Abstract
The paper describes four novels virtually zero-emission three-stage automotive gas turbine propulsion and/or dispulsion powertrains for parallel hybrid-electric vehicles. In these automotive gas turbines with oxy-fuel combustion (i.e., methane in a nearly pure oxygen environment), each including three turbine rotors operating upon independent shafts, one rotor is designed to drive the compressor or pump, one is designed to produce the main part of the power output and the third rotor is adapted to aid the two first mentioned rotors. Full-time and/or part-time exhaust gas recirculation introduces exhaust gas or liquid into the compressor’s air intake or the pump’s fluid inlet of the compressor or pump replacing some of the air or supercritical fluid, respectively.
Highlights
The potential advantages of automotive gas turbines (AGT) in vehicle applications captured the fancy of the technical community from the mid 1950s until the early 1970s
The simplest virtually zeroemission (VZE) three-stage AGT/solid oxide fuel cells (SOFC) cycle consists of a coupling of the two components by a recuperator. In this case the SOFC exhaust heats compressed air in the AGT recuperator (Fig. 10) while anode and cathode gas preheating is done with heat from the AGT exhaust gas and the heat released from combustion of residual oxy-fuel contained in the SOFC exhaust gas. As this concept leads to high temperatures at the recuperator exit, there is only small additional firing necessary to reach the nominal turbine inlet temperature (TIT), provided this is in the same range as the temperature of operation of the SOFC
The high electrical efficiencies of AGT/SOFC -- systems integrated via recuperators increased SOFC -- operating temperatures whereas higher TITs obtained from additional firing reduce efficiency of this VZE three-stage AGT/SOFC propulsion and/or dispulsion concept over the entire investigated range
Summary
The potential advantages of automotive gas turbines (AGT) in vehicle applications captured the fancy of the technical community from the mid 1950s until the early 1970s. The third turbine does not just permit smaller turbine wheels It and the associated planetary gearing allow the KTT three-stage AGT to achieve twice the stall torque possible with other AGTs. One more thing about the third-stage turbine is that it lowers specific fuel consumption (SFC) at idle and part load--one of the big problems with other AGTs. The auxiliary M-M shaft is allowed to overrun the power M-M shaft, propelling the accessories at normal speed. Analysis design to date on the VZE three-stage AGT or AGT?SOFC powertrain show it to have a remarkable compatibility with the requirements for HEVs such as low idle and part load SFC, zero exhaust emissions, rapid acceleration and low cost
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