BMW Turns to Steam to Boost Power, Improve Fuel Economy
02-17-06, 08:21 AM
#1
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BMW Turns to Steam to Boost Power, Improve Fuel Economy
BMW Turns to Steam to Boost Power, Improve Fuel Economy
By FELIX BAUER | AUTOMOTIVE NEWS
AutoWeek | Published 02/13/06, 1:17 pm et
1. Radiator/ low temperature condenser 2. Pump 3. Steam generator 4. Steam generator/ high temperature condenser 5. Superheater 6. Steam generator/ low temperature condenser 7. Low temperature expander 8. High temperature expander
http://www.autoweek.com/apps/pbcs.dl...02/1041/STATIC
By FELIX BAUER | AUTOMOTIVE NEWS
AutoWeek | Published 02/13/06, 1:17 pm et
1. Radiator/ low temperature condenser 2. Pump 3. Steam generator 4. Steam generator/ high temperature condenser 5. Superheater 6. Steam generator/ low temperature condenser 7. Low temperature expander 8. High temperature expander
MUNICH, Germany -- BMW is applying steam-engine technology in an auxiliary drive that the automaker says can boost both power and fuel efficiency in ordinary piston-driven cars.
The automaker is testing a two-stage device called the Turbosteamer on a stationary conventional 1.8-liter engine at BMW headquarters here.
The device works entirely on the waste heat from the engine.
Turbosteamer converts more than 80 percent of the heat energy in the exhaust into usable power, says Raymond Freymann, head of BMW's advanced research and development subsidiary.
BMW could start building production vehicles with the system by the first half of the next decade, Burkhard Goeschel, BMW board member for r&d, said during a briefing.
The system can be used on any combustion engine.
In trials on a test rig, the system when attached to a regular BMW four-cylinder, 1.8-liter Valvetronic engine reduced fuel consumption by 15 percent. It also generated an extra 13 hp and 14.8 pounds-feet of torque.
The concept is hardly new. The first patent for a steam auxiliary drive harnessing exhaust heat was issued in 1914 to Wilhelm Schmidt of Germany.
The sheer size of a heat-recovery system had been the biggest problem. But the Turbosteamer fits in a regular 3-series body.
"All we lose is a bit of ground clearance," says Freymann.
BMW knows that a production version of the Turbosteamer system must provide enough benefit to justify the higher price tag.
Says Freymann: "The clients have to save more fuel than the syst***s extra cost."
How the system works
BMW's system uses two fluid-circulating systems to recover exhaust heat from the gasoline engine. The primary high-temperature circuit pumps water through a heat exchanger, surrounding the exhaust gases immediately behind the catalytic converter. Water is heated to 1,022 degrees Fahrenheit.
Steam is converted into mechanical energy in an expander and transferred by pulleys to the engine crankshaft.
The steam flows through another heat exchanger and transfers its remaining heat to a second circuit filled with ethanol. This lower temperature system replaces the engine's regular coolant system.
This system also collects heat in a heat exchanger in the exhaust-gas flow. It releases its energy in a second expander unit that transfers the energy to the crankshaft.
The automaker is testing a two-stage device called the Turbosteamer on a stationary conventional 1.8-liter engine at BMW headquarters here.
The device works entirely on the waste heat from the engine.
Turbosteamer converts more than 80 percent of the heat energy in the exhaust into usable power, says Raymond Freymann, head of BMW's advanced research and development subsidiary.
BMW could start building production vehicles with the system by the first half of the next decade, Burkhard Goeschel, BMW board member for r&d, said during a briefing.
The system can be used on any combustion engine.
In trials on a test rig, the system when attached to a regular BMW four-cylinder, 1.8-liter Valvetronic engine reduced fuel consumption by 15 percent. It also generated an extra 13 hp and 14.8 pounds-feet of torque.
The concept is hardly new. The first patent for a steam auxiliary drive harnessing exhaust heat was issued in 1914 to Wilhelm Schmidt of Germany.
The sheer size of a heat-recovery system had been the biggest problem. But the Turbosteamer fits in a regular 3-series body.
"All we lose is a bit of ground clearance," says Freymann.
BMW knows that a production version of the Turbosteamer system must provide enough benefit to justify the higher price tag.
Says Freymann: "The clients have to save more fuel than the syst***s extra cost."
How the system works
BMW's system uses two fluid-circulating systems to recover exhaust heat from the gasoline engine. The primary high-temperature circuit pumps water through a heat exchanger, surrounding the exhaust gases immediately behind the catalytic converter. Water is heated to 1,022 degrees Fahrenheit.
Steam is converted into mechanical energy in an expander and transferred by pulleys to the engine crankshaft.
The steam flows through another heat exchanger and transfers its remaining heat to a second circuit filled with ethanol. This lower temperature system replaces the engine's regular coolant system.
This system also collects heat in a heat exchanger in the exhaust-gas flow. It releases its energy in a second expander unit that transfers the energy to the crankshaft.
02-17-06, 08:58 AM
#2
Lexus Fanatic
The idea of using water injection to make steam and more power in piston and turbine engines is nothing new. It has been done in aircraft engines for years. In World War II many combat aircraft......especially single-engine fighters with radial and in-line engines in the 2500-3000 HP range........used water injection for emergencies such as getting away from a faster enemy plane on your tail or having to make an emergency climb. The throttle had a "tripwire" that the pilot rammed the handle through and broke.....that instantly gave about 500-700 or extra HP for a short burst. But that stress was only for emergencies and more than the engine could normally take....when you got back to the carrier or land base the plane's crew chief had to tear the engine apart and inspect it for damage.
Later...in the late 1950's...the first DC-8 jet airliners used water injection as standard procedure on takeoff in their 4 jet engines because the plane was somewhat underpowered without it, and you cannot afford a lack of power on take-off.
In automotive use, though, it has not proved very popular over the years for a number of reasons....cost, complexity, having to refill two tanks....water and fuel....instead of one, etc.....
Later...in the late 1950's...the first DC-8 jet airliners used water injection as standard procedure on takeoff in their 4 jet engines because the plane was somewhat underpowered without it, and you cannot afford a lack of power on take-off.
In automotive use, though, it has not proved very popular over the years for a number of reasons....cost, complexity, having to refill two tanks....water and fuel....instead of one, etc.....
Last edited by mmarshall; 02-17-06 at 09:01 AM.
02-17-06, 10:40 AM
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Marshall, this has nothing to do with water injection. It is a completely separate "engine" driven by steam, the section called an "expander" in the article above.
I had water injection (an Edelbrock system IIRC) on a hot-rodded 240Z because compression was too high along with advanced timing. Yep, it was a pain to keep filling the reservoir but it allowed me to squeeze a lot out that engine.
I had water injection (an Edelbrock system IIRC) on a hot-rodded 240Z because compression was too high along with advanced timing. Yep, it was a pain to keep filling the reservoir but it allowed me to squeeze a lot out that engine.
02-17-06, 04:57 PM
#7
Lexus Fanatic
Originally Posted by Penforhire
Marshall, this has nothing to do with water injection. It is a completely separate "engine" driven by steam, the section called an "expander" in the article above.
I had water injection (an Edelbrock system IIRC) on a hot-rodded 240Z because compression was too high along with advanced timing. Yep, it was a pain to keep filling the reservoir but it allowed me to squeeze a lot out that engine.
I had water injection (an Edelbrock system IIRC) on a hot-rodded 240Z because compression was too high along with advanced timing. Yep, it was a pain to keep filling the reservoir but it allowed me to squeeze a lot out that engine.
I think it is a good idea if BMW can perfect the technology. By doing so, IMO they will atone for...................well, never mind, I won't go into that again.
Last edited by mmarshall; 02-17-06 at 05:01 PM.
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02-17-06, 05:38 PM
#8
eh, there was an thread about this.this is in development only. BMW plans to have it production ready by 2015. Reason we are discussing it here is unknown to me :-). You cant even call it an concept since they dont have one yet. It is basically an car frame, with wheels and this system of top of it - i saw it on tv car show - they didnt figure out where to put the cabit yet :-).
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