Recovering Wasted Heat. Double Arrow Engineering
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1 Recovering Wasted Heat Double Arrow Engineering
2 Background of Problem
3 Internal Combustion Engine Efficiency The average gasoline engine is 30-35% efficient: 30-35% of the energy stored in the gasoline burned is converted to mechanical energy. The average commercial diesel engine is 40-45% efficient. The remainder of the energy is wasted, mostly in the form of heat. Through the radiator, engine surface, and exhaust Some kinetic energy through exhaust
4 Internal Combustion Engine Efficiency
5 How much is wasted? Commercial truck drag example 60 MPH Flat, level land No tire or bearing friction/resistance Including all factors would greatly increase load and wasted power 121 HP required Engine is only using what is demanded of it. A 300 hp engine doesn t constantly put out 300 hp 182 hp wasted mostly as heat.
6 Current Solutions A Turbocharger utilizes wasted kinetic energy to aid in increasing the volumetric and thermodynamic efficiency of the engine. GM s EGHR utilizes wasted heat from the exhaust to heat up the coolant initially. This helps to get the engine to its efficient designed running temperature faster. BMW s TurboSteamer is a similar concept utilizing a steam Rankine engine to add power back. Not yet in production. Renault is developing a system to recover heat and generate electricity to power auxiliary equipment Other manufacturers researching this endeavor Items that work to improve efficiency, but do not attempt to recover lost energy: cold air intakes super chargers EGR systems Variable valve timing etc These can be used in conjunction with a waste recovery system as well
7 SOLUTION
8 WildFire Heat Recovery System (WFHRS) ORC engine utilizing a two stage heating system: Preheat working fluid with engine coolant Boil with exhaust Mechanically coupled to drive train via: Driveshaft with pulley Engine serpentine belt with pulley Control expander RPM via load: provide maximum torque transfer at all loads Power transfer through: Variable viscous coupling (constant torque) CVT or torque converter (constant power) Potential IP conflict Directly and actively adds recovered waste power back to the drivetrain No end user input. All done automatically. Retrofit or OEM applications
9 WFHRS System Major Subsystems of System: o Expander Convert heat to mechanical work o Heat Exchangers o Controller and Logic o Mechanical Coupling Actively add mechanical work to drivetrain o Process equipment Valves, gauges, sensors, etc.
10 WFHRS System Process Diagram
11 WFHRS Control Active pressure control Target pressure based saturation pressure Variable viscous coupling (VVC) load control for primary RPM control* Allows engine to transfer full torque to drive at any speed Exhaust throttling for secondary RPM control With CVT or torque converted: maximum power transfer, variable torque Used in conjunction with VVC. VVC provides control and maximum torque to CVT or torque converter. Thermostatic mixing valve on condenser for efficiency control * Could be replaced with regenerative heat exchanger
12 WFHRS Design Why ORC over steam? Isentropic expansion with water occurs to quickly (with respect to enthalpy) with pressure drop. This requires a large amount of superheating. At the same working temperatures, this would require the steam cycle to be at excessively low pressures, including vacuum. To get steam to work, higher temps must be used, but that eliminates the ability to utilize many plastics in critical components. Why use plastics? Plastic components can be molded for very low production costs. Critical items such as heads, pistons and rings being made of plastic will reduce cost, help improve sealing, reduce friction and reduce reciprocating mass. Why R123 or 1233zd? Good high temperature refrigerant Provides large enthalpy changes during isentropic expansion Other fluids may be utilized for different conditions Working fluid may exist in a supercritical state
13 Further Development and Testing 1 st expander prototype assembled Initial patent filed 02/2017, claiming the date of the provisional from 02/2016. External systems (heat exchangers, pump control, etc) underdevelopment and require testing. These will be tested separated of full system 2 nd improved Beta prototype to be constructed after design of 1 st proto has been analyzed and the designed changed accordingly Dyno testing of the 2nd prototype Field trial of the 2 nd prototype Instrumentation will be attached for field trial and data will be collected and logged for duration of the trial Successful field trial will spur more Alpha prototypes to be built for field trials Production readiness testing/analysis will be performed on this proto Significant design changes will spur a 3 rd Gamma prototype Life cycle testing of 2 nd or 3 rd or both prototypes to be conducted 4 th and final prototype to be built after tooling has been designed and unit is essentially production ready. This is the Omega prototype
14 market
15 Market Entry Very large market, very little production-ready competition. The system can be customized for a verity of environments and applications, including both fixed and dynamic RPM, aftermarket or OEM: Fixed RPM applications include: Dynamic RPM applications include: Large electric Generators Large Construction Equipment Agricultural equipment Large marine vessels Oil field equipment On-Road-Transport (tractor-trailers/18- wheelers) City busses/public transit Cross country busses Recreational vehicles Aftermarket examples: OEM examples: Fleet upgrades and retrofits Dealer upgrades and retrofits Engine manufacturers Equipment/vehicle manufacturers
16 Market Entry Cont d Easiest market entry opportunities, and target market entry: Large on highway commercial trucks (target entry) Commercial and public busses Large generators Why are these the easiest? Large markets on their own Large amount of various sized businesses Markets aren t dominated by a few large customers Several different levels of customers to sell to End users Equipment owners Equipment dealers Equipment manufacturers Potential for savings is obvious and easy to prove Fuel saved based off fuel mileage increase
17 Market Entry Cont d Specifically for the On-Highway transport market: Miles Traveled ,100,000,000 Number of registered operating trucks ,460,000 regeristered transport companies ,477,965 Trucks per company average 2.34 Miles per truck (2014) 80,665 Fuel consumed (gal, 2015) 54,300,000,000 Money spent on fuel (2015) $105,200,000, Average gal/mile 0.19 Expected market penetration 50% Market Volume (companies) 738,983 Market Volume (trucks) 1,730,000 Expected Target price (installed) $12, Market Value (companies) $8,867,790, % reduction in gal/mile 0.17 Expected ROI (1 truck, years) 2.63 * Data from American Trucking Association
18 Potential gains (customer)
19 Drag Example (commercial truck) 18 HP gain provides an increase of 1.27 mi/gal Against 8.5 mpg truck HP required for drag Assume linear fuel consumption vs load in the load range of interest Initial target is 25 HP, however system will be designed for the specific application
20 Potential Gains (for owner) Using 1.27 MPG increase on a truck with 8.5 MPG loaded: 2000 miles a week (MT) $2.40/gal diesel (DPG) 8.5 mpg base (mpg2) 1.27 mpg increase (Δ) =$74/week, $296/month, $3500/year (some weeks no miles) NOTE: This is with a very conservative 10% efficient recovery system. A higher efficiency would increase savings.
21 business
22 Funding and Structure Currently self funded Personal capital invested in prototype and research This round of early funding: for 2nd prototype designing, building and testing paying for members to work full time on the project. Looking for materially-participating or investors/partners or silent investors LLC formed in May 2017
23 Further Development of Products Future systems can be based on same engine design and control system Application for recovering waste heat from stove during winter, powering residence entirely on wood or other burnable material Combining with compressor for refrigeration or air conditioning to increase efficiency The key is the design and adaptability of the engine to the given scenario
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