Engine System and Method of Generating Electricity From an Internal Combustion Engine.

The present invention relates generally to internal combustion engines and a method of generating electricity from an internal combustion engine and finds particular, although not exclusive, utility in automobiles.

Alternators in motor vehicles are typically driven by the crankshaft, which converts the reciprocal motion of a piston into circular movement. Some early model vehicles used a separate dri,’e belt from the crankshaft pulley to the alternator pulley, but most cars today have a serpentine belt, or one belt that dri,,cs all components that rely on crankshaft power. However, as more power is drawn from the crankshaft to operate such ‘accessory components’, the net or effective power output of the engine decreases for producing useful work such as for locomotion.

According to a first aspect of the present invention, there is provided an engine system, comprising: an internal combustion engine having an intake and an exhaust; a Pelton wheel turbine of the impulse type connected to the exhaust such that the turbine rotates in response to receiving exhaust gases from the engine; an exhaust outlet to which exhaust gases are deliYered after passing through the turbine; an alternator connected to the turbine such that the alternator generates electrical power in response to rotation of the turbine; and a propelling nozzle distinct from the exhaust outlet; an air pump connected to the turbine, the air pump configured to take in ambient air at a pump inlet and expel pressurised air to the propelling nozzle; the propelling nozzle configured such that gasses from the propelling nozzle arc converted into a higher speed propelling jet, relative to the speed of the expelled pressurised air from the air pump.

In this way, the engine is not required to drive the alternator directly, for instance with a crankshaft, thus the alternator does not draw power from the engine, which would otherwise reduce the power available from the engine for locomotion. In contrast, according to the present invention, the alternator is driven by the exhaust gases leaving the engine, which allows all power generated by the engine (and fed into the crankshaft) to be used for primary purposes, such as locomotion. Hence, for a given desired power output of an engine, a smaller (therefore lighter), and potentially more   efficient, engine may be used, as the net power output will be higher than that of a conventional engine in which the alternator is connected to the crankshaft.

Exhaust gases from an internal combustion engine are typically at higher temperature and/ or pressure than ambient. The turbine may be configured to operate as a turboexpander, such that the relatively high-pressure exhaust gas is expanded to produce work (i.e. to rotate the turbine). In doing so, thermal energy from the exhaust gas is extracted and converted to rotational energy of the turbine; that is, as the exhaust gas expands through the turboexpander, the temperature of the exhaust gas drops as heat energy is converted to rotational kinetic energy of the turbine (e.g. rotation of an impeller or rotor).

The turbine may be any form of known turbine. The turbine may comprise an impulse type turbine, for instance a Pelton wheel turbine, for extracting energy from the impulse of the moving fluid. Alternatively or additionally, the turbine may be a reaction type turbine. The turbine may have a multi-blade construction. For instance, the turbine may comprise a double-blade turbine. The turbine may have only one turbine stage, or a plurality of turbine stages (e.g. two stages). Each turbine stage may be of a similar type, or may differ from some or all other stages. The turbine or impeller may be, for instance, an aluminium alloy, that may be selected to resist the high temperature and pressures encountered within the fluid flow; however, other constructions are also contemplated, such as ceramics and/ or other metals. The turbine may comprise bearings (for instance low-friction bearings, such as polymer bearings) upon which an impeller or rotor rotates.

In addition, exhaust gases from an internal combustion engine typically have a relatively high velocity; that is exhaust gases from the internal combustion engine (expelled from the cylinder) are not usually vented to ambient immediately, but are rather conveyed along an exhaust pipe. The pressure of exhaust gases from the cylinder pushes exhaust gasses within the pipe, such that the exhaust gases obtain a Velocity through the pipe. In the present invention, the turbine may be arranged to receive such exhaust gases having a velocity, and may be configured to extract kinetic energy due to their velocity. In this way, a ram pressure due to a velocity of the exhaust gases relative to the turbine may be present on the turbine, and the turbine may use this ram pressure to extract kinetic energy from the flowing exhaust gases, and convert it into rotational kinetic energy of the turbine.

A reduction in pressure and/ or velocity of the exhaust gases across the turbine may act to reduce the amount of sound energy in the exhaust gases. In particular, the turbine may be configured to convert some sound energy in the exhaust gases into kinetic energy. The turbine may be configured or further configured to dampen incoherent vibrations within the exhaust gases, thereby reducing volume of any sound from the exhaust gases.

The turbine may be configured to rotate at a predetermined RPM in response to receiving exhaust gas from the engine, for instance above approximately 2000 rpm, between approximately 2500 and 8000, in particular between approximately 3000 and 6000 rpm, more particularly between approximately 3500 and 5000 rpm ( e.g. approximately 4000 or 4500 rpm). in this way, no gearbox is required between the turbine and the alternator to generate desired electrical power at the alternator. Further, as the alternator is connected to the turbine rather than a crankshaft of the engine, no gearing is required between the crankshaft and the alternator, thus allowing smaller and lighter overall engine size.

Configuring the turbine to rotate at a predetermined RPM may include using a wastegate on the exhaust, to limit the upper rotational speed of the turbine by removing a portion of the exhaust gases from the exhaust before interaction with the turbine, and/ or selecting a suitable turbine blade configuration (including angle of attack), using conventional methods.

The alternator may be connected to the turbine in any manner known to those skilled in the art similar to the manner in which alternators are conventionally connected to a crankshaft of an engine, for instance by belt, chain or gears.

The alternator may be spaced from the engine, for instance by more than 25cm, 50cm, lm, 2m, etc. In this way, performance and handling of a vehicle may be improved by selecting appropriate location (e.g. weight distribution) of engine system components (such as the engine and the alternator). The turbine may be connected to (e.g. in fluid communication with) the exhaust by an exhaust pipe. In particular, the turbine may be located at substantially any location along an exhaust pipe from the engine, allowing the alternator, and optionally the battery, to be similarly located. 

The turbine may be connected to at least one further piece of accessory equipment, including a water pump, an air conditioning compressor, and/ or an air pump.

The air pump may be a rotary vane pump, reciprocating (piston) compressor, or any other suitable form of pump or compressor. The air pump may pressurise air up to 600kpa, 700kpa, S00kpa, SS0kpa, 900kpa or 1Mpa. The air pump may be constructed from aluminium alloy or any other suitable metal, ceramic, or carbon fibre. The air pump may comprise a non-return \-alve. The air pump may take in ambient air at a pump inlet and expel pressurised air to the exhaust outlet, or a distinct air outlet, for instance to a propelling nozzle, as described below. In this way, air may be compressed and sent to the exhaust/ air outlet to eliminate vortices behind a vehicle in which the engine system is located.

In some embodiments, the air outlet may be connectable to pneumatic tyres of a vehicle in which the engine is located, such that inflation of the tyres may be effected. In particular, a hose may be connectable between the air outlet and tl1e tyres, for instance manually. In some arrangements, the air outlet may be permanently connected to the tyres, and air flow into the tyres may be controllable by a selection switch (which may be manually operable, mechanical, electronic and/ or automatic). In some embodiments, the hose may be connectable directly to a propelling nozzle, as described below, for instance via a push-fit connector, screw connector, expanding collar/ collet connector or similar connection. In further embodiments, the air pump may be controllable to supply variable air pressures depending on the desired function; for instance, to inflate tyres, to eliminate vortices behind the vehicle and/ or to supply air to the engine air intake.

The turbine may be connected to a compressor for delivering compressed gas to the intake, in the manner of a conventional turbocharger. In particular, the compressor may comprise the at least one further piece of accessory equipment, specifically the air pump. The compressor/air pump may have a dual function; specifically, to operate a turbocharger and/ or an air outlet. The dual function may comprise a toggle switch for selecting between respective air and/ or turbocharger functions, and/ or balancing a proportion of pressurised air to be supplied respecti\-ely to the turbocharger and/ or air outlet.

A metering valve may be provided between the compressor and the intake, to regulate the pressure of gas being provided to the intake. In this way, optimum operation of the engine may be achieved. The metering valve may be computer controlled; however, in alternative embodiments, the metering valve may incorporate some other form of feedback system, for instance a pressure regulated feedback system. The metering valve may comprise a mechanism for diverting a portion of gas from the compressor directly to the exhaust and/ or exhaust outlet (i.e. bypassing the engine), which may be enabled in a similar manner to a conventional wastegate.

A pressure relief valve may be incorporated within the system to reduce a level of pressure in excess of a predetermined threshold pressure. The predetermined threshold pressure may be adjustable such that the pressure relief valve may be an adjustable pressure relief valve. Such pressure relief valves may be located at various points throughout the system, for instance immediately before the compressor, immediately after the compressor, immediately before the intake, between the compressor and the intake, immediately after the exhaust, immediately before the turbine, between the exhaust and the turbine, immediately after the turbine, immediately before the exhaust outlet, and/ or between the turbine and the exhaust outlet.

After passing through the turbine, exhaust gases may be delivered to an exhaust outlet, which may be located on a rear of a vehicle in which the engine system is incorporated. 􀀴’\ check valve may be provided between the turbine and the outlet, in order to regulate the amount of exhaust gas passed to the outlet, and may act as a downstream restrictor that may be controlled to optimise function of the turbine.

In particular, the exhaust/air outlet may comprise a propelling nozzle. For instance, exhaust gasses ( or gasses from the air outlet) are converted into a relatively high speed propelling jet by the propelling nozzle. The propelling nozzle may be configured to optimise operation of the turbine by functioning as a downstream restrictor. The propelling nozzle may accelerate the variable gas to subsonic, sonic, or supersonic velocities. The internal shape may be convergent or convergent-divergent. The propelling nozzle may have a fixed geometry, or they may have variable (i.e. controllable) geometry to give different exit areas to control the characteristics of the propelling jct. The propelling nozzle may be an ejector nozzle; however, other nozzle configurations are contemplated.

The propelling nozzle may be a supersonic ejector, for instance a conical nozzle; however, a tip ring supersonic nozzle (i.e. a circular ring protruding at the exit of a conical nozzle), or an elliptic sharp tipped shallow (ESTS) lobed nozzle (i.e. four elliptic lobes with relatively sharp tips that protrude only a relatively short distance into the core supersonic flow), as described in “Novel supersonic nozzles for mixing enhancement in supersonic ejectors”, Srisha M.V. Raoa & G. Jagadeesh, Applied Thermal Engineering, Volume 71, Issue 1, 5 October 2014, Pages 62-71. Such preferred arrangements provide enhance mixing over that evident from a conical nozzle, for example a 30% increase in entrainment of secondary flow, and also provide a reduction in compression ratio of between 15% and 50%. In a conventional cone-shaped nozzle, the exhaust is released with massive momentum, carrying huge energy and creating noise. However, in the preferred nozzle configurations, the exhaust to spread and assimilated into the cold atmosphere more quickly, making the exhaust quieter and improving the ‘push’ provided by the propelling nozzle. Potentially, this could lead to a reduction in sound of between 25% and 35 %. 

The propelling nozzle may comprise aluminium alloy.

A vehicle incorporating the engine system described abm,e may further comprise an exhaust outlet connected to the turbine, for removing exhaust gases that have been used to rotate the turbine. The exhaust outlet may be located on a rear of the vehicle such that the exhaust gases are expelled into a turbulent and/ or low-pressure region behind the vehicle. In this way, the effect of form drag (due to the shape of the vehicle) can be minimised, by filling the turbulent and/ or low-pressure region behind tl1e vehicle with exhaust gases. Any air incident on the front of a vehicle tl1at is taken into the engine (e.g. from a radiator grill) may be expelled immediately behind the vehicle, thereby reducing drag by means of symmetry.

According to a second aspect of the present invention, there is provided a method of using energy in exhaust gas from an internal combustion engine, the method comprising the steps of: providing an internal combustion engine having an intake and an exhaust; providing a Pelton wheel turbine of the impulse type connected to the exhaust; rotating the turbine in response to receiving exhaust gases from the engine; delivering the exhaust gases to an exhaust outlet after passing through the turbine; providing an alternator connected to the turbine; generating electrical power with the alternator in response to rotation of the turbine; providing an air pump connected to the turbine; taking in ambient air at a pump inlet of the air pump; providing a propelling nozzle distinct from the exhaust outlet; expelling pressurised air from the air pump to the propelling nozzle; and converting the expelled pressurised air from the air pump with the propelling nozzle into a higher speed propelling jet, relative to the speed of the expelled pressurised air from the air pump.

The above and other characteristics, features and advantages of the present invention will become apparent from the following detailed description, taken in conjunction with the accompanying drawings, which illustrate, by way of example, the principles of the invention. This description is given for the sake of example only, without limiting the scope of the invention. The reference figures quoted below refer to the attached drawings.

Figure 1 is schematic representation of a typical prior art internal combustion engine and alternator system.

Figure 2 is a schematic representation of a first embodiment of the present invention.

Figure 3 is a schematic representation of a second embodiment of the present invention.

Figure 4 is a schematic representation of a third embodiment of the present invention.

Figure 5 is a schematic representation of an articulated lorry incorporating an embodiment of the present invention.

The present invention will be described with respect to certain drawings but the invention is not limited thereto but only by the claims. The drawings described are only schematic and are non-limiting. Each drawing may not include all of the features of the invention and therefore should not necessarily be considered to be an embodiment of the invention. In the drawings, the size of some of the elements may be exaggerated and not drawn to scale for illustrative purposes. The dimensions and the relative dimensions do not correspond to actual reductions to practice of the invention.

Furthermore, the terms first, second, third and the like in the description and in the claims, are used for distinguishing between similar elements and not necessarily for describing a sequence, either temporally, spatially, in ranking or in any other manner. It is to be understood that the terms so used arc interchangeable under appropriate circumstances and that operation is capable in other sequences than described or illustrated herein.

Moreover, the terms top, bottom, over, under and the like in the description and the claims are used for descriptive purposes and not necessarily for describing relative positions. It is to be understood that the terms so used are interchangeable under appropriate circumstances and that operation is capable in other orientations than described or illustrated herein. 

It is to be noticed that the term “comprising”, used in the claims, should not be interpreted as being restricted to the means listed thereafter; it does not exclude other elements or steps. It is thus to be interpreted as specifying the presence of the stated features, integers, steps or components as referred to, but docs not preclude the presence or addition of one or more other features, integers, steps or components, or groups thereof. Thus, the scope of the expression “a device comprising means A and “B” should not be limited to devices consisting only of components A and B. It means that with respect to the present invention, the only relevant components of the device arc A and B.

Similarly, it is to be noticed that the term “connected”, used in the description, should not be interpreted as being restricted to direct connections only. Thus, the scope of the expression “a device A connected to a device B” should not be limited to devices or systems wherein an output of device A is directly connected to an input of device B. It means that there exists a path between an output of􀀠”” and an input of B which may be a path including other devices or means. “Connected” may mean that two or more elements are either in direct physical or electrical contact, or that two or more elements are not in direct contact with each other but yet still co-operate or interact with each other.

Reference throughout this specification to “an embodiment” or “an aspect” means that a particular feature, structure or characteristic described in connection with the embodiment or aspect is included in at least one embodiment or aspect of the present invention. Thus, appearances of the phrases “in one embodiment”, “in an embodiment”, or “in an aspect” in various places throughout this specification are not necessarily all referring to the same embodiment or aspect, but may refer to different embodiments or aspects. Furthermore, the particular features, structures or characteristics of any embodiment or aspect of the invention may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments or aspects.

Similarly, it should be appreciated that in the description various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Moreover, the description of any individual drawing or aspect should not necessarily be considered to be an embodiment of the invention. Rather, as the following claims reflect, inventive aspects lie in fewer than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention. 

Furthermore, while some embodiments described herein include some features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form yet further embodiments, as will be understood by those skilled in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practised without these specific details. In other instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

In the discussion of the invention, unless stated to the contrary, the disclosure of alternative values for the upper or lower limit of the permitted range of a parameter, coupled with an indication that one of said values is more highly preferred than the other, is to be construed as an implied statement that each intermediate value of said parameter, lying between the more preferred and the less preferred of said alternatives, is itself preferred to said less preferred value and also to each value lying between said less preferred value and said intermediate value.

The use of the term “at least one” may mean only one in certain circumstances.
The principles of the invention will now be described by a detailed description
of at least one drawing relating to exemplary features of the invention. It is clear that other arrangements can be configured according to the knowledge of persons skilled in the art without departing from the underlying concept or technical teaching of the invention, the invention being limited only by the terms of the appended claims.

Figure 1 is schematic representation of a typical prior art internal combustion engine and alternator system. An internal combustion engine is provided with a cylinder 10, a reciprocating piston 20 therein, an intake 30, an intake valve 40 (for controlling flow of gas into the engine through the intake 10), an exhaust 50, and an exhaust valve 60 (for regulating flow of exhaust gas out of the engine through the exhaust 50). 

Operation of the internal combustion engine, the details of which are not shown for clarity, causes the piston to reciprocate, thereby rotating a crankshaft 70. Rotation of the crankshaft 70 is used to drive a belt 80 which in tum operates alternator 90 via alternator pulley 100. The alternator pulley 100 is sized relative to the crankshaft 70 such that a higher rpm is provided at the alternator 90 that is present at the crankshaft 70. That is, the piston 20 must do work operating the alternator 90.

Figure 2 is a schematic representation of a first embodiment of the present invention in which the prior art shown in figure 1 is modified in the following way. A turbine 110 is placed at the exhaust 50 such that exhaust gases from the engine rotate the turbine. Subsequently, such gases may leave the turbine via the exhaust outlet 120. The belt 80 is coupled to an axle of the turbine 110, rather than to the crankshaft 70, thereby reducing the load on the piston 20. The alternator 90 is driven by the belt 80, via the alternator pulley 100 as before.

However, the turbine 110 is constructed to provide a rotational speed suitable for the alternator 90, such that gearing provided by selecting suitably sized pulleys for use with the belt 80 are not required. In an alternative embodiment, it is envisaged that the alternator 90 could be connected directly to the axle of the turbine 110, foregoing the need for the belt 80 and alternator pulley 100.

Figure 3 is a schematic representation of a second embodiment of the present invention, which is a further modification of the first embodiment shown in figure 2. In this arrangement, the belt 80 drives the alternator 90 and additionally a further accessory device 130, such as an air conditioning compressor unit. A further accessory device 140 is driven by a further belt 150, also on the axle of the turbine 110. The further accessory device 140 could be a water pump, for example; however, any other component that would more typically be driven directly by the crankshaft.

Figure 4 is a schematic representation of a third embodiment of the present invention, which is an alternative or additional modification of the first embodiment shown in figure 2. The axle of the turbine 110 is made in common with an axle of a compressor 160 located at the intake, as is conventional in turbocharging devices. As in the other embodiments, the alternator 90 is driven by the axle of the turbine 110. A metering valve 170 is located between the compressor 160 and the intake valve 40 and is configured to direct a gas flow from the compressor away from the intake valve 40, in the event that the compression provided by the compressor exceeds some threshold amount. In some embodiments, the diverted gas 180 is com-eyed to the exhaust outlet 120. The metering valve 170 may divert all or none of the gas from the compressor 160, or any proportion therebetween. 

Figure S is a schematic representation of an articulated lorry 180 incorporating an embodiment of the present invention. The lorry 180, when travelling forwards, suffers from drag, in particular form drag due to the substantially un-streamlined shape of the vehicle. Vortices 190 are formed in a low-pressure region behind the lorry 180, which contribute substantially to the form drag. The form drag could be reduces by streamlining the rear of the lorry 180; however, such an approach is undesirable because of the desire for the vehicle to allow easy access to its contents. Exhaust outlets 200 are provided on the rear of the vehicle, and are specifically directed into the low-pressure region behind the vehicle, in order to minimise drag by reducing vortices and thereby reducing resistance. The figure shows two such exhaust outlets 200; however, a single outlet 200, or multiple outlets (e.g. 3, 4, S, 6, 10, 20, etc.) arc also envisaged. The outlets 200, may be propelling nozzles as described above.