towards the radiator 230 if a user manually instructs the coolant control valve 220 to redirect coolant flow towards the radiator 230, as described before with respect to the waste heat recovery system 100.
  • the coolant control valve 220 is configured to selectively redirect coolant flow towards the radiator 230 if a condenser pressure of the condenser 262 is too high, for example exceeds a predetermined condenser pressure threshold.
  • predetermined condenser pressure threshold can include, for example include a maximum allowable pressure of the working fluid within the condenser, for example in the range of 60-80 psia (e.g., 60, 65, 70, 75 or 80 psia inclusive of all ranges and values therebetween).
  • the coolant control valve 220 is configured to selectively redirect coolant flow towards the radiator 230 if an inlet temperature of the energy conversion device 154 exceeds an inlet temperature threshold, for example a maximum allowable temperature of the evaporated and/or superheated working fluid entering the energy conversion device 154.
  • an inlet temperature threshold can be in the range of 450-500 Fahrenheit (e.g., 450, 455, 460, 465, 470, 475, 480, 485, 490, 495 or 500 Fahrenheit inclusive of all ranges and values therebetween).
  • the coolant control valve 220 is configured to selectively redirect coolant flow towards the radiator 230 if an inlet pressure of the energy conversion device 154 exceeds an inlet pressure threshold, for example a maximum allowable pressure of the evaporated and/or superheated working fluid entering the energy conversion device 154.
  • an inlet pressure threshold can be in the range of 180-200 psia (e.g., 180, 185, 195 or 200 psia inclusive of all ranges and values therebetween).
  • FIG. 3 is a schematic flow diagram of an example method 300 of recovering waste heat using a waste heat recovery system, for example the waste heat recovery system 100 or 200 described herein.
  • the waste heat recovery system includes a pump (e.g., the pump 112 or 212) fluidly coupled to an engine (e.g., the engine 110 or 210) for pumping a coolant.
  • a thermostat e.g., the thermostat 114 or 214) is fluidly coupled to the engine and the pump.
  • the waste heat recovery system also includes a cooling circuit including a coolant boiler (e.g., the coolant boiler 140 or 240) and a radiator (e.g., the radiator 130 or 230) and a coolant control valve (e.g., the coolant control valve 120 or 220).
  • the coolant boiler e.g., the coolant boiler 140 or 240
  • the coolant boiler can be fluidly coupled to a high grade heat portion (e.g., the high grade heat portion 150) of the waste heat recovery system.
  • the method 300 includes initializing the engine at 302.
  • the engine 110 or 210 is initialized by inserting an air/fuel mixture into one or more cylinders of the engine 110 or 210 to start the engine 110 or 210.
  • the engine can be started cold, i.e., the engine is started after a significant time delay from a previous engine shut down so that the engine is at ambient temperature or is close to ambient temperature (e.g., within + 10% of ambient temperature).
  • the engine is started hot, i.e., the engine is started soon after a previous engine shut down so that the engine temperature is significantly higher than ambient
  • the waste heat recovery system 100 or 200 can include a temperature sensor to measure a temperature of the engine 110 or 210.
  • the predetermined engine temperature threshold can correspond to any suitable temperature, for example a temperature at or above which the coolant circulating through the engine is sufficiently hot to provide useful heat energy for heating a working fluid of a high grade heat portion of the waste heat recovery system (e.g., the high grade heat portion 150), and/or is too hot to provide sufficient cooling to the engine (e.g., the engine 130 or 230).
  • the coolant is directed within the engine via the thermostat at 306.
  • the thermostat 114 or 214 blocks the flow of coolant towards the coolant circuit so that the coolant recirculates within the engine 110 or 210. This allows the engine 110 or 210 to heat up rapidly.
  • the coolant is directed towards the coolant circuit via the thermostat at 308.
  • the thermostat 114 or 214 redirects the coolant towards the coolant boiler 140 or 240, and the radiator 130 or 230 included in the cooling circuit.
  • the coolant is selectively directed towards at least one of the coolant boiler or the radiator via the coolant control valve at 310.
  • the coolant control valve e.g., the coolant control valve 120
  • the coolant control valve can be configured to selectively direct the coolant flow towards either the coolant boiler (e.g., the coolant boiler 140) or the radiator (e.g., the radiator 130).
  • the coolant control valve e.g., the coolant control valve 220
  • the coolant control valve can include a flow splitter to always allow a portion of the coolant to flow towards the radiator (e.g., the radiator 130 or 230) and another portion of the coolant to flow towards the coolant boiler (e.g., the coolant boiler 140 or 240).
  • the coolant flow or a portion of the coolant flow is selectively redirected towards the radiator when certain conditions are met.
  • Such conditions can include, for example a coolant temperature is above a predetermined temperature threshold, a vehicle speed is less than a predetermined threshold, the waste heat recovery system is in a faulted state, a fan of the engine (e.g., the engine 110 or 210) activates, and/or a user manually instructs the coolant control valve (e.g., the coolant control valve 120 or 220) to redirect coolant flow towards the radiator (e.g., the radiator 130 or 230), as described in detail with respect to the waste heat recovery system 100 or 200.
  • the coolant control valve e.g., the coolant control valve 120 or 220
  • the coolant flow or a portion of the coolant flow is selectively redirected towards the radiator (e.g., the radiator 130 or 230) if a condenser pressure of a condenser (e.g., the condenser 162 or 262) included in a high grade heat portion of a waste heat recovery system (e.g., the high grade heat portion 150) is too high, for example exceeds a predetermined condenser pressure threshold.
  • the predetermined condenser pressure threshold can include, for example include a maximum allowable pressure of the working fluid within the condenser (e.g., in the range of 60-80 psia).
  • the coolant flow or a portion of the coolant flow is selectively redirected towards the radiator (e.g., the radiator 130 or 230) if an inlet temperature of an energy conversion device (e.g., the energy conversion device 154 or 254) exceeds an inlet temperature threshold, for example a maximum allowable temperature of the evaporated and/or superheated working fluid entering the energy conversion device.
  • an inlet temperature threshold can be in the range of 450-500 Fahrenheit.
  • the coolant flow or a portion of the coolant flow is selectively redirected towards the radiator (e.g., the radiator 130 or 230) if an inlet pressure of the energy conversion device (e.g., the energy conversion device 154 or 254) exceeds an inlet pressure threshold, for example a maximum allowable pressure of the evaporated and/or superheated working fluid entering the energy conversion device.
  • an inlet pressure threshold can be in the range of 180-200 psia.
  • Coupled means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members or the two members and any additional intermediate members being integrally formed as a single unitary body with one another or with the two members or the two members and any additional intermediate members being attached to one another.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Engine Equipment That Uses Special Cycles (AREA)

Abstract

L'invention porte sur un système de récupération de chaleur perdue, lequel système comprend une pompe couplée fluidiquement à un moteur, et configurée de façon à pomper un agent de refroidissement à travers le moteur. Un circuit de refroidissement comprend un radiateur structuré de façon à refroidir l'agent de refroidissement, et une chaudière à agent de refroidissement. La chaudière à agent de refroidissement est couplée fluidiquement au moteur et au radiateur, et est configurée de façon à extraire de la chaleur à partir de l'agent de refroidissement pour chauffer un fluide de travail. Un thermostat est couplé fluidiquement au moteur et à la pompe. Le thermostat est configuré de façon à diriger l'agent de refroidissement vers le circuit de refroidissement (radiateur et chaudière à agent de refroidissement) quand le moteur atteint une température prédéfinie. Le système de récupération de chaleur perdue comprend également une vanne de commande d'agent de refroidissement. La vanne de commande d'agent de refroidissement est en communication fluidique avec le moteur, le radiateur et la chaudière à agent de refroidissement. La vanne de commande d'agent de refroidissement est structurée de façon à rediriger de façon sélective un agent de refroidissement chauffé reçu à partir du moteur vers le radiateur ou la chaudière à agent de refroidissement.
PCT/US2015/057329 2014-10-27 2015-10-26 Système et procédé d'utilisation de chaleur de basse énergie pour un système de récupération de chaleur perdue Ceased WO2016069455A1 (fr)

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WO2018213080A1 (fr) 2017-05-17 2018-11-22 Cummins Inc. Systèmes de récupération de chaleur perdue à échangeurs de chaleur
DE102017216700A1 (de) 2017-09-21 2019-03-21 Mahle International Gmbh Kühlvorrichtung und Verfahren zum Regeln der Kühlvorrichtung
EP3564504A1 (fr) * 2018-05-04 2019-11-06 IFP Energies nouvelles Systeme de refroidissement d'un moteur avec deux thermostats et integrant un circuit selon un cycle de rankine
CN111022170A (zh) * 2018-10-10 2020-04-17 现代自动车株式会社 用于车辆的发动机冷却系统
FR3091898A1 (fr) 2019-01-23 2020-07-24 IFP Energies Nouvelles Circuit de refroidissement d’un moteur thermique equipe d’un circuit recuperateur de chaleur
WO2023202888A1 (fr) 2022-04-22 2023-10-26 IFP Energies Nouvelles Vehicule avec systeme de refroidissement comprenant une plaque froide
WO2023222396A1 (fr) 2022-05-19 2023-11-23 IFP Energies Nouvelles Vehicule avec radiateur ventile et circuit electrique dedie

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Cited By (18)

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US10968785B2 (en) 2017-05-17 2021-04-06 Cummins Inc. Waste heat recovery systems with heat exchangers
WO2018213080A1 (fr) 2017-05-17 2018-11-22 Cummins Inc. Systèmes de récupération de chaleur perdue à échangeurs de chaleur
CN111051654A (zh) * 2017-05-17 2020-04-21 康明斯公司 带热交换器的废热回收系统
EP3610138A4 (fr) * 2017-05-17 2021-05-12 Cummins, Inc. Systèmes de récupération de chaleur perdue à échangeurs de chaleur
DE102017216700A1 (de) 2017-09-21 2019-03-21 Mahle International Gmbh Kühlvorrichtung und Verfahren zum Regeln der Kühlvorrichtung
EP3564504A1 (fr) * 2018-05-04 2019-11-06 IFP Energies nouvelles Systeme de refroidissement d'un moteur avec deux thermostats et integrant un circuit selon un cycle de rankine
FR3080887A1 (fr) * 2018-05-04 2019-11-08 IFP Energies Nouvelles Systeme de refroidissement d'un moteur avec deux thermostats et integrant un circuit selon un cycle de rankine
US11008928B2 (en) 2018-05-04 2021-05-18 IFP Energies Nouvelles Engine cooling system with two thermostats, including a closed loop in a Rankine cycle
CN111022170A (zh) * 2018-10-10 2020-04-17 现代自动车株式会社 用于车辆的发动机冷却系统
CN111022170B (zh) * 2018-10-10 2022-04-12 现代自动车株式会社 用于车辆的发动机冷却系统
WO2020151989A1 (fr) 2019-01-23 2020-07-30 IFP Energies Nouvelles Circuit de refroidissement d'un moteur thermique equipe d'un circuit recuperateur de chaleur
FR3091898A1 (fr) 2019-01-23 2020-07-24 IFP Energies Nouvelles Circuit de refroidissement d’un moteur thermique equipe d’un circuit recuperateur de chaleur
JP2022518502A (ja) * 2019-01-23 2022-03-15 イエフペ エネルジ ヌヴェル 熱回収回路を備えた燃焼機関冷却回路
JP7466551B2 (ja) 2019-01-23 2024-04-12 イエフペ エネルジ ヌヴェル 熱回収回路を備えた燃焼機関冷却回路
WO2023202888A1 (fr) 2022-04-22 2023-10-26 IFP Energies Nouvelles Vehicule avec systeme de refroidissement comprenant une plaque froide
FR3134757A1 (fr) 2022-04-22 2023-10-27 IFP Energies Nouvelles Véhicule avec système de refroidissement comprenant une plaque froide
WO2023222396A1 (fr) 2022-05-19 2023-11-23 IFP Energies Nouvelles Vehicule avec radiateur ventile et circuit electrique dedie
FR3135675A1 (fr) 2022-05-19 2023-11-24 IFP Energies Nouvelles Véhicule avec radiateur ventilé et circuit électrique dédié

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