JP2012047138A - Compressed air heat engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enhance energy utilizing efficiency utilizing exhaust heat and regenerative energy of low cost and excellent durability in a mechanism nearly equal to the conventional one.SOLUTION: While obtaining regeneration power by compressing and carrying out pressure-accumulation of the air at a compression stage of an internal combustion engine, regeneration of power and cranking start of the internal combustion engine is performed as an air engine and common switching control of the internal combustion engine and the air engine or a regeneration compressor and a combustion chamber are enabled. The air engine is operated as a heat air engine to perform exhaust heat recovery by utilizing the exhaust heat or a heated air from an external heat source. Supercharge of the internal combustion engine by regeneration compressed air is performed to enhance output, a compound cycle of an external combustion engine and the internal combustion engine is enabled and combustion of a lean mixed gas by a catalyst is enabled. The stabilization system of power supply into which a power buffer function by pressure accumulation as a power smart grid is incorporated is attained.

Description

  The present invention is an engine that accumulates surplus power as pressure energy and adds thermal energy to the pressure energy during regeneration to improve thermal efficiency and have an energy buffer function.

Conventionally, as a method of effectively using surplus power such as inertial energy, a hybrid car or the like is mainly performed through a battery as electric energy using a generator, and an expensive power generation combined high output motor and A large output battery was needed.
(For example, Patent Document 1)

In addition, in order to regenerate and regenerate the inertia of a vehicle, it is possible to use regenerative energy as compressed air by using compressed pressure, and using a pneumatic machine with a large output in combination with an engine has the disadvantage that the cost increases and the device becomes large. there were.
(For example, Patent Document 2)

In addition, a proposal is made to improve the overall efficiency by combining the internal combustion engine with the same function as an air machine and starting the prime mover using compressed air, or supplying fuel to the combustion chamber together with the compressed air. There was a complicated structure.

In the literature, it is described as a two-cycle internal combustion engine. However, as a permanent internal combustion engine cycle, the charge / compression stroke is inevitably required in a separate stroke. An increase in output per displacement was not expected.
(For example, Patent Document 3)

In addition, there is a proposal to use a partial steam engine to reuse the exhaust heat of the internal combustion engine, but the mechanism is complicated and it is necessary to supply water at a high pressure and to replenish water like a steam locomotive. .
(For example, Patent Document 4)

In addition, although an external combustion engine such as a hot air engine using a Stirling cycle or the like can be used as a means for recovering exhaust heat from the internal combustion engine, the apparatus is complicated and cannot be easily used.
(For example, Patent Document 5)

Also, a mechanism that combines a hot air engine using an Ericsson cycle and an internal combustion engine has been devised as means for recovering exhaust heat from the internal combustion engine, but the combination of the internal combustion engine and the hot air engine complicates the device and can be used easily. It was not a thing.
(For example, Patent Document 6)

JP, 2010-89619, A Regenerative control device of a hybrid vehicle

JP, 8-175216, A Regenerative brake

International publication number WO2005 / 042942

JP, 2010-155104, A Combined cycle hybrid reciprocating engine

JP, 10-306747, A Hot air engine

JP, 2004-84564, A Exhaust heat recovery device

  The problem to be solved is to make effective use of durable regenerative and exhaust heat energy without major modifications to existing gasoline and diesel engine mechanisms and without using expensive parts such as batteries and motors. That is.

  The present invention uses a compressed air obtained by pre-accumulating a heat cycle performed in one cycle of the internal combustion engine, performs a heat cycle that could not be performed in the conventional one cycle, and performs the external combustion engine and the internal combustion engine as a simultaneous cycle. As well as possible

It is possible to operate as an air compressor for accumulating surplus power and an air engine for power regeneration, and it is combined as a hot air engine to operate as an air machine to improve thermal efficiency and exhaust heat. It can be used.

  (1) Heating and expanding the compressed air flowing into the expansion chamber when operating as an air engine with compressed air from the animal pressure device.

The capacity of the accumulator is such that the pressure fluctuation can be ignored by one stroke of compression and expansion. Even if there is pressure fluctuation of the accumulator during the cycle at least as a heat engine, the work by expansion is necessary for compression. Reserve capacity to be more than the workload.

When compressed air is heated in the flow path from the accumulator to the expansion chamber, the compressed air expands in the middle of the flow path, expands at the same pressure as the accumulator, flows into the expansion chamber, and the flow rate from the accumulator In addition, the expansion due to heating can work.

In a steady heat cycle, if an equal amount of air is compressed from the pressure accumulator into the expansion chamber and is refilled in the pressure accumulator, the amount of expansion due to subtraction heating becomes the work amount and steady operation is possible.

At this time, if the pressure of the pressure accumulator is kept high, the thermal efficiency is increased and the specific output is increased by the same effect as the compression ratio of a general internal combustion engine is increased, and the compression rate of the gasoline engine is about 10. Since the maximum cylinder pressure during combustion is 4 MPa, if the same level of pressure is accumulated, the same or higher output can be obtained even with the air pressure alone. When the air volume decreases and becomes equal to the amount of compressed air, the thermal cycle is in steady operation.

Diesel engines are operated at higher combustion pressures to improve thermal efficiency, but the same thermal efficiency can be obtained if the accumulated pressure is set to the same level. A typical high-pressure cylinder has a pressure resistance of about 15 MPa, and can be operated at a high pressure without requiring special consideration for the structure of the accumulator.

Also, if the capacity volume of the pressure accumulator is small, the pressure of the pressure accumulator itself decreases as the compressed air is discharged during the expansion stroke, and the constant pressure expansion required for continued operation does not occur, making it impossible to continue the heat cycle. It is necessary to have sufficient capacity.

The process will be described with reference to FIG.

At the top dead center, compressed air is caused to flow into the upper surface of the piston 14 from the accumulator 1, and the piston 14 is pushed down as the same pressure as the accumulator 1. When heated in the flow path from the flow of compressed air at this time, it expands and flows into the cylinder 16. If fuel is further mixed with the compressed air flowing into the cylinder and combustion starts, high-pressure combustion gas is introduced into the cylinder 16. As a result, the consumption of compressed air is reduced.

In addition, the control valve 5 is closed at the start of combustion, the supply of compressed air from the pressure accumulator is stopped to prevent the backflow of combustion gas, and the piston 14 is pushed down by heating and expansion of the combustion gas, so that the pressure of the pressure accumulator 1 is reduced. It can be operated at a high pressure.

In the expansion stroke, the inflow of the heated and expanded compressed air is stopped until the exhaust port 10 is opened, and the lower surface of the piston 14 compresses the sucked air. The piston upper surface pressure and the lower surface pressure can be made larger than the upper pressure due to the difference in the cross-sectional area of the piston rod 15, so that highly compressed air can be filled in the accumulator 1.

At the bottom dead center, the pressure on the lower surface side of the piston 14 in the cylinder becomes the minimum volume, so the compressed air is compressed to the maximum pressure and accumulated in the accumulator 1, and the air that has expanded and flowed in from the accumulator 1 on the upper surface of the piston 14. Is exhausted from the exhaust port 10 on the side of the cylinder.

In the compression stroke, the residual exhaust after the heat release from the exhaust is compressed again on the upper surface of the piston, and the piston rod side sucks outside air.

In this cycle, the average difference between the cylinder upper surface pressure and the lower surface pressure is output as work, and can be expressed as a PV diagram shown in FIG. 3, where 1-2 is adiabatic compression performed by the piston 14 lower surface side. Process 2-3 is a constant pressure expansion process by inflow of compressed heating air on the upper surface of the piston 14, 3-4 is an adiabatic expansion process after stopping the inflow of compressed heating air on the upper surface of the piston 14, 4-1 is exhaust on the upper surface of the piston 14 and the piston 14 It becomes equal volume cooling by intake air on the lower surface.

In the actual cycle of the present invention, since the adiabatic compression process, the constant pressure expansion process, and the adiabatic expansion process proceed simultaneously, the compression process is prepared in advance to operate to complement the cycle phases of the expansion process and the compression process.

In addition, in an internal combustion engine, cranking is required by external force at the time of starting, but since the compression process is completed in advance in the present invention, if the piston is in the expansion process, cranking by external force is unnecessary, and a multi-cylinder configuration is used. If the number of cylinders is equal to or greater than 3, the number of cylinders in the expansion process becomes 1 or more regardless of the angle of the crank, and it can be started.

Even after startup, compression and expansion are performed at the same time, so it is possible to maintain a slow operating speed, and it is possible to generate sufficient torque from an ultra-low speed.If the piston position is switched between the expansion process and the compression process when the compressed air is supplied It is possible to reverse the crank.

This thermal cycle is the same constant pressure cycle as that of a diesel engine, and heating by external combustion and combustion process by internal combustion can coexist simultaneously. For this reason, the first stage heating can be performed with a relatively low temperature external heat, and the mixture can be heated to a high temperature by combustion of the air-fuel mixture in the next stage.

When compression and expansion are performed by a dedicated compressor and expander, the cycle is similar to that of a gas turbine, and thermal efficiency can be easily improved by reheating.

If the above cycle is performed simultaneously on both sides of the piston, it becomes a 2-stroke / thermal cycle, and if it is operated only on one side of the piston by opening and closing the valve, it becomes a 4-stroke / thermal cycle. Two strokes / thermal cycle.

Although it can be operated with 4 strokes, the operation with 2 strokes is simpler mechanism and the mechanical loss is lower, and the device can be easily downsized. Lubricating oil can be separated and recovered.

In addition, the piston 14 and the cylinder 16 are made of fine ceramics to keep the airtight with non-lubricating oil, avoid problems related to lubrication of two strokes, recover heat from the cylinder 16 that becomes higher temperature, and cool conventionally. It is also possible to recover the heat that was lost.

In addition, the conventional two-stroke has a structure in which scavenging is not sufficiently performed. However, by replacing the exhaust gas with air by blowing in compressed air from the upper part of the cylinder and scavenging by expansion of the compressed air in the piping. It also has a feature that is completely close.

Further, when the pressure accumulation amount is sufficient, the operation can be performed only as an air engine, and when the reverse load is applied, the pressure can be accumulated by operating as an air compressor. It can be done only by controlling the discharge amount of compressed air from the pressure accumulator, and if the discharge amount is increased, the output will increase as an air engine and a heat engine, and if the discharge amount is decreased, the output will become negative and the pressure will be accumulated as a compression engine. It becomes.

At this time, the operation of the internal combustion engine is to supply the fuel corresponding to the discharge amount, and the external heating is stopped in proportion to the supply amount when there is no supply amount. Fine control is possible by the control.

(2) The heating means is characterized by indirectly heating the compressed air by heat exchange with external heat.

The compressed air is heated by the heat exchanger between the accumulator and the expansion chamber, and the compressed air flowing into the expansion chamber is heated and expanded in the flow path to be supplied to the thermal cycle.

The higher the accumulated pressure, the smaller the pipe diameter and the greater the specific heat of the compressed air, so there is an effect of improving heat transfer.

The external heat may be a heat exchange with various exhaust heat or a combustion chamber such as a boiler, may collect geothermal heat and sunlight, and can operate without selecting a heat source and fuel.

In addition, the adiabatic compression heat when operating as a compression engine can be used for reheating by heating the discharge compressed air when operating as an air engine. It is possible to compensate for the time difference, and it is possible to prevent a decrease in thermal efficiency by reheating and to increase the amount of accumulated air by lowering the temperature of the compressed air that is accumulated.

Further, since the cooling is open to the atmosphere, the heat exchanger only needs to be on the heating side, and a radiator required for a general hot air engine is not required, and the cooling efficiency is improved.

Further, when the heat is not heated from the external heat, the expansion process becomes adiabatic expansion if there is no heat in and out, and the compressed air expands to lower the temperature and absorb the external heat.

It can be said that this is a cycle in which the thermal cycle of the present invention is reversible, can operate as a prime mover and a heat pump, and has performance equivalent to an ideal efficiency Carnot cycle or Stirling cycle.

When this cycle is used as a heat pump, the air after the compression process generates heat, so that it becomes a high-temperature heat source, and when it expands after compression, the temperature decreases and can be used as a low-temperature heat source.

(3) The heating means is characterized by direct heating by combustion of compressed air with mixing of fuel.

Fuel is supplied to the flow path from the pressure accumulator to the expansion chamber, mixed with compressed air, ignited, and supplied to the heat cycle by expansion by the amount of generated heat and generated gas.

Since this is the same heat transfer as the internal combustion engine, if the accumulated pressure is high, the combustion gas also becomes high temperature and high pressure, and high efficiency and high output are possible.

Also, by burning the heated compressed air from the external heat, it is possible to recover the heat of the external heat at a relatively low temperature, and the ignitability is improved by supplying fuel to the heated compressed air.

In addition, since the combustion reaction proceeds in a high-pressure and high-temperature air stream, there is no stagnation of the air stream, fuel diffusion is fast, and uniform combustion and combustion with a lean fuel can be expected. It is possible to burn even with a low air-fuel ratio.

(4) By providing a valve for controlling the flow rate of compressed air between the pressure accumulator and the heating unit,

Control of the flow rate of the compressed air flowing into the expansion chamber does not need to be in the vicinity of the expansion chamber, and can be performed at a low temperature of the working fluid, eliminating the need for heat countermeasures in the valve mechanism.

In addition, after the control valve is shut off, the high pressure due to heating and expansion in the heater or expansion chamber is shut off by the low temperature control valve, and the fluid before heating stays in the valve part, so there is no backflow of heat and piping. Even if there is any heat transfer, it is cooled to the temperature of the pressure accumulator by the outflow from the pressure accumulator.

By operating the control valve at a low temperature, the seal material can be selected, confidentiality is maintained, the drive power is small, and an easily controlled solenoid valve can be used. Numerical control according to the signals from various sensors The cost is reduced and the responsiveness is improved, and the mechanical cam is not driven in the valve mechanism, so that the device cost can be reduced and the reliability can be improved. Responsiveness is improved.

In addition, since the flow rate can be controlled in a highly compressed and high density state, the valve itself can be downsized, high speed operation is possible, and energy for operation can be reduced.

(5) By compressing the compressed air discharged by making a part of the compression stroke a compression-only stroke,

When the heated air inflow port is open before the top dead center of the compression stroke and the heated air inflow port is open, the upper part is closed after the port is closed as a low compression stage including the volume of the piping and the heating section. The residual volume at the dead center is made as small as possible so that high-pressure compressed air can be accumulated.

This structure eliminates the need for a valve gap in the cylinder head and eliminates the gap between the piston and the cylinder head. When operating as an air compressor, the high compression ratio is one stroke. can get.

The process is shown in FIG.

At the top dead center, highly compressed air accumulates in the accumulator 1 via the high pressure check valve 21, and then the piston starts to drop due to the compression residual pressure, and the expansion stroke starts.

In the expansion stroke, the control valve 5 of the pressure accumulator 1 is opened and compressed air is introduced to heat and expand and combustion is started. When the piston 14 is lowered, the pressurization port 24 is opened and heated air flows and the piston 14 is pushed down. When the pressure is lowered to some extent, the control valve 5 is shut off to stop the supply of compressed air, and then the effective use of heat is measured as adiabatic expansion.

If the control valve 5 is closed for a long time until the exhaust port 10 is opened, the thermal efficiency is lowered but the output is increased, and if it is shortened, the thermal efficiency is increased, but the output is decreased. become.

At the bottom dead center, the air or exhaust gas after the exhaust port 10 opens and adiabatically expands is exhausted from the exhaust port 10, and the inside of the cylinder is scavenged from the air supply port 20 with the atmosphere compressed in the crank chamber.

At this time, the exhaust gas is pushed out from the pressurization port 24 to the exhaust port 10 by the unburned air due to the residual pressure in the pipe, so that the exhaust gas discharge is highly effective for scavenging from the air supply port 20.

In the compression stroke, the air supply port 20 and the exhaust port 10 are closed and then the volume ratio between the pipe and the heating unit is added to the cylinder compression volume, and compression is performed at a low compression ratio. Is not compressed any more, and only the cylinder part is compressed to a compression volume at a high compression rate.

At this time, the pressure is accumulated from the high pressure check valve 21 of the cylinder head to the pressure of the accumulator 1, and the maximum pressure of the accumulator can be increased to the maximum pressure of the high compression ratio in one stroke.

In addition, the air after scavenging flows back to the pressurizing port 24 in a low compression state, and the air corresponding to the compression volume is compressed.

The supply air compression stroke in the crank chamber can be performed even if an external compressor is used like a two-stroke diesel engine, and the machine becomes large, but lubrication of the crank chamber is facilitated.

(6) The compression rate is made variable by compressing and compressing compressed air from the pressure accumulator in the compression stroke to obtain a compression stroke.

In order to store a large amount of energy in the pressure accumulator, it is necessary to obtain a high pressure at a high compression rate as a compression engine.

However, with a normal internal combustion engine, it is difficult to achieve a high compression rate only during compression, and it is possible to achieve multi-stage compression by using multiple cylinders in multiple stages, but the structure of piping etc. is complicated and valve operating space etc. Increasing the compression rate becomes a problem.

Further, as means for achieving high compression, there is a means for providing a dedicated compression engine or further compressing and compressing low-compressed air with a pressure booster. However, both increase the mechanism and increase the mechanical loss.

Here, once the compressed air once compressed is refilled into the cylinder in the compression stroke, the compressed air is further compressed, and the same effect as the multistage compression can be obtained with a simple structure.

Further, if the compressed air is recompressed when a reverse load is applied as in braking regeneration, the pressure applied to the piston is increased and the braking force is increased, so that it is possible to generate from the stationary state to the reverse torque.

In addition to directly regenerating power from the compressed air that has been accumulated, there is also a method that uses compressed air to increase the thermal efficiency and output of the engine, increasing the efficiency as a supercharging effect and regenerating it as part of the internal combustion cycle Is possible.

Even in the operation of an internal combustion engine, it is easy to variably increase the compression ratio with this means, and supercharging is performed by introducing compressed air from the accumulator 1 into the cylinder and compressing it in the compression stroke when output is required. It is possible to obtain the same effect as described above, and it is possible to improve the output with high efficiency without using supercharging power by using the pressure due to regeneration.

Further, if compressed air is extracted from the cylinder to the accumulator 1 during the compression stroke of the internal combustion engine, the same effect as that obtained when the expansion stroke is made larger than the compression stroke is obtained, and the positive displacement internal combustion engine known as the Atkinson cycle or Miller cycle is used. It is also possible to obtain the effect of improving the thermal efficiency.

(7) A catalyst is provided in the air-fuel mixture flow path, and an exothermic combustion reaction is caused by contact between the air-fuel mixture and the catalyst,

When exothermic reaction after combustible fuel is added to compressed air and made into a combustible mixture is brought into contact with a catalyst such as platinum to generate heat, even if it is a lean mixture that cannot continue exothermic reaction by spark ignition and spontaneous ignition, An exothermic reaction becomes possible.

When the air-fuel mixture is outside the explosion limit, combustion does not start even by pressurization and heating, and heat can be generated at any position by providing a catalyst at any position in the flow path.

Even the premixed gas does not ignite at a place other than the catalyst, so that safe storage is possible and an ignition device other than the catalyst is not required.

The effects will be described for each item below.

    (1) The effect of heating and expanding the compressed air flowing into the expansion chamber when operating as an air engine with compressed air from the animal pressure

1 The energy saving effect is high because the braking and regenerative energy of position and inertia, which are characteristics of a hybrid, which is difficult to realize with only an internal combustion engine, are used.

2 Compared with internal combustion engines and electric power hybrids that have become popular, not only high-performance motors and batteries that are costly are unnecessary, but also because they are possible with the help of conventional technology, they have excellent durability.

3. Since the apparatus can be reduced in size and weight without making a major change to a machine having a conventional structure, the inertia weight of the vehicle is reduced, and sufficient motion performance can be ensured with less generated power, resulting in improved energy efficiency.

4 Even with relatively low-temperature exhaust heat, it can be combined with other heat sources to increase overall efficiency.

5 Start-up equipment is not required and idling is not required.

6 Low speed and reverse rotation can be controlled from the start, eliminating the need for clutches and gears.

(2) The effect of indirectly heating the compressed air by heat exchange as a means of heating is as follows.

1 Various miscellaneous heat energy such as exhaust heat can be used.
2 Can be used even with low-temperature exhaust heat.

  (3) The effect of direct heating by combustion of compressed air with mixing of fuel as a heating means is

1 Effective use of exhaust heat from an internal combustion engine is possible as a composite of an external combustion engine and an internal combustion engine.
2 High output and good controllability against fluctuations.
3 High thermal efficiency due to high pressure operation.

(4) The effect of providing a valve for controlling the flow rate of compressed air between the pressure accumulator and the heating part is

1 Since the operating temperature of the valve is low, a general control valve can be used, and it is low in cost and excellent in durability.
2 Excellent controllability if a direct acting solenoid valve is used.
3 No complicated mechanism is required, and mechanical loss is reduced.

(5) The effect of highly compressing the compressed air discharged by making a part of the compression stroke a compression-only stroke and

1 Powerful braking force can be obtained and braking energy can be recovered, resulting in excellent energy efficiency.
2 Compressed air with a high compressibility can be obtained, and a large amount of energy can be stored with a small volume.

(6) The effect of making the compression ratio variable by compressing and compressing compressed air from the accumulator in the compression stroke to the compression stroke is as follows:

1 Powerful braking force can be obtained and braking energy can be recovered, resulting in excellent energy efficiency.
2 Compressed air with a high compressibility can be obtained.
3 Variable control of supercharging pressure improves specific output and thermal efficiency. 4 Regenerative energy can be used for supercharging, so energy efficiency is high. 5 No supercharging equipment is required, machine weight and mechanical loss. Can be reduced.
6 The thermal efficiency is improved by changing the compression ratio small with respect to the expansion stroke.

(7) The effect of providing a catalyst in the gas mixture flow path and causing an exothermic combustion reaction by contacting the gas mixture with the catalyst is
1 Complete combustion of a lean mixture can be expected 2 Safety can be enhanced by operation outside the explosion limit of hydrogen fuel, etc.
3 Ignition device is not required.

  There are advantages as described above, and they are used in an optimum combination depending on the application.

1 shows one embodiment of the present invention, which is a basic configuration.
Each element will be described below in the embodiment.

  FIG. 4 shows a multi-chamber two-stroke engine (Example 1), which will be described.

A heating pipe 4 provided with a fuel injection nozzle 13 is connected to the upper part of the cylinder 16, and the lower part of the cylinder has an air suction part and a check valve 9 that flow in the direction of the cylinder by a check valve 9 from an air cleaner 8. Compressed air flowing in the direction of the outside is connected to the animal pressure device 1 through the pressure pipe 2.

In the cylinder 16, the piston 14 is connected to the piston rod 15 so as to be able to reciprocate in a confidential manner so that the rotational motion is a reciprocating linear motion by the connecting rod 17 and the crankshaft 18. The exhaust pipe 11 is opened to the atmosphere via the silencer 12.

It is connected to the upper part of the cylinder 16 by the heating pipe 4 through the heat exchanger 6 heated by the burner 7 etc. via the control valve 5 from the animal pressure machine 1 through the discharge pipe 3.

This operation will be described with reference to the double-chamber two-stroke operation diagram of FIG. 1. 1 From the top dead center, the control valve 5 is opened and the compressed air is externally heated from the animal pressurizer 1 through the heat exchanger 6, and further fuel injection When the fuel is mixed with the heated compressed air from the nozzle 13 and burned, and blown into the upper portion of the cylinder 16, the piston 14 is pushed down from the pressure.

2 In the expansion stroke, when the piston 14 is pushed down to some extent, the control valve 5 is closed, and at the same time, the supply of fuel from the fuel injection nozzle 13 is stopped to shift from thermal expansion to adiabatic expansion. When the pressure is increased and the pressure rises to be equal to or higher than the pressure of the animal pressure device 1, the pressure is discharged from the check valve 9.

3. When the piston 14 is further pushed down to the bottom dead center, the combustion gas is discharged from the exhaust port 10 to the heated air in the heating pipe 4, and the pressure in the cylinder 16 is reduced to the atmospheric pressure. Heat is released into the atmosphere.

4 In the compression stroke, the residual heated air in the cylinder 16 and the heated air in the heating pipe 4 are compressed, the pressure at the upper part of the cylinder 16 rises, and the air is sucked by the negative pressure at the lower part.

When a cycle is constituted by the above operation stroke and output is required, the opening time of the control valve 5 is lengthened to increase the pressure-receiving average pressure of the piston 14 to increase the output.

The diagram of the cylinder pressure and cylinder pressure in Fig. 1 is a rough representation of the pressure change in each process. The maximum pressure of the cylinder pressure and cylinder pressure is the accumulated pressure of the accumulator 1, and the cylinder pressure The output increases as the maximum pressure increases.

At this time, if the discharge amount is equal to or greater than the intake amount, the output is equal to or greater than the heat cycle, but the pressure in the storable pressure device 1 is consumed.

If the volume of the pressure accumulator 1 is not sufficiently larger than the stroke volume of the piston 14, the pressure drop of the pressure accumulator 1 itself cannot be compensated for by the thermal expansion alone due to the increase in the flow rate of compressed air required for expansion in the expansion stroke. Therefore, it is necessary to secure a sufficient capacity even in the operation of only the heat cycle.

When more output is required, the fuel from the fuel injection nozzle 13 is increased to make the combustion gas further hot, and when the control valve 5 is closed, the pressure in the heat exchanger 6 and the heating pipe 4 exceeds the pressure in the animal pressure unit 1. High output is also possible.

If the control valve 5 is opened and the compressed air is blown into the cylinder 16 at the time of exhaust, the exhaust gas is pushed out by the air, scavenging becomes more complete, and the output can be further increased by increasing the fuel.

When output is unnecessary, when the control valve 5 is closed, heat is not supplied according to the flow rate of compressed air, the upper part of the cylinder 16 is idled by repeated compression and expansion, and the lower part is operated only for compression, and the inertia energy of the engine part Alternatively, the reverse load is consumed for compression and accumulated in the squeeze pressure device 1, and the engine is decelerated to stop.

When the reverse load is sustained from the outside, the air is continuously compressed and accumulated in the animal pressure device 1 to save energy.

If a plurality of cylinders 16 are multi-cylinder with the phase of the crankshaft 18 being 120 degrees or less, the piston 14 will be in an expansion process at any stop, so the control valve 5 is controlled on the piston 14 in the expansion process to apply pressure. If it is hung, it can be started at a low speed from a stationary state, and if it is in the compression process, it is started by reverse rotation.

At this time, the pressure applied to the piston 14 is the same at the top and bottom, but the lower pressure is the same because the crank is near the bottom dead center and is boosted by the boosting mechanism of the crank and the connecting rod 7 to push down the piston 14. It has a compression capacity equal to or higher than the pressure and can be compressed regardless of the inertia of the crankshaft 18 even at a low speed.

Further, the control valve 5 can be controlled mechanically and fine numerical control can be facilitated if the rotation angle of the crankshaft 18 is detected by a sensor and the control valve 5 is electrically controlled as an electromagnetic valve. In the case where the valve is not used, it can be switched as a rotary valve depending on the rotation angle of the cam-driven valve or the crankshaft 18.

Further, if the heat resistant control valve 5 is used, it can be arranged at an arbitrary position between the pressure accumulator 1 and the cylinder 16.

In addition, when the fuel does not reach the start of combustion just by injecting fuel into the flow path, a heat source such as a glow plug that gives the temperature necessary for the start of combustion can be placed in the flow path so that the airflow of the air-fuel mixture is increased. Combustion is started by contact.

Further, when this embodiment is operated only as an external combustion engine, the exhaust gas is exhausted with exhaust heat and a certain amount of pressure as an atmospheric component. Therefore, if the air supplied to the burner 7 is used as it is, exhaust heat recovery can be easily performed. Therefore, the exhaust heat related to the cooling of the cylinder 16 and the like and the exhaust heat of the exhaust pipe 11 and the adiabatic compression generated heat generated in the compression pipe 2 can also be transferred to the discharge pipe 3 and reheated to recover the heat.

In this embodiment, the compression / expansion chamber is a reciprocating type. However, even if it is a rotary type such as a rotary engine, the compression / expansion cycle of the volume is the same, so this embodiment can be applied. However, it can be realized even with a combination of a dedicated pump and an air motor.

In addition, in the Ericsson engine as a hot air engine, it was difficult to use a high-temperature gas because of problems of sealing and lubrication between the piston and the cylinder in order to heat the expansion chamber. The cylinder and the piston can be cooled and operated at a low temperature because the cylinder and the piston are operated by inflow.

In addition, it is possible to cool the exhaust and then to recirculate it by intake, and it is possible to operate as a quiet engine with no exhaust noise like a Stirling engine, eliminating the need for the working fluid to be in the atmosphere. Similar to the engine, helium or the like can be sealed at a high pressure to improve efficiency.

Furthermore, when sealing the working fluid, the heated working fluid is allowed to flow into the cylinder at the time of heating and expansion, and after work, the reciprocating positive displacement engine becomes a compression stroke again. By passing through an exchanger and circulating to the pressure accumulator 1 after cooling, the compression / expansion chamber can be a single chamber.

As described above, it can be configured with a device that is not significantly different from the conventional internal combustion engine, is easy to control, and can input and output power with durability at low cost and has excellent energy utilization efficiency. Device.

FIG. 5 shows a two-stage compression two-stroke engine (Example 2), which will be described.

A rotating shaft is connected to a piston 14 through a connecting rod 17 from a rotating crankshaft 18 in an airtight crank chamber 19 so as to maintain a hermetic reciprocating linear motion in the cylinder 16 and is opened and closed by the reciprocating motion. The exhaust port 10 is provided and is released from the exhaust pipe 11 to the atmosphere via the heat exchanger 6 and the silencer 12.

Further, the cylinder 16 is provided with a pressurization port 24 between the top dead center of the piston 14 and the stroke of the exhaust port 10, and the catalyst 42 is provided from the heat exchanger 6 through the control valve 5 in the discharge pipe 3 from the animal pressure unit 1. Connected via a combustor 22.

Further, on the upper surface of the cylinder 16, the piston 14 is connected to the animal pressure device 1 through the compression pipe 2 through the high pressure check valve 21 so that only the discharge is possible through the high pressure check valve 21 so that the gap is minimized at the top dead center.

The airtight structure of the crank chamber 19 is provided with an air supply port 20 that opens at the bottom dead center in the cylinder 16 so that the air can be sucked only from the air cleaner 8 through the check valve 9.

This operation will be described with reference to the two-stage compression 2-stroke operation diagram of FIG.

1 From the top dead center, after the compressed air is discharged through the high pressure check valve 21, when the piston 14 descends due to the expansion and inertia of the residual compressed air and the pressurization port 24 opens, the control valve 5 is opened and the animal pressure device 1 is opened. The compressed air is heated externally through the heat exchanger 6, and the fuel is mixed with the heated compressed air from the fuel injection nozzle 13 for combustion. When the compressed air is blown into the pressurizing port 24, the piston 14 is pushed down from the pressure.

2 In the expansion stroke, when the piston 14 is pushed down to some extent, the control valve 5 is closed, and at the same time, the supply of fuel from the fuel injection nozzle 13 is stopped to shift from thermal expansion to adiabatic expansion. The pressure is increased and the pressure is increased and accumulated in the crank chamber 19.

3 When the piston 14 is further pushed down to the bottom dead center, it is pushed out from the exhaust port 10 to the residual compressed air in the heat exchanger 6 and the combustor 22, the combustion gas is discharged, and the pressure in the cylinder 16 is reduced to atmospheric pressure. Heat is released to the atmosphere by the expanded combustion gas, and then the intake port 20 is opened, and the suction atmosphere accumulated in the crank chamber 19 is blown into the cylinder 16 and scavenged.

4 The atmosphere blown by scavenging in the compression stroke is compressed, the pressure rises at a low compression ratio due to the volume of the combustor 22 and the heat exchanger 6 and the stroke of the cylinder 16, and reverses in the crank chamber 19 due to the negative pressure. Air is sucked in through the stop valve 9.

When the piston 14 is further lifted and the piston 14 is closed, the compressed atmosphere becomes a high compression rate and is discharged through the high-pressure check valve 21 at a pressure higher than the pressure of the animal pressure machine 1 and accumulated in the animal pressure machine 1. .

By operating in this way, the same cycle as in the first embodiment can be executed without changing the basic structure of a general two-stroke internal combustion engine, and a high compression ratio can be ensured in the operation as a compression engine.

Further, in the case of higher compression, high compression is possible by opening the control valve 5 and refilling with compressed air when the pressurization port 24 is open during the compression stroke.

Further, when the exhaust port 10 is opened and the exhaust gas pressure in the cylinder 16 is lowered, the control valve 5 is opened, and compressed air is blown from the pressurizing port 24, so that scavenging becomes more complete together with blowing from the air supply port 20.

Further, the exhaust heat contained in the exhaust gas improves the thermal efficiency by reheating the compressed air through the heat exchanger 6 from the exhaust pipe 11, and at the same time, the exhaust is cooled and contracted, so that the pipe resistance of the silencer 12 is reduced. Decrease and increase the noise reduction effect.

In addition, the cylinder 16 and the piston 14 are made of a heat-resistant material such as ceramic, the lubrication is solid lubrication to prevent the combustion of the lubricating oil, and the cooling air can be recovered by heating the compressed air from the cylinder 16 which becomes high temperature. It becomes.

In addition, when the air-fuel mixture is combusted by the catalyst 42, not only by fuel injection, but also when it is sucked from the atmosphere, it can be stored safely by premixing below the explosion limit at atmospheric pressure, and there is no ignition device. Also, the operation can be performed without burning back at the position of the catalyst 42 and backfire.

Switching of combustion by the catalyst 42 or normal combustion can reduce the pipe resistance of the catalyst 42 at the time of normal combustion by bypassing the catalyst 42, and the heat exchanger 6 can also be bypassed to reduce pipe resistance. It is also possible to increase the specific output.

Further, if the fuel itself is LP gas or the like having a pressure, it can be supplied to the combustor 22 without pressure from the fuel injection nozzle 13 at a low pressure when the fuel is released into the atmosphere at the time of exhaust. It is also possible to combust by spontaneous ignition and external ignition due to increase in pressurizing temperature by opening or by passing through the catalyst 42.

In order to operate this embodiment as a heat pump, if external power is applied to the crankshaft 18, the compression pipe 2 is used as a high-temperature heat source, and the heat exchanger 6 is used as a low-temperature heat source, the atmosphere compressed by the external power is It becomes high temperature by adiabatic compression in the compression pipe 2, and becomes low temperature by adiabatic expansion in the heat exchanger 6, and is released into the atmosphere after expansion.

If the exhaust port 10 and the air cleaner 8 are connected and refrigerant gas is sealed in the working fluid, it becomes equivalent to a refrigerator, and the cylinder 16 and the piston 14 simply operate as a pump. In addition, as a heat pump, the fuel injection nozzle 13 and the combustor 22 which are heat sources as a prime mover are unnecessary.

As described above, it is possible to simply configure the conventional internal combustion engine by adding a mechanism.

FIG. 6 shows a variable compression ratio engine (Example 3), which will be described.

A rotating shaft is connected to a piston 14 through a connecting rod 17 from a rotating crankshaft 18 in an airtight crank chamber 19 so as to maintain a hermetic reciprocating linear motion in the cylinder 16 and is opened and closed by the reciprocating motion. The exhaust port 10 is provided and is released from the exhaust pipe 11 to the atmosphere via the silencer 12.

Further, an upper portion of the cylinder 16 is connected to the animal pressure device 1 by a compression pipe 2 through an ignition plug 23 and a control valve 5, and an airtight crank chamber 19 is connected to a fuel injection nozzle 13 through a check valve 9. An air supply port 20 is provided so that the air can be sucked only from the air cleaner 8 as a fuel mixture, and the cylinder 16 opens at the bottom dead center.

This structure is the same as a two-stroke internal combustion engine of a general fuel-injection gasoline engine, and is a form in which only the flow control of the compressed air with the animal pressure device 1 is added from the cylinder head by the control valve 5.

As long as the control valve 5 remains closed, the operation is the same as that of a fuel-injection gasoline engine. During braking, the supply of fuel is stopped and the piston 14 is in a compression process, so that the compression pressure is higher than the pressure of the animal pressure machine 1. When it becomes, the control valve 5 is opened and the accumulator 1 is accumulated.

When increasing the output by supercharging, when the piston 14 is in the compression process, the control valve 5 is opened and the compressed air accumulated in the storable pressure device 1 is filled into the cylinder 16 to increase the pressure in the cylinder 16 and compress. Then, the charged compressed air is added to the natural intake air to increase the compression rate, and the amount of charged air is increased to increase the output.

This supercharging effect is achieved because the power used for supercharging has energy at the time of braking, so that the pump loss in the compression stroke is reduced and the thermal efficiency and output can be improved by high compression.

Since the car always decelerates after acceleration, if the energy during deceleration is accumulated, in many cases it can be supercharged when accelerating and the output can be increased.

In the case where the output may be small, if the pressure in the cylinder 16 is temporarily accumulated in the accumulator 1 by the control valve 5 in the compression stroke, the same effect is obtained as the compression stroke is shortened, and the expansion stroke is reduced. The thermal cycle efficiency increases and the low energy operation becomes possible, and the energy consumed for compression is stored in the pressure accumulator 1.

This is because when the air-fuel mixture is sucked from the carburetor during intake, the air-fuel mixture flows into the pressure accumulator 1. However, when a dedicated pressure accumulator for the air-fuel mixture is provided separately from the pressure accumulator 1, supercharging is required. It is also possible to use a means for supercharging with an air-fuel mixture, and such a means is not necessary in the type of injecting fuel into the cylinder.

In addition, if the accumulated pressure is sufficient, the piston 14 in the expansion process is pushed down by the compressed air, and cranking and running itself are possible. If it is not enough, charging with the compressed air from the outside will take time to charge like an electric vehicle. Instant filling is possible without the need for

In addition, if a small compressor is always installed, the shortage of pressure associated with starting can be compensated with a small current, so there is no need to start with a large current as in the conventional cranking, so no cell motor is required and the battery has a large current. This eliminates the need to deal with the problem and prevents troubles such as long-term battery self-discharge that the engine cannot be started.

Further, if the pressure accumulation amount is sufficient, it can also be operated as an air engine, so that it is possible to drive at low speed and reversely drive without back gear, and the number of start-up clutches can be reduced.

In addition, although engine braking is difficult to work with a 2-stroke internal combustion engine, if the control valve 5 is opened at the beginning of the compression stroke to achieve high compression, the braking force increases and at the same time the braking energy is recovered. It is also possible to rotate.

As described above, it is possible to simply configure the conventional internal combustion engine by adding a mechanism.

FIG. 7 shows a four-stroke engine (Example 4), which will be described.

The rotating crankshaft 18 is connected to the piston 14 via the connecting rod 17 so that the rotary motion is reciprocated linearly in the cylinder 16 and is reciprocated linearly, and is connected to the heat exchanger 6 from the exhaust pipe 11 via the exhaust valve 27. Is opened to the atmosphere via the silencer 12, and the atmosphere is sucked from the air cleaner 8 via the intake valve 25, and the fuel injection nozzle 13 is provided in the cylinder 16.

In addition to these conventional structures, the direction of the high pressure valve 26 to the discharge pipe 3 is controlled by the check valve 9 and connected to the animal pressure device 1, and the compressed air that has passed through the heat exchanger 6 heated from the exhaust pipe 11 is not checked. The direction is controlled by the valve 9 and connected to the high pressure valve 26,

The air compressed by the piston 14 is directly accumulated in the pressure accumulator 1, and the compressed air discharged from the pressure accumulator 1 is a flow path heated through the heat exchanger 6.

Except for the high-pressure valve 26, the operation is the same as that of a conventional 4-stroke internal combustion engine of gasoline and diesel engines, and four strokes of intake-compression-expansion-exhaust.

Here, at the time of braking, the high pressure valve 26 is opened in the compression stroke, the atmosphere is accumulated in the accumulator 1, and when the accumulated pressure is sufficient, the power can be regenerated by the accumulated pressure by the following method.

1. The high pressure valve 26 is opened in the expansion stroke, and the piston 14 is pushed down by the compressed air heated by the exhaust heat from the heat exchanger 6 to operate as a hot air engine that becomes the exhaust stroke later.

2. After operating as an air engine, it is recompressed, fuel is injected from the fuel injection nozzle 1, and the piston 14 is pushed down again by combustion.

3 After closing the exhaust valve 27 after the exhaust stroke, the intake and compression strokes are omitted and the high pressure valve 26 is opened after passing through the top dead center. At the same time, fuel is injected from the fuel injection nozzle 13 and burned to burn the compressed air. Then, the piston 14 is pushed down by the combustion gas and then exhausted.

In addition, when the air-fuel mixture is burned by natural intake as in a gasoline engine, the air-fuel mixture is sucked in advance, and then the high pressure valve 26 is opened during the compression stroke so that the air-fuel mixture and the compressed air are charged and mixed. Can be regenerated as part of the power.

In this way, all the functions can be applied by replacing the 2-stroke port timing in the first to third embodiments with the valve timing.

As described above, it is possible to simply configure the conventional internal combustion engine by adding a mechanism.

FIG. 8 shows a power buffering system (Example 5), which will be described.

The exhaust heat discarded from the factory 32 and the solar heat collected in the heat collector 33 by the heliostat array 34 are used as a heat source of the compressed air heat engine 31 by the heat pipe 39.

The electric power generated by the solar battery panel 35 and the wind power generator 36 and a transformer 38 for receiving and transmitting power to the power transmission line 41 are connected to a generator 37 that is motively connected to the compressed air heat engine 31 by an electric wiring 40.

The compressed air heat engine 31 is a system composed of a stock pressure 1 for storing pressure energy and a fuel tank 30 of the internal combustion engine so that power can be generated by turning a generator 37 as an internal combustion engine as needed.

When supplying power to the power transmission line 41 side when buffering power with this,

When exhaust heat discarded from the factory 32 and solar heat collected in the heat collector 33 by the heliostat array 34 are available, the generator 37 generates power as a heat source of the compressed air heat engine 31 and transmits it. When the battery panel 35 and the wind power generator 36 can be used, power is transmitted as it is.

If the electric power does not reach the supply amount even if all the external energy is combined, the pressure energy is regenerated from the animal pressure machine 1, and if it is still insufficient, the internal combustion engine is started and the fuel in the fuel tank 30 is consumed. Make up for it.

At this time, when usable energy exceeding the power required for power transmission occurs, the surplus electrical energy powers the compressed air heat engine 31 with the generator 37 as a prime mover. A part of the engine 31 is operated as a hot air engine, and the rest is operated as a compressor, and is accumulated in the animal pressure machine 1 as pressure energy.

In addition, when surplus power is generated on the transmission line 41 side, the compressed air heat engine 31 is operated as a compressor by using the generator 37 as a prime mover by the surplus power and externally generated power, and accumulated as pressure energy in the animal pressure machine 1. When the external heat energy is available, a part of the compressed air heat engine 31 is operated as a hot air engine, and all the energy is accumulated as pressure energy in the animal pressure unit 1.

The heat generated by adiabatic compression can be stored as heat energy together with the pressure by adiabatic insulation, and the heat generated by adiabatic compression can be stored as heat energy when the accumulator 1 is accumulated as pressure energy. It is also possible to reheat the compressed air with heat storage during power regeneration and operate as a reheat constant pressure cycle with increased thermal efficiency.

To increase the capacity of the electric power buffer, the pressure tank is proportional to the pressure and volume of the pressure of the animal pressure vessel 1, but the pressure tank is lower in construction cost and easier to maintain than the heat storage such as a condenser or molten salt, which is another means, and the total cost is low. It is suppressed and has a good response to load, and can be built at low cost from small to large scale.

Moreover, the animal pressure device 1 can also be constructed with a balloon-like membrane structure on the seabed using the water pressure in the deep sea, and in the formation where the strength of the bedrock is high, a means for confining the pressure in the ground is also possible and has a heat insulating effect. Therefore, on a large scale, it is possible to construct the storage capacity ratio at a lower cost.

In addition, energy can be stored under pressure only by airtight construction. If there is no pressure leak, energy can be stored for a long period of time, and there is almost no deterioration of the equipment.

When used as a buffer for natural energy with large fluctuations, not only can a stable power supply be obtained, but it can also be activated as an internal combustion engine in an emergency, so that it can also serve as a regular or emergency power supply.

In addition, as a small-scale buffer system, the use of cold energy for home air conditioning and hot water supply and excellent overall efficiency as a surplus power buffer for solar panels and regional power transmission, combined with it as an uninterruptible power supply in an emergency It can also play a role.

Adiabatic compression heat when compressing air of the compressed air heat engine 31 and heat absorption at the time of expansion of the accumulated pressure serve as a heat pump as a heat source for air conditioning and hot water supply, and surplus power from the solar cell stores energy as pressure. The compressed air heat engine 31 can take an output form according to the type of energy required, and there is no waste in the use of energy.

Even if it is a small scale, it can be constructed at a lower cost than household cogeneration using fuel cells, etc., and the life of equipment can be expected to be more than that of a battery. The engine 31 can also be used, and compressed air alone can also be used as a power source for a home elevator or the like.

  As described above, the system is configured by singly or in combination with the embodiment depending on the application.

  The system and apparatus constructed according to the present invention have a simple structure, a low manufacturing cost, and a structural mechanism that has a proven track record, and thus is small and excellent in durability.

  The following is listed according to available applications.

A As an engine for vehicles and ships 1 It can be used with a small amount of mechanism changes to the existing engine.
2 The pressure tank can be made compact by reducing the weight by making the structural member hollow.
3. Energy savings that are the same as those of electric regenerative hybrids can be built without using expensive parts.
4 Clutch and cranking devices can be excluded.
5 Improvement of thermal efficiency is expected.
6 Some functions can be operated as an air heat pump to enable air conditioning.

B As a prime mover for cargo handling machinery such as cranes, elevators, etc. 1 The potential energy of cargo handling can be reused, so energy can be saved 2 Durability of the brake system is improved and safety is maintained 3 Reliable because it uses the conventional technology Is expensive.
4 The manufacturing cost is not so different from that of the conventional device.
5 The basic mechanism of existing equipment can be used.

C Stabilization of distributed power supply and smart grid 1 Stabilize the power supply as a buffer against unstable output of natural energy.
2 It is possible to use existing facilities by modifying existing diesel generators.
4 Increased energy efficiency 5 Stabilization as a smart grid can be achieved if distributed as small-scale emergency power generators.
6 Efficient use of total household energy can be achieved.

Double-chamber 2-stroke operation diagram 2-stage compression 2-stroke operation diagram Basic thermal cycle PV diagram Double-chamber 2-stroke engine (Example 1) Two-stage compression 2-stroke engine (Example 2) Variable compression ratio engine (Example 3) 4-stroke engine (Example 4) Power buffering system (Example 5)

DESCRIPTION OF SYMBOLS 1 Animal pressure device 2 Compression piping 3 Discharge piping 4 Heating piping 5 Control valve 6 Heat exchanger 7 Burner 8 Air cleaner 9 Check valve 10 Exhaust port 11 Exhaust pipe 12 Silencer 13 Fuel injection nozzle 14 Piston 15 Piston rod 16 Cylinder 17 Connection Rod 18 Crankshaft 19 Crank chamber 20 Air supply port 21 High pressure check valve 22 Combustor 23 Spark plug 24 Pressurization port 25 Intake valve 26 High pressure valve 27 Exhaust valve 30 Fuel tank 31 Compressed air heat engine 32 Factory 33 Heat collector 34 Heliostat array 35 Solar panel 36 Wind generator 37 Generator 38 Transformer 39 Thermal piping 40 Electrical wiring 41 Transmission line 42 Catalyst

Claims (7)

In a heat engine, an engine equipped with a pressure compressor for storing compressed air, a compression and expansion chamber that operates as an air compression engine and an air engine, and flows into the expansion chamber when operating as an air engine with compressed air from the pressure compressor A compressed air heat engine that heats and expands compressed air. 2. The compressed air heat engine according to claim 1, wherein the heating means indirectly heats the compressed air by heat exchange. 2. The compressed air heat engine according to claim 1, wherein the heating means is directly heated by the combustion of compressed air with mixing of fuel. The compressed air heat engine of Claim 1 which provided the valve which controls the flow volume of compressed air between an accumulator and a heating part. The compressed air heat engine according to claim 1, wherein a part of the compression stroke is used as a compression-dedicated stroke, and the compressed air discharged is highly compressed and stored in the animal pressure device. 2. An internal combustion engine and a compressed air heat engine according to claim 1, wherein the compression rate is made variable by compressing and compressing compressed air from a pressure accumulator into a compression chamber in a compression stroke. The compressed air heat engine according to claim 1, wherein a catalyst is provided in the air-fuel mixture flow path, and an exothermic combustion reaction is caused by contact between the air-fuel mixture and the catalyst.

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