Steam engine with an electric heating chamber connected to a rechargeable battery

Abstract

The invention relates to a steam engine (M) comprising at least one fluid (F) reservoir (20), a first pipe (30) for transporting the fluid (F) from the reservoir (20) to a heating chamber (10) containing a first heating element (12) for vaporizing said fluid (F), a second inlet pipe (50) for transporting the vaporized fluid (F) from the heating chamber (10) to a high-pressure steam propulsion chamber (40) within which moves at least one double-acting piston (60) having a rod (62) and a head (64) on either side of which are defined a first compression chamber (C1) and a second compression chamber (C2), and a third exhaust pipe (70) for transporting the vaporized fluid from the propulsion chamber (40) to the vacuum reservoir (20), the first heating element (12) being electric and connected to a power supply battery. (120).

Description

Technical field of the invention

[0001] The present invention relates to a steam engine, more specifically operating in a closed circuit, usable in the field of road motor vehicles, railways, ships or industry. Previous technique

[0002] There are many types of so-called heat engines that operate using different energy sources. One of the oldest, if not the oldest, is called the steam engine or Denis Papin steam engine and dates from the end of the 17th century.

[0003] A steam engine is an external combustion engine that transforms the thermal energy of steam produced by one or more boilers into mechanical energy. Typically, this steam enters a cylinder and exerts pressure that imparts a reciprocating motion to a piston, which can then rotate a wheel, for example, via a system of connecting rods and cranks.Among these steam engines, we can mention those of James Watt (1763) and Lenoir (1860) for industry, and, in the automotive field, the Frenchman Joseph Cugnot with his steam carriage (1769), the automobiles (102.7 km / h in 1902), trucks and trams of the Serpolet brothers manufactured in Paris, London and Milan from 1887 to 1907, the automobiles of the Frenchman Amédée Bollée with the Mancelle in 1878, the Obéissante in 1875 and the Rapides in 1883 (60 km / h), and the American Stanleys manufactured in large numbers (200 units in 1897 and a speed record of 241 km / h in 1907, 600 units in 1924 before production ceased in 1927), and the 19th-century steam locomotives used throughout the world until the 19th century. 50.

[0004] This type of machine was also used in industry, particularly in the 19th century, and can be found on aircraft carrier catapults.

[0005] The principle of reciprocating motion of one or more pistons to drive a wheel, a drive shaft, or a crankshaft is still probably the most widely used today, with numerous technological variations. The energy sources for the heating system (boiler) have also evolved significantly over time, primarily using petroleum-based fuels (the Serpollet machines of the Serpolet brothers from 1879 running on kerosene, the Stanley machines from 1897 to 1927 running on petroleum spirit), hydrogen, or compressed air, so that we have moved away from the steam engine, at least as far as car engines are concerned.

[0006] Steam vehicles offered advantages over four-stroke engines in terms of performance, superior acceleration, and better handling, with the engine positioned under the chassis, lowering the center of gravity. However, their higher cost, the risk of fires in the early 20th century, and their more complicated, less clean, and longer starting time (from four minutes in 1900 to one minute after World War I) ultimately gave the advantage to four-stroke automobiles. Some industries and agricultural machinery continued to use steam power until 1950.

[0007] In addition to the aforementioned issues, early 20th-century steam cars faced another major problem: the time required to reach operating conditions. In fact, it often took more than a minute to achieve these conditions and start the engine. To overcome this limitation, a new type of boiler was developed for later models. The time required to reach operating temperature was significantly shorter than with a traditional boiler, as it only heated a small amount of water. This provided the engine with enough power to start the vehicle before the entire quantity of water was heated. More recently, Doble steam cars also featured a diesel-powered burner ignition system, which further accelerated this process.

[0008] In summary, because these were highly complex devices, the costs were potentially very high and therefore unaffordable. The risk of injury was significant, particularly due to the instability of the high pressure. Energy losses were substantial, and development was complex.

[0009] The development of these machines was slowed by unfavorable legislation in the 1830s, and then by the rapid development of internal combustion engine technology in the 1900s, leading to their commercial demise. Relatively few steam vehicles remained in service after World War II. Many of these vehicles were acquired by enthusiasts for preservation. The search for renewable energy sources has occasionally sparked renewed interest in using steam for road vehicles.

[0010] Thus, following the energy crisis of the 1970s, Saab developed a prototype with a steam generator producing 250 horsepower and the size of a car battery. Subsequently, in 1973-74, the Englishman Peter Pellandine produced his first steam car with a fiberglass monocoque structure, followed by a second model with a W-shaped configuration of three double-acting cylinders.

[0011] In the 1990s, a subsidiary of the Volkswagen Group operating in the research and development sector designed and built a steam engine called "zi" (acronym "Zero Emission Engine"), which produces 220 hp using a ceramic cylinder liner steam engine.

[0012] A few other projects emerged in the 21st century, such as Harry Schoell's experimental Cyclone engine, characterized by a centrifugal combustion chamber and particularly low pollutant emissions.

[0013] Finally, on August 25, 2009, the British company Vapeur Défi automobile will break its land speed record valid for steam vehicles with a record average speed of 238.679 km / h.

[0014] However, since the advent of the internal combustion engine, particularly the four-stroke engine using petroleum-based fuel, considered cleaner, more reliable, and with significantly better efficiency, very little research and development has been devoted to steam engines, especially in the field of road vehicles. US documents 2010 / 218500, 2010 / 293949, and 2007 / 251238 show steam engines incorporating electric heating elements. Presentation of the invention

[0015] The object of the present invention is to retain the use of the steam of a fluid brought to high temperature / pressure in an enclosure as a primary source of energy to operate a reciprocating piston, but to perfect it in various aspects to make it easier to use, reliable, compact, environmentally friendly, with improved efficiency and power.

[0016] Accordingly, in a first aspect, the present invention relates to a steam engine comprising at least: a heating / boiler chamber containing a first heating element that brings a fluid to a vapor state, a reservoir of vaporized fluid, called a vacuum reservoir or vacuum chamber, connected upstream of the heating chamber by a first pipe, a second inlet pipe to transport the vaporized fluid from the heating / boiler chamber downstream of the latter to a high-pressure steam engine chamber inside which, alternately and in a sealed manner,at least one double-acting piston having a rod and a head on either side of which are defined: * a first compression chamber connected to a first vaporized fluid inlet communicating with the second pipe and with a first vaporized fluid outlet and * a second compression chamber connected to a second vaporized fluid inlet also communicating with the second pipe and with a second vaporized fluid outlet, the piston rod being connected to a connecting rod / crank assembly rotating a drive shaft by means of the reciprocating linear motion of said rod, a third exhaust pipe to transport the vaporized fluid from the first and second outlets to the vacuum reservoir / vacuum chamber, the vacuum reservoir / vacuum chamber, the heating chamber, the motor chamber and the first,The second and third vaporized fluid transport pipes form a closed, sealed circuit, and the first heating method is electric and connected to a power supply battery.

[0017] The invention is implemented according to the embodiments and variants set out below, which are to be considered individually or in any technically feasible combination.

[0018] Preferably, the exhaust pipe is connected to a turbine of a turbocharger interposed between the engine enclosure and the vacuum reservoir / vacuum chamber.

[0019] Advantageously, the first inlet pipe is connected to a compressor of a turbocharger interposed between the vacuum tank / vacuum chamber and the heating chamber / boiler to increase the steam pressure. This turbocharger draws the used steam from the vacuum tank and sends it to the heating chamber to bring the steam back to the desired temperature.

[0020] According to a preferred embodiment of the present invention, the vacuum reservoir / vacuum chamber includes a second electric heating means connected to the battery and producing a fluid temperature maintenance between about 100°C and 120°C, preferably at about 110°C.

[0021] According to a particular embodiment of the present invention, each inlet and outlet is equipped with a sealed non-return valve, such as a flap, a valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of the vaporized fluid to the heating chamber / boiler.

[0022] Similarly, each outlet is equipped with a sealed non-return valve, such as a check valve, a safety valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of vaporized fluid to the motor housing.

[0023] According to a particularly interesting aspect of the present invention, the drive shaft is connected to an alternator which recharges the battery during its rotation.

[0024] According to a particular feature of the present invention, the first heating means comprises a series of parallel tubes surrounded by electrical resistances and inside which the fluid circulates to be heated.

[0025] According to one variant, the first heating method consists of a series of closely spaced parallel heating plates between which the fluid circulates to be heated.

[0026] Advantageously, the fluid is a fatty hydrocarbon, for example hexane

[0027] Preferably, the engine contains between approximately 20 and 30 dm3 of fluid.

[0028] Depending on a particular characteristic, the displacement of the motorization chamber is between approximately 1000 and 2000 cm3, preferably between approximately 1200 and 1600 cm3, the displacement being able to vary according to the end use and will of course be different depending on whether it is a pump, a car, an industrial installation or a locomotive. Brief description of the figures

[0029] Other advantages, purposes, and features of the present invention will become apparent from the following description, which is given for explanatory purposes only and is in no way limiting. Fig. 1 ] there figure 1 is a schematic view of the engine according to the present invention and its mode of operation. Description of the implementation methods

[0030] There figure 1 is therefore a schematic diagram illustrating a self-energetic steam-powered engine M according to the present invention.

[0031] This engine M comprises a part using a fluid, for example water or preferably a fatty hydrocarbon such as hexane, vaporizable under high pressure using heating means, and an electrical part serving both as an energy source for the heating means and as an accumulation of electrical energy and then of the latter being returned to said heating means.

[0032] More specifically, the engine M includes at least one heating chamber 10 (or boiler) containing a fluid F and enclosing a first heating element 12 for heating said fluid F to a vapor state. The first heating element 12 comprises, for example, in this case, a series of parallel tubes surrounded by electrical resistors through which the fluid F circulates to heat or reheat it instantaneously, or a series of closely spaced parallel heating plates between which the fluid F circulates to be heated or reheated. Regardless of its structure, this heating element 12 is supplied with electrical energy by a battery 120, for example, a 12-volt battery.

[0033] The heating enclosure 10 (boiler) communicates upstream with a reservoir 20 of vaporized fluid, called a vacuum reservoir or vacuum chamber, by means of a first pipe 30 allowing the fluid F to be transported from the vacuum reservoir 20 / vacuum chamber to said heating enclosure 10.

[0034] The vacuum reservoir 20 includes a second means 22 of electric heating also connected to the battery 120 and producing a maintenance of the temperature of the fluid F between about 100° C and 120° C, preferably at about 110° C.

[0035] The heating chamber 10 also communicates, downstream, with a high-pressure steam propulsion chamber 40 by means of a second inlet pipe 50 allowing the vaporized fluid to be transported from the heating chamber 10 to said propulsion chamber 40.

[0036] The first inlet pipe 30 is connected to a compressor 90 of a turbocharger interposed between the vacuum reservoir 20 and the heating chamber 10 to increase the pressure of the generated steam before it is heated in said heating chamber 10.

[0037] The motor housing 40 contains at least one double-acting piston 60 that moves (arrows T1 and T2) in an alternating and sealed manner. This piston 60 has a rod 62 and a head 64, on either side of which are defined a first compression chamber C1 and a second compression chamber C2. The first compression chamber C1 is connected on one side to a first vaporized fluid inlet 52 communicating with the second inlet pipe 50 and on the other side to a first vaporized fluid outlet 55. The second compression chamber C2 is connected on the other side to a second vaporized fluid inlet 54 also communicating with the second inlet pipe 50 and on the other side to a second vaporized fluid outlet 57.

[0038] The engine displacement of the 40 enclosure is, for example for a standard car, between approximately 1000 and 2000 cm3, preferably between approximately 1200 and 1600 cm3.

[0039] Fluid outlets 55 and 57 join in a third common exhaust pipe 70 which leads into the vacuum reservoir 20 by means of a fourth pipe 80.

[0040] The third exhaust pipe 70 is also connected to a compressor 100 of the turbocharger interposed between the engine enclosure 40 and the vacuum reservoir 20.

[0041] The first vaporized fluid inlet 52 is equipped with a sealed non-return valve 72, such as a flap, a valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of the vaporized fluid to the heating chamber 10.

[0042] Similarly, the second vaporized fluid inlet 54 is equipped with a sealed non-return valve 74, such as a flap, a valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of the vaporized fluid to the heating chamber 10.

[0043] Furthermore, the first fluid outlet 55 is equipped with a sealed non-return valve 75, such as a flap, a valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of vaporized fluid to the motor housing 40.

[0044] Similarly, the second fluid outlet 57 is equipped with a sealed non-return valve 77, such as a flap, a valve or a spool, mechanically controlled and / or by an electronic control module and preventing the return of vaporized fluid to the motor housing 40.

[0045] The rod 61 of the piston 60 is connected to an assembly 110 of connecting rods and cranks which rotate a drive shaft 114 by means of the linear reciprocating motion of said piston 60 and the rotary motion of the connecting rod / crank assembly 110.

[0046] Thus, as can be seen, the heating chamber 10 with its internal heating elements 12, the motorization chamber 40, the vacuum reservoir 20 with its internal heating elements 22, and the first, second, third, and fourth vaporized fluid transport pipes 30, 50, 70, and 80 form a closed, sealed circuit containing approximately 20 to 30 dm³ of fluid F circulating in a loop. Due to this closed circuit and the sealing of these chambers and the various pipes, no fluid loss is possible.

[0047] The engine components (housings of the various chambers, piston, pipes, tank) can be made of non-ferrous metal or synthetic material since the operating temperature will only be between 100 and 150°C. However, for higher performance applications where the temperature can exceed 200°C, the choice of materials will be of considerable importance, particularly to reduce heat loss. This choice will also depend on the steam pressure, which is related to this temperature.

[0048] A characteristic of the invention is that the first heating means 12 of the heating enclosure 10 is connected to a power supply battery 120. This battery 120 is therefore considered as a secondary source from the point of view of the operation of the motor M because it is the fluid vapor which causes the reciprocating movement of the piston 60 and the rotation of the motor shaft 114, and not directly the electricity produced.

[0049] The drive shaft 114 is also connected to an alternator 118 via, for example, a belt 116. This alternator 118 allows, during the rotation of the drive shaft 114, the battery 120 to be recharged with electrical energy during the operation of the motor M.

[0050] The operation of the M motor according to the present invention is as follows.

[0051] At startup, almost all of the fluid F is in the heating chamber 10 (the vacuum reservoir 20 is empty or nearly empty), which is fitted with its heating element 12 (tubes or plates). The engine (M) is at rest, with the piston 60 in a first position inside the chambers C1 and C2 of the motorization chamber 40, and the various valves 72, 74, 75 and 77 allow the admission of high-pressure fluid vapor through one or the other of the inlets 52 or 54.

[0052] At the first electrical contact or impulse from the battery 120, the heating element 12 causes an instantaneous vapor of the fluid F in the heating chamber 10, at the desired temperature and pressure.

[0053] These gases obtained are sent, via the isothermal pipes 50 and then 52 or 54, into the motorization enclosure 40 containing the double-acting piston 60.

[0054] The piston 60, in its back-and-forth movement caused by the simultaneous pressure of the steam on either side of the head 64 in alternately each of the chambers C1 then C2 (whose volume therefore changes constantly, when the volume of one increases, the volume of the other decreases in the same proportions, and vice versa), produces, via the connecting rod / crank assembly, a rotary movement of the drive shaft 114 (power take-off).

[0055] The hot gases are expelled under high pressure with each reciprocating movement of the piston 60 through the isothermal pipes 55 and 57 which join in the third pipe 70 to drive the turbine 100 of the turbocharger before arriving in the vacuum reservoir 20 where the vaporized fluid F is kept in a gaseous state by means of the electrical resistances 22. A defined quantity of the gas contained in the vacuum reservoir 20 is drawn in by the compressor 90 of the turbocharger whose rotation shaft has a variable speed drive according to the desired pressure.These gases are then sent under pressure, via the first isothermal pipe 30, into the heating chamber 10 containing the heating element 12 to be heated to the desired temperature and pressure, before being sent back into the motorization chamber 40 to act on the piston 60, and so on, forming a closed, sealed circuit rotating in a loop.

[0056] Finally, the alternator 118 is driven by the belt 116 connected to the engine shaft 114 to continuously recharge the battery 120.

[0057] After the start of the engine M and the transformation of the fluid into steam, the purpose of this system is to keep this steam constantly warmed by heating it more or less by the instantaneous steam boiler 10, typically to a temperature of about 100 to 120°.

[0058] This operating principle produces no pollution since it functions in a closed cycle. Of course, the 120 battery must be charged initially and can be replaced if necessary.

[0059] Regarding battery 120, it initially heats a small quantity of fluid F, but as soon as the engine chamber 40 is running, it only maintains a slightly lower temperature than that in engine M. During its journey, the vapor must not condense back into liquid, but simply cool slightly in the vacuum reservoir 20 before being recompressed by the turbocharger's compressor 90. Therefore, battery 120 is not under any greater stress than in a gasoline engine where it provides ignition.

[0060] It is possible to consider disengaging the motor shaft 114 when the vehicle is stopped (traffic jam, etc.) to continue charging the battery 120.

[0061] It must be clearly understood that the detailed description of the object of the invention, given solely by way of illustration, does not in any way constitute a limitation, technical equivalents also being included within the scope of the present invention.

[0062] Thus, the number of motorization chambers and / or pistons can be increased according to the desired power, with a common battery / alternator or for each motorization chamber.

Claims

1. A steam engine (M) including at least: - one heating enclosure (10) containing first heating means (12) carrying a fluid (F) in the vapour state, - a vacuum chamber (20) of vaporised fluid (F) connected upstream of the heating enclosure (10) via a first pipe (30), - a second intake pipe (50) disposed downstream of the heating enclosure (10) and connecting the latter to a highpressure steam drive enclosure (40) inside which at least one double acting piston (60) is displaced, in an alternating and sealed manner, having a rod (62) and a head (64) on either side of which are defined: * A first compression chamber (C1) connected to a first inlet (52) of vaporised fluid communicating with the second intake pipe (50) and with a first outlet (55) of vaporised fluid, and * a second compression chamber (C2) connected to a second vaporised fluid inlet (54) also communicating with the second intake pipe (50) and with a second vaporised fluid outlet (57), - the rod (62) of the piston (60) being connected to a connecting rod / crank assembly (110) rotating a drive shaft (114) thanks to the alternating linear movement of said rod (62), - the second intake pipe (50) transporting the vaporised fluid (F) from the heating enclosure (10) to the drive enclosure (40), - a third exhaust pipe (70) connecting the first and second vaporised fluid outlets (55, 57) and the vacuum chamber (20), the third pipe (70) transporting the vaporised fluid from the first and second outlets (55, 57) to the vacuum chamber (20), - the vacuum chamber (20), the heating enclosure (10) heating, the drive enclosure (40) and the first (30), second (50) and third (70) vaporised fluid transport pipes forming a closed sealed circuit, and - the first heating means (12) is electrical and is connected to a power supply battery (120).

2. The engine (M) according to claim 1, the third exhaust pipe (70) is connected to a turbine (100) of a turbocharger interposed between the drive enclosure (40) and the vacuum tank (20) .

3. The engine (M) according to claim 1 or claim 2, wherein the first intake pipe (30) is connected to a compressor (90) of a turbocharger interposed between the vacuum tank (20) and the heating enclosure (10) to increase the pressure of the steam.

4. The engine (M) according to any one of the preceding claims, the vacuum tank (20) includes second electrical heating means (22) connected to the battery (120) and producing a temperature maintenance of the fluid between about 100°C and 120°C, preferably at about 110°C.

5. The engine (M) according to claim 4, wherein the second heating means (22) includes a series of very close parallel heating plates and between which the fluid circulates to be heated therein.

6. The engine (M) according to claim 4, wherein the second heating means (22) includes a series of parallel tubes surrounded by electrical resistors and inside which the fluid circulates to be heated therein.

7. The engine (M) according to any one of the preceding claims, wherein each inlet (52; 54) is equipped with a sealed check valve (72; 74), such as a flap, a valve or a slide, which is mechanically driven and / or by an electronic control module and preventing the return of the vaporised fluid to the heating enclosure (10).

8. The engine (M) according to any one of the preceding claims, wherein each outlet (55; 57) is equipped with a sealed check valve (75; 77), such as a flap, a valve or a slide, which is mechanically driven and / or by an electronic control module and preventing the return of the vaporised fluid to the drive enclosure (40).

9. The engine (M) according to any one of the preceding claims, wherein the drive shaft (114) is connected to an alternator (118) recharging the battery (120) during the rotation thereof.

10. The engine (M) according to any one of the preceding claims, wherein the first heating means (12) includes a series of parallel tubes surrounded by electrical resistors and inside which the fluid circulates to be heated therein.

11. The engine (M) according to any one of claims 1 to 7, wherein the first heating means (12) includes a series of very close parallel heating plates and inside which the fluid circulates to be heated therein.

12. The engine (M) according to any one of the preceding claims, wherein the fluid is a fatty hydrocarbon, for example hexane.

13. The engine (M) according to any one of the preceding claims, which includes between about 20 and 30 dm3 of fluid (F).

14. The engine (M) according to any one of the preceding claims, wherein the cylinder capacity of the drive enclosure (40) is comprised between about 1000 and 2000 cm3, preferably between about 1200 and 1600 cm3.

15. A passenger vehicle such as a car, equipped with an engine (M) according to any one of the preceding claims.

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