EP1049855B1 - Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel - Google Patents

Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel Download PDF

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Publication number
EP1049855B1
EP1049855B1 EP99902587A EP99902587A EP1049855B1 EP 1049855 B1 EP1049855 B1 EP 1049855B1 EP 99902587 A EP99902587 A EP 99902587A EP 99902587 A EP99902587 A EP 99902587A EP 1049855 B1 EP1049855 B1 EP 1049855B1
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EP
European Patent Office
Prior art keywords
compressed air
thermal
chamber
volume
thermal heater
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP99902587A
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German (de)
English (en)
French (fr)
Other versions
EP1049855A1 (fr
Inventor
Guy Zone industrielle 3405 NEGRE
Cyril Zone Industrielle 3405 Negre
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MDI Motor Development International SA
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MDI Motor Development International SA
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Publication date
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Application filed by MDI Motor Development International SA filed Critical MDI Motor Development International SA
Priority to SI9930400T priority Critical patent/SI1049855T1/xx
Publication of EP1049855A1 publication Critical patent/EP1049855A1/fr
Application granted granted Critical
Publication of EP1049855B1 publication Critical patent/EP1049855B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F01B17/025—Engines using liquid air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G3/00—Combustion-product positive-displacement engine plants
    • F02G3/02—Combustion-product positive-displacement engine plants with reciprocating-piston engines

Definitions

  • the invention relates to land vehicles and more particularly those equipped with depolluted or depolluting engines with independent combustion chamber, operating with additional compressed air injection, and comprising a high compressed air tank pressure.
  • the fuel injector In operation with air plus additional compressed air which interests us more particularly in the context of the invention, at low power, the fuel injector is no longer ordered ; in this case, it is introduced into the combustion chamber, substantially after the admission into the latter of compressed air - without fuel - coming from the chamber suction and compression, a small amount of additional compressed air from a external tank where the air is stored under high pressure, for example 200 bars, and at the temperature room. This small amount of compressed air at room temperature will heat up on contact with the mass of high temperature air contained in the combustion or expansion chamber will expand and increase the pressure in the chamber to allow delivery during relaxation motor work.
  • This type of dual-mode or dual-energy engine air and petrol or air and compressed air can also be modified for preferential use in the city, for example on all vehicles and more particularly on city buses or other service vehicles (dumpster taxis, etc.), in additional air-compressed air single-mode, by deleting all the operating elements of the engine with conventional fuel.
  • the engine only works in single mode with compressed air injection additional in the combustion chamber which thus becomes an expansion chamber.
  • the air drawn in by the engine can be filtered and purified through one or more carbon filters or other mechanical, chemical, molecular sieve, or other filters to make a motor decontaminating.
  • air in this text means "any non-polluting gas”.
  • This method of injecting additional compressed air can also be used on conventional 2 or 4 stroke engines where said injection of additional compressed air is carried out in the engine combustion chamber substantially at top ignition dead center.
  • the method according to the invention proposes a solution which makes it possible to increase the amount of usable and available energy. It is characterized by the means implemented and more particularly by the fact that the compressed air, before its introduction into the combustion and / or expansion, is channeled into a thermal heater where it will increase by pressure and / or volume, thus considerably increasing the performance which can be performed by the engine.
  • Another characteristic of the process according to the invention proposes a solution making intervene the thermal energy recovery process which has just been described above, and which further increases the amount of usable and available energy. It is characterized by means implemented and more particularly by the fact that, the compressed air, after its passage in the air air heat exchanger and before its introduction into the combustion chamber is channeled into a thermal heater where it will again increase pressure and / or volume before its introduction into the combustion and / or expansion chamber. thus increasing considerably the performance that can be achieved by the engine.
  • thermal heater has the advantage of being able to use clean continuous combustions which can be catalyzed or depolluted by any known means. It can be powered by conventional fuel such as gasoline, propane butane gas or LPG or other, as well as it can use chemical reactions and / or electrical energy to heat the compressed air passing through it.
  • Those skilled in the art can calculate the quantity of very high pressure air to be supplied to the expansion system with work, as well as the characteristics and volumes of the latter so to obtain at the end of this expansion with work and taking into account the heating power, the selected end-use pressure and the coldest possible temperature, depending on engine use. Electronic parameter management optimizes everyone moments the quantities of compressed air used, recovered and reheated. Those skilled in the art can also calculate the sizing and characteristics of the thermal heater which can use all the concepts known in this field without changing the process of the invention.
  • the thermal heater which is used to heat compressed air from the high pressure storage tank, through the system for recovering ambient or non-ambient thermal energy is also used, independently or in combination with the two solutions described above, i.e. directly from the storage tank or through the heat recovery unit, to reheat compressed air taken from the engine's suction and compression chamber, thus increasing its pressure and / or its volume before reintroducing it into the combustion and / or expansion to allow the latter to increase pressure gases contained in said chamber before expansion in the expansion and exhaust cylinder which causes the motor time.
  • the compressed air which is sent to the thermal heater comes from the storage, of the device for recovering ambient thermal energy, of a sample from the suction and compression chamber separately or in combination, in proportions determined according to the conditions of use.
  • Figure 1 shows, schematically, seen in cross section, a motor cleaning and its compressed air supply installation, comprising a suction chamber and compression 1, a combustion or expansion chamber 2 at constant volume in which is located an additional air injector 22 supplied with compressed air stored in a very high pressure tank 23 and an expansion and exhaust chamber 4.
  • the chamber suction and compression 1 is connected to the combustion or expansion chamber 2 by a conduit 5, the opening and closing of which are controlled by a sealed flap 6.
  • the combustion or expansion 2 is connected to the expansion and exhaust chamber 4 by a conduit or transfer 7, the opening and closing of which are controlled by a sealed flap 8.
  • the suction and compression chamber 1 is supplied with air by an intake duct 13 of which the opening is controlled by a valve 14 and upstream of which is installed a carbon filter depolluting 24.
  • the suction and compression chamber 1 functions as a set of piston compressor where a piston 9 sliding in a cylinder 10 is controlled by a connecting rod 11 and a crankshaft 12.
  • the expansion and exhaust chamber 4 controls a conventional assembly piston engine with a piston 15 sliding in a cylinder 16, which drives by via a connecting rod 17 the rotation of a crankshaft 18.
  • the rotation of the crankshaft 12 of the suction and compression chamber 1 is controlled through a mechanical link 21 by the engine crankshaft 18 of the trigger and exhaust 4.
  • a thermal heater 56 consisting of burners 57 which will considerably increase the temperature and therefore the pressure and / or volume of the compressed air from the reservoir 23 (in the direction of the arrows F), during its passage in the exchange coil 58 to allow a considerable improvement in engine performance.
  • the motor is equipped in FIG. 2 with an energy recovery device ambient thermal where the expansion with work of the high pressure compressed air stored in the reservoir 23 is produced in a connecting rod 53 and working piston 54 assembly directly coupled to the driving shaft 18.
  • This piston 54 slides in a blind cylinder 55 and determines a work 35 into which opens on the one hand a high pressure air intake duct 37 of which opening and closing are controlled by a solenoid valve 38, and on the other hand a conduit exhaust 39 connected to the air air heat exchanger or radiator 41 itself connected by a leads 42 to a buffer capacity at almost constant final use pressure 43.
  • the solenoid valve 38 When operation when the working piston 54 is at its top dead center, the solenoid valve 38 is open then closed in order to admit a charge of very high pressure compressed air which will relax by pushing the piston 54 to its bottom dead center and driving through the connecting rod 53 the engine crankshaft 18. During the up stroke of the piston 54, the solenoid valve exhaust 40 is then opened and the compressed but relaxed air and at very low temperature contained in the working chamber is discharged (in the direction of the arrow F) into the air-air exchanger or radiator 41. This air will thus heat up to a temperature close to ambient and increase volume by joining buffer capacity 43 having recovered a quantity of energy not negligible in the atmosphere.
  • a thermal heater 56 consisting of burners 57 which will increase considerably the temperature and therefore the pressure and / or the volume of the compressed air in source (in the direction of the arrows F) of the air air exchanger 41 when it passes through the exchange coil 58.
  • the thermal heater 56 is implanted as a bypass of the compression suction chamber 1, hence part of the air from compressed by the piston 9 is directed (in the direction of the arrows F) towards the thermal heater 56 and during its passage in the exchange coil 58 heated by the burners 57, it will increase pressure and / or volume before being introduced into the buffer capacity 43 and being injected by the injector 22 in the combustion and / or expansion chamber 2.
  • FIG. 4 schematically represents a device combining the three devices described in FIGS. 1 and 2 and 3, the burners 57 of the thermal heater 56 simultaneously heat part of the air compressed by the piston 9 of the suction chamber and compression 1 in an exchange coil 58 before propelling it into the buffer capacity 43 and the compressed air from the storage tank through the recovery device of ambient thermal energy and the air air exchanger 41.
  • the thermal heater 56 receives compressed air from the storage tank. storage 23 through a conduit 37A, coming from the thermal energy recovery device ambient 41 by another conduit 42 and coming from the suction and compression chamber 1 by a third conduit 42A; each of these conduits has a control valve 59.59A, 59B piloted which makes it possible to determine the proportions of compressed air, of each provenance, to be heated according to the conditions of use
  • Regulating, burner ignition and intensity regulation systems burners are installed to more or less heat the compressed air passing through the coil reheating according to the energy requirements for driving the vehicle thus equipped.
  • the buffer capacity 43 disposed between the thermal heater 56 and the injector 22 can advantageously be insulated by an insulating envelope 43A, of materials known for this to keep the calories accumulated in the heater in compressed air thermal 56 before being injected into the chamber.
  • insulating envelope 43A of materials known for this to keep the calories accumulated in the heater in compressed air thermal 56 before being injected into the chamber.
  • Those skilled in the art can choose the volume of the buffer capacity 43 and the heat-insulating material as well as the pipes and various conduits can also be insulated without changing the invention just described.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Air-Conditioning For Vehicles (AREA)
  • Application Of Or Painting With Fluid Materials (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP99902587A 1998-01-22 1999-01-22 Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel Expired - Lifetime EP1049855B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI9930400T SI1049855T1 (en) 1998-01-22 1999-01-22 Method and device for additional thermal heating for motor vehicle equipped with pollution-free engine with additional compressed air injection

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9800877 1998-01-22
FR9800877A FR2773849B1 (fr) 1998-01-22 1998-01-22 Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel
PCT/FR1999/000126 WO1999037885A1 (fr) 1998-01-22 1999-01-22 Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel

Publications (2)

Publication Number Publication Date
EP1049855A1 EP1049855A1 (fr) 2000-11-08
EP1049855B1 true EP1049855B1 (fr) 2003-08-27

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EP99902587A Expired - Lifetime EP1049855B1 (fr) 1998-01-22 1999-01-22 Procede et dispositif de rechauffage thermique additionnel pour vehicule equipe de moteur depollue a injection d'air comprime additionnel

Country Status (26)

Country Link
US (1) US6305171B1 (ko)
EP (1) EP1049855B1 (ko)
JP (1) JP2002501136A (ko)
KR (1) KR100699602B1 (ko)
CN (1) CN1099523C (ko)
AP (1) AP2000001858A0 (ko)
AT (1) ATE248289T1 (ko)
AU (1) AU741894B2 (ko)
BR (1) BR9907213A (ko)
CA (1) CA2319268A1 (ko)
DE (1) DE69910731T2 (ko)
DK (1) DK1049855T3 (ko)
EA (1) EA200000761A1 (ko)
ES (1) ES2207170T3 (ko)
FR (1) FR2773849B1 (ko)
HK (1) HK1032807A1 (ko)
HU (1) HUP0100722A3 (ko)
IL (1) IL137020A0 (ko)
NO (1) NO20003746L (ko)
NZ (1) NZ506407A (ko)
OA (1) OA11767A (ko)
PL (1) PL197327B1 (ko)
PT (1) PT1049855E (ko)
SK (1) SK10102000A3 (ko)
TR (1) TR200002165T2 (ko)
WO (1) WO1999037885A1 (ko)

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AU769713B2 (en) * 1999-10-08 2004-01-29 James J. Mehail Engine having external combustion chamber
BG63882B1 (bg) * 2000-03-09 2003-04-30 Георги ГЪЛЪБОВ Акумулаторно-регенеративен двигател с вътрешно горене
FR2831598A1 (fr) 2001-10-25 2003-05-02 Mdi Motor Dev Internat Groupe motocompresseur-motoalternateur a injection d'air comprime additionnel fonctionnant en mono et pluri energies
FR2837530B1 (fr) 2002-03-21 2004-07-16 Mdi Motor Dev Internat Groupe de cogeneration individuel et reseau de proximite
FR2838769B1 (fr) 2002-04-22 2005-04-22 Mdi Motor Dev Internat Detendeur a debit variable et distribution par soupape a commande progressive pour moteur a injection d'air comprime fonctionnant en mono et pluri energie et autres moteurs ou compresseurs
FR2843577B1 (fr) 2002-08-13 2004-11-05 Mdi Motor Dev Internat Vehicule de transport urbain et suburbain propre et modulaire
US7005757B2 (en) * 2003-02-18 2006-02-28 Shunmugham Rajasekara Pandian Pneumatic human power conversion system based on children's play
FR2862349B1 (fr) * 2003-11-17 2006-02-17 Mdi Motor Dev Internat Sa Moteur a chambre active mono et/ou bi energie a air comprime et/ou energie additionnelle et son cycle thermodynamique
WO2006069587A1 (en) * 2005-01-01 2006-07-06 Assad Beshara Assad Continuous air motors
FR2887591B1 (fr) * 2005-06-24 2007-09-21 Mdi Motor Dev Internat Sa Groupe moto-compresseur basses temperatures a combustion "froide" continue a pression constante et a chambre active
FR2904054B1 (fr) 2006-07-21 2013-04-19 Guy Joseph Jules Negre Moteur cryogenique a energie thermique ambiante et pression constante et ses cycles thermodynamiques
FR2905404B1 (fr) * 2006-09-05 2012-11-23 Mdi Motor Dev Internat Sa Moteur a chambre active mono et/ou bi energie a air comprime et/ou energie additionnelle.
FR2907091A1 (fr) 2006-10-16 2008-04-18 Mdi Motor Dev Internat Sa Procede de fabrication d'une coque structurelle d'une voiture economique
US7789181B1 (en) 2008-08-04 2010-09-07 Michael Moses Schechter Operating a plug-in air-hybrid vehicle
US20160024924A1 (en) * 2009-03-02 2016-01-28 Michael Mark Anthony Thermal engine using noncombustible fuels for powering transport vehicles and other uses
FR2945578A1 (fr) * 2009-05-15 2010-11-19 Jean Louis Lombard Procede et systeme de moteur hybride a synergie thermodynamique a charge thermique et pneumatique a cycles divises par plusieurs modes de fonctionnement
IT1398528B1 (it) * 2010-02-24 2013-03-01 Truglia Motore ad elevato rendimento, con propulsione ad aria compressa o ad altro gas comprimibile.
GB201012743D0 (en) 2010-07-29 2010-09-15 Isentropic Ltd Valves
JP5721129B2 (ja) * 2010-08-30 2015-05-20 聖士郎 宗平 圧縮空気熱機関
EP2631425A4 (en) 2010-10-18 2014-04-23 Cuevas Daniel Matos SYSTEM FOR ADAPTING AN INTERNAL COMBUSTION ENGINE TO OPERATE WITH AIR OR COMPRESSED GAS
CN102213137B (zh) * 2011-05-12 2013-04-24 魏永久 一种独立燃烧室双活塞两冲程内燃发动机
CN102410047B (zh) * 2011-12-01 2014-03-12 陈亦虎 低能耗气动机
CN103422893B (zh) * 2012-05-25 2015-07-08 周登荣 用于气动汽车的空气动力发动机总成
CN103206257B (zh) * 2012-10-10 2014-12-03 祥天控股（集团）有限公司 用于空气动力发动机的加热装置
CN104564159B (zh) * 2015-01-21 2017-01-25 苟仲武 利用环境热能的改进型动力装置及改进型动力系统
RU2619516C1 (ru) * 2016-03-29 2017-05-16 Федеральное государственное бюджетное образовательное учреждение высшего образования "Омский государственный технический университет" Поршневой двигатель
RU172262U1 (ru) * 2016-06-08 2017-07-03 Вячеслав Степанович Калекин Расширительно-компрессорный агрегат транспортного средства

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Also Published As

Publication number Publication date
IL137020A0 (en) 2001-06-14
EA200000761A1 (ru) 2001-04-23
NZ506407A (en) 2003-09-26
HUP0100722A3 (en) 2001-12-28
HK1032807A1 (en) 2001-08-03
ES2207170T3 (es) 2004-05-16
SK10102000A3 (sk) 2001-04-09
NO20003746L (no) 2000-09-04
PT1049855E (pt) 2004-01-30
HUP0100722A2 (hu) 2001-08-28
KR20010034212A (ko) 2001-04-25
PL342041A1 (en) 2001-05-21
TR200002165T2 (tr) 2000-12-21
AU741894B2 (en) 2001-12-13
PL197327B1 (pl) 2008-03-31
WO1999037885A1 (fr) 1999-07-29
FR2773849A1 (fr) 1999-07-23
NO20003746D0 (no) 2000-07-21
BR9907213A (pt) 2000-10-24
CN1288500A (zh) 2001-03-21
DE69910731T2 (de) 2004-07-08
DK1049855T3 (da) 2003-12-22
KR100699602B1 (ko) 2007-03-23
CA2319268A1 (fr) 1999-07-29
AU2283199A (en) 1999-08-09
OA11767A (en) 2005-07-19
FR2773849B1 (fr) 2000-02-25
AP2000001858A0 (en) 2000-09-30
US6305171B1 (en) 2001-10-23
CN1099523C (zh) 2003-01-22
JP2002501136A (ja) 2002-01-15
ATE248289T1 (de) 2003-09-15
DE69910731D1 (de) 2003-10-02
EP1049855A1 (fr) 2000-11-08

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