Diesel Steam Engine Theory

This seemed to be a hot topic on another thread that got somewhat off-track, so I'm going to create a new thread for the discussion on energy recovery and the principle of a steam generator to harness and re-capture some of the thermal loss of a diesel engine.  

This is how Cummins decided to do it. Cummins

Here is the Cyclone WHE setup. It uses low pressure steam. Cyclone

What we are basically doing is combining the internal combustion engine with the external combustion engine. This new engine is called a Eternal engine.  

(this is a copy of what is on the other thread, I just didn't want to retype it all, but thought it should be moved over to continue the discussion.)

ETERNAL engine huh? Clever. Sounds like a bad engineering joke. I halfway understand your scheme with the shafts off the crank but I got lost in the acronyms. I am kind of a rookie in the manly motor talk. Unfortunately, I understand how engines work, and can work on them, I just can't sit around with other guys and shoot the ... about engines and all the legends. I couldn't tell you a thing about gas engines, but hey, I guess that is why we are talking about diesels.
Anyway, I don't quite get the theory between. I just reread you last statement and figured out the acronyms, I think. IFS for independent front suspension correct? So are you saying that engaging the brake would disengage the internal engine from the external or engage it? I am not familiar with how an IFS differential works.
Now are you saying that the external engine would add the captured heat energy (NRG) back to the crankshaft via the IFS differential setup? If so that still doesn't answer our question of how to power the accessories before engine gets warm enough. Or what method to use to originally collect the wasted heat. I guess I am getting mixed up in what direction the NRG is going to be flowing through our differential.
It would be neat if Diesel Power's (DPM) website had a sketchpad tool that we could implement for talks like this. I can visualize the setup that you describe, and can imagine how it would all work, but would it fit. I guess it wouldn't be as large as a full IFS, just the same concept. But are we still talking of doing away with the radiator and fan to make this space.

HEY! Brainscheme - even if we cant elimate the radiator, what about a custom radiator mounted in the fender(s). That could also be a place to fit in an intercooler and AC condensor and would still be seperate from the main engine compartment. Perhaps that is too far in the future of the project, but I just thought I would throw it out there before I forgot.  

Yep just the center section of the differential. It would act like a 3 way power coupler. The yoke connected to the front of the engine one constant velocity (CV) axle shaft connected to the electric or steam motor and the other axle connected to a brake. It's an idea for a cheap hybrid that I would like to see if it works.

Otherwise use the main diesel engine's waste heat to separate hydrogen from water. The waste heat powers a boiler, steam powers steam engine which spins generator for electricity. This system would require less fabrication.

The sketchpad idea would be nice.  

I told my brother to check out our talk. He is an electrical engineer. He was questioning the speed relation on the differential. And now I am too after reading your last bit. Are you saying generate power through the differential to a generator off the brake? And somehow be able to reverse that power to transfer back to the engine later. Your remark about the hybrid is why I ask. I thought you were saying that the differential would just serve to transfer electrical power from a motor directly to the crankshaft of the Internal Combustion (IC) motor. That makes perfect sense to me, but that is what my brother was questioning about the speed difference between the crankshaft and the electric motor. But what role does the brake on the other shaft have to do with anything. Is that required? I guess I need to read up on IFS differentials to see how they work.  

You could run a different gear from the electric motor if you needed. An open differential spins the tire with least traction. So you would use the brake as a clutch. With the brake disengaged the shaft would spin and disconnect the electric motor from the diesel engine. This is not a great idea but its something to tinker with plus the parts needed already exist. Its probably not required but if you just wanted diesel. Maybe I made it too complicated.

Could you just connect the electric motor to the front of the diesel crankshaft? You could use a carrier bearing, drive shaft and a coupler. The only thing is is space. Will all that fit inline? Probably not in an inline 6 Cummins. That is why I was thinking of the differntial to make the 90 degree turn.  

I think the differential would work fine. Just so long as there is some sort of clutch (brake) like you said that serves as a break  between the engine and the electric motor. The last thing we want is to have the engine spinning the elec. motor and robbing power. Plus that way is something does go haywire, you burn up a clutch instead of stripping/breaking gears or even worse, harming the main diesel engine.
My brother did recommend another idea for the power harnessing. In relation to the IVT transmission, if we could somehow add the power from the steam generator direct into the drive train. Something so you could use the max power from the steam electric. I don't know if this would work, but what about some sort of gearing. If the electric motor is putting out more power direct to the transmission, then the diesel engine has to put in less. So it can spin slower, and use less fuel. Basically we would be building a diesel hybrid. The diesel drive train would only kick in when the electric wasn't enough. Much like a diesel/electric locomotive or drilling rig. Either way, an IVT transmission is a critical link in max  efficiency gains.  

Check out Torotrak's website.

http://www.torotrak.com/hybrids/

I've seen little IVT transmissions that are used for accesories. Plus I've seen little electric motors that look like alternators but can double as electric motors. Jason Sands has a little DC electric motor we could experiment with. AC motors are more effiecient.

Lightning Hybrids is coming out with a hydrulic hybrid option. They are making the kits available for Crown Victorias and pickups.  

Excellent. I did look at Torotracks website the other night. Unfortunately though, my internet was too shotty to show the videos. Perhaps I can look at it at work tomorrow.
I like where all this is going. I can't imagine we are the only ones chasing this, but who knows. Can you imagine, a "hybrid" diesel pickup that gets upwards of 50-60 mpg and can still tow? That would be incredible. Even better it would be a nice swift kick in the nuts to all the anti-diesel nuts out there.
Man, now I have to look up Lightning Hybrids to see what they have.  

Improved Cyclone Waste Heat Steam Enginehttp://www.greencarcongress.com/2009/07/whe-20090703.html#more

Check out the video.