JP4595134B2 - Impulse turbine type composite prime mover - Google Patents

Description

The composite prime mover of the present invention relates to an internal combustion engine type vehicle prime mover used for transportation and transportation.

Conventional internal combustion engine-type prime movers include mainly gasoline engines used for small passenger and transport vehicles and ships, and diesel engines used for medium to large vehicles and ships. Automotive motors are required to be small, lightweight, high output, easy to handle, have few failures, and be quiet. The small size, light weight, and high output include the economics of being able to travel long distances with the fuel that can be mounted, and the ability to operate without problems within the required output and rotation speed ranges during various operations. It is also important that fuel can be easily obtained anywhere as a social infrastructure. LPG fuel engines in which gasoline engines and their fuel systems are adapted for liquefied petroleum gas and diesel engines using light oil are widely used because they meet these requirements. Also, for applications in buildings, warehouses, etc. where exhaust gas discharged from the prime mover is a problem, and for commuters in urban areas, a storage battery is mounted on the vehicle, and a prime mover of an electric motor is also used. On the other hand, in thermal power plants and nuclear power plants, which are not used for transportation and transportation, large axial flow steam turbine prime movers that are suitable for extremely high power and efficiency requirements, and local power supply and compressed air supply Diesel engines and gas turbine prime movers were used for low and medium output as equipment. According to Mr. Kiyoshi Kobayashi's “Industrial Thermodynamics 1980 First Edition 1998 20th Printing Engineering Company”, these prime movers have accumulated various improvements according to their uses and sizes, and have been invented. Since the period is long, it has been established industrially and academically, and there is little room for improvement. On the other hand, by using gas or liquid fuel as a power source, exhausted exhaust gas or exhaust heat that is dissipated without being used causes environmental problems such as pollution diseases, heat island phenomenon and global warming. Therefore, application of new technologies such as clean and efficient fuel cells (generators) is expected.

Conventional gasoline engines are mainly used in automobile applications, but exhaust gas has been cleaned with the aid of catalysts, etc. and improved combustion conditions, but the heat efficiency is low and the fuel consumption rate is large (the fuel efficiency and economy are not good) ). A diesel engine has a higher compression ratio than a gasoline engine, so it is slightly more efficient and therefore somewhat more fuel efficient, but it is not clean because black smoke and sulfur oxides are produced in the exhaust gas. These conventional prime movers have low efficiency in terms of thermal efficiency, but they are small, lightweight, high output, easy to handle, low in cost, easy to manufacture, and have a fuel infrastructure. There is no change. Further, since the power is taken out from the explosion / combustion pressure of the combustion chamber sealed for each cycle, the range of the load and the rotational speed is very wide and the operability is also good. The problem is that the means and improvements that can improve the thermal efficiency have been exhausted, and there is no effective means to significantly reduce exhaust gas and exhaust heat. Therefore, in order to reduce the power of auxiliary machinery, for example, as in Patent Document 1, a combination of a water pump and a steam turbine system that are usually built in an engine is installed separately to increase efficiency and prevent water leakage. Has been made. Gas turbines are combusted outside the turbine and are efficient in the range where the combustion gas passing through the turbine is high temperature, high pressure, and high speed. However, sometimes it is not suitable for general automobile applications that run in mountainous areas where the output of the engine brake or the like needs to be suddenly increased to the full load of the climbing slope. For this reason, it has begun to be used overseas for large city buses that travel on flat ground and have a simple driving pattern. Micro gas turbine generators that have recently begun to be used for small-scale local power generation applications are small, but the original operating conditions of gas turbines remain the same. The use is considered promising. However, the original operating requirements of the gas turbine remain the same, and if the size is determined based on the required engine output on flat ground, the output at the time of climbing will be insufficient, so there will be problems with the capacity and weight of the storage battery to prepare for continuous climbing. appear. In addition, high-power micro gas turbines corresponding to climbing slopes have low efficiency unless the combustion temperature is high, which causes a problem of poor fuel consumption when operating on flat ground, and the applicable applications are also limited. . On the other hand, steam turbines are most suitable for thermal power and nuclear power plants for producing large quantities of electricity. However, in order to increase efficiency, the entire equipment including the regeneration cycle and reheat cycle becomes complicated, and Since a large amount of cooling water is required for the water tank, there is a difficulty in miniaturization required for automobiles, and the operating range is limited in the same manner as a gas turbine. When a motor such as an electric vehicle is used, the power storage device becomes large and the distance that can be traveled is limited, and charging is not possible at high speed. In particular, if a large and heavy power storage device is installed in order to cope with a case where climbing is continued, the travel distance is limited even on flat ground. For this reason, composite (hybrid) prime movers that combine generators that can also be used in gasoline engines and electric motors have been well-received in the latest production. This composite prime mover uses the characteristics of a large torque at the time of low speed rotation of a DC motor for starting, uses a gasoline engine when the vehicle speed increases, and uses a gasoline engine and an electric motor when maximum output is required. Parallel hybrid system. For power generation, the most efficient combustion conditions (rotation speed / load) of the gasoline engine are used, and the range of high thermal efficiency in actual use is utilized as much as possible to greatly improve fuel efficiency. As for control software for a system including the hybrid engine and the electric motor, a proposal as in Patent Document 2 has been made. However, the storage facilities are large and heavy, and the distribution mechanism of power and power generation is complicated and expensive. It is difficult to adapt to large vehicles for exclusive use of transportation, and the system is fundamentally different, so it is difficult to retrofit the current vehicle. There was a drawback. However, since the infrastructure for replenishing gasoline has been established, it can be used generally, so it is rapidly becoming popular for passenger cars, although it is expensive. In this way, automobile engines have a wide range of required operation (rotation speed / output), and conventional engines and composite engines are generally efficient, and a simple and inexpensive system has not been achieved. There was a problem that the problem of exhaust gas and exhaust heat has not been solved. Although these are far less in number, they are a common problem for ships, construction machinery and agricultural machinery.

Water cooling device for automobile engine Patent No. 3216590 Driving control device for prime mover and driving control device for hybrid vehicle

According to the aforementioned “industrial thermodynamics”, the theoretical thermal efficiency of the gasoline engine Otto cycle is about 0.4 when the compression ratio is 8 and the specific heat ratio is 1.25. The higher the compression ratio, the higher the theoretical thermal efficiency, but there is a limit of knocking, which is about 7-11. Taking a car with a gasoline engine as a reciprocating engine as an example, about 40% of the thermal energy of the fuel is received by the piston during the combustion / expansion stroke, and about 20% of that is about 20% of the effective drive wheel output. Become. The remaining 20% is the friction loss of other strokes that drive the engine, the loss of auxiliary power / power transmission mechanism, and so on. Conventionally, the engine and the drive transmission system have been devised to reduce the loss and relatively increase the ratio of the effective driving force. Further, the energy other than 40% received by the piston is radiated to the exhaust gas and the cooling water, but about 30% or more of that energy is contained in the exhaust gas and discarded. Exhaust gas has a residual pressure after combustion of about 0.5 MPa (about 5 atmospheres) or less, and high-temperature thermal energy that reaches a maximum of 800 ° C when the engine is fully loaded, and about 1000 ° C for an engine equipped with an exhaust turbine supercharger. It is included. However, the exhaust temperature is often in the vicinity of 200 to 500 ° C. at a medium load used in actual operation, and it is difficult to use unless sufficient measures are taken. The use of pressure energy contained in exhaust gas has been conventionally performed by an exhaust turbine drive supercharger (turbocharger) or the like. In this exhaust turbine driven turbocharger, the exhaust speed is focused and increased by a spiral turbine housing, and the radial exhaust turbine is rotated at high speed. However, the exhaust including the characteristics on the compressor (compressor) side is also included. The resistance to the gas flow is not large, and the exhaust pressure is not increased as much as possible. This is because when the exhaust pressure increases, the exhaust stroke after combustion increases the force required for the piston to push out the exhaust, increasing the pumping loss, and if the exhaust flow is not smooth, the engine overheats. This is because it occurs. Therefore, it is difficult to directly use the exhaust pressure for power because it causes a problem of the internal combustion engine type prime mover itself, except that it uses a part of the energy like an exhaust turbine drive supercharger. As for the amount of heat contained in the exhaust, there has been no effective use so far, raising the catalyst that cleans the exhaust to the operating temperature, and it was simply dissipated without being powered. However, since the exhaust temperature follows the load and the rotational speed, the exhaust temperature has a characteristic that is very easy to use, that is, the higher the output is required. On the other hand, in order for the engine to work normally with cooling water or oil, the amount of heat carried around the cylinder / cylinder head and from the explosion / combustion room of the piston, etc., depends on the cooling fan driven by the engine, the generator and the storage battery Wind or traveling wind from an electric fan driven by electric power is dissipated from the engine parts and radiator to the atmosphere (air) mainly by heat conduction. Regarding the use of this amount of heat, it can be used as a heat source of a heater when air-conditioning the passenger compartment with cooling water, but there is almost no other usage. This amount of heat also follows the load and rotation speed of the prime mover, and the greater the amount of heat required, the greater the amount of heat that is dissipated. As for the use of wind and wind pressure when traveling, in addition to the radiator, it is also used for heat radiation of a condenser (condenser) of a cooler refrigerant used for air conditioning of the passenger compartment. Since the device itself increases the air resistance, it is generally small. According to Takashi Hirose's “Frontier of the Energy Revolution for Fuel Cells Changing the World 2001 Issued NHK Publishing”, a wind-powered AC generator is installed on the driver's seat of a truck with a refrigerator and power is driven by the engine. There is an example of improving the fuel efficiency by reducing the machine load. This is a special case in which the traveling wind is actively used because of the shape required for the truck and the power consumption of the refrigerator.

FIG. 2 shows a system diagram of a direct cycle steam turbine prime mover. The high-temperature and high-pressure steam generated in the boiler hits the turbine and rotates it, the pressure drops and enters the condenser, and is cooled and condensed and liquefied. The water pump pressurizes the water and sends it to the boiler. This system is used in ordinary steam prime movers and boiling water reactors, and this turbine uses a complex and expensive axial flow type multistage reaction turbine. Fig. 3 shows the system of a pressurized water reactor with an indirect cycle. Instead of the boiler, steam is generated through a steam generator, which is a heat exchanger, and led to the turbine. This is to separate the reactor side and the turbine side for safety. These are large-scale facilities, and the amount of heat generated and used is enormous. In the process of steam cooling-condensation-liquefaction in a condenser, cooling with water taken in from a large amount of external rivers or oceans will result in "industrial It is in "Thermodynamics". However, especially when it is mounted on a vehicle, cooling water cannot be taken in from the outside, so it must be achieved by air cooling. In addition, the operating range and transient characteristics peculiar to turbines are not suitable for mounting on vehicles, so these systems cannot be easily adapted and used directly for vehicle applications.

In the conventional technology as described above, the heat quantity of exhaust and cooling of the prime mover of the internal combustion engine is difficult to use at a relatively low temperature and in a small amount, is not actively powered, and there are few types of traveling wind usage. It is necessary to devise a combination of these to use for shaft output. Steam turbines used in thermal power and nuclear power are complex and expensive systems that operate at high temperatures and pressures, and axial turbine systems that require a large amount of gas fluid with a highly efficient turbine structure. However, there are too many issues for in-vehicle use, and its diversion is difficult. In Patent Document 1, the idea of improving the thermal efficiency by using waste heat is the same as that of the present invention, but there is a problem in that the system does not match the safety problem and the gas characteristics. As for safety, the water pump, which is the heart of the cooling system of the prime mover, is placed separately to solve the slight water leakage of the seal. If we consider what kind of impact will occur due to overheating, etc., it will be difficult to adopt even if problems such as cost effectiveness and remodeling are difficult to use. Next, the rotation speed required for the water pump is usually within about twice the engine rotation speed, and even with a pressure difference of several atmospheres, considering the steam speed of several hundred meters per second, it can be used directly and effectively. In order to do this, the diameter of the radial turbine used must be increased, and if the diameter is small, there is a problem that almost no output can be obtained. Therefore, Patent Document 1 is not appropriate as a combination from the viewpoint of effective output extraction. Another problem is that if leakage occurs in the steam turbine or steam generator, it similarly affects the amount of water in the prime mover body. Therefore, the water system should basically be separated, and it is difficult to implement from the viewpoint of practicality in a general-purpose vehicle that should take safety first. There is a problem that these are changed to independent water systems and combined into a simple turbine or transmission system that is simple in terms of system and practical at low cost. In addition, Patent Document 2 is a complex and expensive system called a parallel hybrid system, and instead of being able to use a high efficiency region, it is a system that requires a very high level of control and can be easily added to a conventional prime mover. Or there is a problem that it cannot be remodeled. The most important thing about the in-vehicle system of the present invention of a simple semi-serial hybrid system is that the adverse reaction rate delay unique to the use of turbines is not made the minimum obstacle to safety. The challenge is to arrange software and hardware. Finally, as countermeasures against environmental deterioration, fossil fuel resource depletion and soaring, it is urgent to improve the efficiency of automobile prime movers and purify exhaust, but various technologies for which new adaptation is being studied and research and development are underway, The biggest challenge is that it is not applicable (modifiable) to hundreds of millions of vehicles around the world, but is a new alternative that requires a long time to replace. It was.

Means to solve the problem

According to the impulse turbine type composite prime mover of the present invention, it is possible to produce an internal combustion engine prime mover that is inexpensive, efficient, and fuel efficient in combination with the addition of the prior art, and can be added to the currently used automobiles with minor modifications. become able to do. In other words, the present invention can directly convert the exhaust heat generated by the internal combustion engine prime mover 38 to the main power even compared to the conventional composite prime mover, so that it is safe and efficient, and is a large, heavy and expensive power storage system. Because it can be used for vehicles without a high-output electric motor, etc., and can be used for replacement and modification of the engine parts currently used, it is small and has high output and efficiency and environmental performance It can also be used as a connection until an excellent next generation motor is completed. FIG. 1 shows a schematic configuration diagram of an example of the present invention. First, the condenser 3 (condenser), which is a point of the steam turbine system, is the water cooling of the condenser 3 of the conventional steam turbine system. Basically, it must be achieved by air cooling in a vehicle, but in a traveling vehicle, air can be easily taken in from the outside. The condenser 3 must be designed with a maximum capacity of the outside air, a maximum steam generation amount and flow rate, and a minimum vehicle speed. Water has a large specific heat, and in order to sufficiently cool even in summer, a condenser 3 is attached to the front and underside of radiators and cooler condensers, and air is taken in at low and medium speeds by engine-driven fans and electric fans. It is necessary to give the top priority to the operation of the condenser 3 when it is used. If the condensate (condensation of steam) is not sufficient, the feed water pump 5 will malfunction, and the pump itself will easily be damaged. Next, since the condensed water becomes relatively low in temperature, it is wasted if preheating is performed using the high temperature portion of the internal combustion engine prime mover 38 at the front stage (suction side) or the rear stage (water supply side) of the water supply pump 5. No. In FIG. 1, a preheater 39 is installed in the oil pan 4. As for the feed water pump 5 for supplying pressurized water, the pump body may be of any type as long as the pump body is small and consumes less power and can generate the required pressure and flow rate. However, it is more efficient to shield the pump and drive units from heat. And the life of the drive unit are preferable. When retrofitting a vehicle, it is easy to install a separate electric pump that does not use engine power. Since the required pressure is relatively high and the flow rate is small, it is preferable to increase the pressure by connecting a commercially available small flow rate pump in multiple stages in series. The flow rate and pressure of the feed water pump 5 need to be set so that steam can be sufficiently generated even when the load at which the exhaust gas temperature is maximum is maximum and the engine rotates at the maximum speed. The thermal efficiency of the gasoline engine is about 20% in terms of driving wheels, and if it has an output of several tens of kW, the output of the impulse turbine of the present invention that depends on the exhaust gas temperature depends on the exhaust gas temperature. Even if the preheater 39 forming a part of the above is used, the thermal efficiency is only a few percent and the output is only about several KW. If calculated by the amount of heat, the discharge amount of the feed water pump 5 can be supplied at a few liters per minute, so it is preferable that the amount is small and the total power consumption is suppressed to about several hundred W or less. When the capacity of the alternator or the storage battery of the prime mover or the power efficiency is undesirable, a feed water pump 5 that transmits power by a belt is attached from the crankshaft pulley of the internal combustion engine prime mover 38. And so on. An electromagnetic clutch is installed in a pulley portion added to the water supply pump 5, and the clutch is connected only when the water supply pump 5 is operated. This method is the same as a cooler compressor for air conditioning. In order to prevent the backflow of steam from the steam generator 7 to the water system on the water supply pump 5 side, it is necessary to put a check valve 6 in the middle of the path. Water has a boiling point of 100 ° C. at normal pressure, but if it is pressurized, the boiling point rises and does not boil even at 100 ° C. Therefore, the amount of heat that can be transported increases, and cooling water for internal combustion engine engines and the like is pressurized. The cooling water is circulated by a water pump incorporated in the engine and driven by the force of the power shaft via a belt, but the pressure is usually fixed by using a radiator cap as a regulator. Similarly, the feed water pump 5 is used as a driving force for pressure and circulation, but a preload check valve 6 as shown in FIG. 4 is appropriately provided at the front stage of the steam generator 7 (between the water paths to the condenser 3). It is only necessary to maintain the pressure on the water side and supply water only as much as the steam generator 7 requires. At least a part (final part) of the piping circuit from the feed water pump 5 to the steam generator 7 is set to be higher than the height of the steam generator 7. At the last falling part, water naturally flows into the steam generation part 7 by gravity and is vaporized smoothly. If at least the final circuit up to the steam generator 7 is rising, the pressure of the steam hinders the flow of water. Since the steam generator 7 also serves as the exhaust pipe 8, the total cross-sectional area of the narrow tube 37 is increased so that the resistance does not increase. As the thin tube 37, a thin stainless steel pipe or a corrosion-resistant heat-resistant alloy pipe manufactured mainly for medical device piping is used. As for the impulse turbine 1 that is the heart, as with an air turbine that rotates at high speed using compressed air, a recess that receives steam at the outer periphery, and a turn wall when the steam that imparts momentum to the turbine is discharged. An integrated single-stage impulse (impulse) turbine is used. Vapor has a gas characteristic that its jet flow velocity is very high even if the pressure difference is relatively small. Since the peripheral speed of the turbine is high, direct gear transmission by the impulse turbine shaft gear 2 to the starting ring gear 16 of the flywheel 15 which is a feature of the present invention is good. The gear ratio of the gear transmission may be designed with an indivisible number of about 10 to 20, although it depends on the maximum rotational speed of the prime mover. In this case, for example, if the rotation speed on the prime mover side is 5,000 rotations per minute at the maximum, the rotation speed of the turbine will be 50,000 to 100,000 rotations per minute, and a small impulse turbine can be achieved without problems. As for the bearing, the radial load received by gear transmission is not suitable for the float bearing type normally used for turbine bearings. Therefore, if it is this level of rotation, an angular ball bearing that can receive both radial and thrust loads is suitable. If the operating temperature is high and damage such as corrosion occurs due to intrusion of water vapor, a housing material or a ceramic bearing having excellent corrosion resistance may be employed. In addition, in order to keep the temperature of the bearing housing high and suppress the heat loss of the steam, the efficiency further increases when hot water after preheating is passed through the housing. The maximum peripheral speed of the turbine is designed to be smaller than the maximum jet speed of steam, and the lower the jet speed, the greater the speed difference, and the torque is effectively transmitted even at high speed rotation. Whether to use a large-diameter turbine with high performance on the low speed side or a small-diameter turbine with priority on performance at high speed described above may be determined according to the use method (operation pattern) of the prime mover and the vehicle. The ring gear 16 of the flywheel 15 is normally shrink-fitted, but the reached temperature rises due to contact with the impulse turbine shaft gear 2 and the generated torque is frequently transmitted, so partial welding (dotting). It is good to reinforce with etc. In particular, when mounting by remodeling, it is noted that if the entire circumference is welded, the flywheel 15, particularly the clutch mounting surface, is distorted and the balance is easily lost. It should be noted that the amount of heat in the exhaust gas and each part of the engine does not become so high that it can be used effectively until the warm-up is completed. The steam turbine section of this system is only auxiliary, and it is necessary to assist only when necessary, and to reduce the inertia by reducing the weight as much as possible, for example, so that it does not become a heavy load when unnecessary. Therefore, the system operation (water supply pump 5) is performed only when the AND condition is satisfied when the temperature of the exhaust gas is equal to or higher than a predetermined value and the accelerator pedal depression amount (or throttle or governor opening) of the vehicle is higher than a certain value. Operation). Other prime mover conditions and outside air conditions may be added if necessary. Since there is a limit to the intake (area) of air from the outside that allows the condenser 3 to operate and forced suction by an electric fan that uses it, a small condenser that cannot install a particularly large condenser 3 In this vehicle, the operation of the water supply pump 5 may be added with an AND condition that starts at a speed higher than a certain speed of the vehicle. In addition, there are many devices including lighting etc. on the front of the vehicle, and since the air resistance is not increased, the front projection area and shape are very limited. The traveling wind guide plate 26 to be taken in may be installed as shown in FIG. In a large-sized internal combustion engine for a transportation vehicle or the like, the amount of heat to be processed is large. Therefore, a two-stage system is possible in which the condenser is cooled by water circulation and the water is cooled by air. Although it is expensive, it is considered effective to reduce the size and weight by using a heat pipe and separating and heat transporting at high speed. As a consideration for safety, the system according to the present invention is a system that does not affect the main body due to a failure, and the present invention satisfies this because water is an independent system and an auxiliary system as power. Next, what is necessary is to counteract the failure caused by the reaction delay peculiar to the turbine with a simple system, and to counter the response delay during braking. As this method, it is considered that the method of the present invention in which the steam pressure between the steam generator 7 and the impulse turbine 1 is released in conjunction with braking is the most rational. Even when braking, if unvaporized water remains on the steam generator 7 side and the steam generator 7 is in a high temperature state, the load detection condition goes down, so that even if the feed water pump 5 is stopped, output is possible. Occurrence continues and this may become an obstacle to vehicle braking in an emergency. In this case, it is most convenient to make a circuit that leads to the condenser 3 by bypassing a part of the impulse turbine from the steam generator by the opening / closing valve 36 in conjunction with the brake operation mechanism or the braking mechanism.

The steam generator 7 for extracting power from a part of the heat quantity of the exhaust gas has a higher efficiency of vaporization as the temperature is higher. For the exhaust pipe 8 and the like that had been left to radiate heat to lower the exhaust temperature in the past, etc. In addition, it is better to keep the temperature of the exhaust gas upstream of the steam generator 7 parts or more (source of the exhaust gas flowing) through the heat insulating material 32 or the like. Further, the steam generator 7-impulse turbine 1, the preheater 39 to the feed water pump 5, the more heat is kept, the more the steam is not dissipated, that is, the output is not reduced. This is defined as claim 2.

In cold districts or cold seasons, damage occurs to the water supply pump 5 and each part piping due to volume expansion when water freezes. In order to avoid this, it is effective to prevent freezing by lowering the freezing point by mixing a freezing point depressant as in the circulating cooling water for automobile engines. This is defined as claim 3.

It is common in high pressure gas production equipment to prevent high temperature and high pressure steam from being generated due to unexpected troubles such as clogging of the nozzle 29 and condenser 3, etc. It is best to attach a safety valve 33. At least one set of relatively high pressure steam generator 7 and one portion of impulse turbine and at least one set of relatively low pressure from the downstream of the turbine portion to the condenser 3 are installed with their set pressures appropriately adjusted. This is defined as claim 4.

In order that the temperature of the water in the condenser 3 is too low because the outside air is too cold, the preheating mechanism will not be able to raise the temperature to the predetermined temperature, or the trouble such as freezing in the condenser 3 will not occur. It is preferable if the cooling capacity of the condenser 3 can be controlled. Therefore, this may be achieved by varying the cross-sectional area of the flow path of the traveling wind, a dedicated fan, or the like. This is defined as claim 5.

The lower the boiling point of the liquid medium of the cycle, the more effectively the heat quantity of the exhaust gas can be used. In this case, it is a condition that the substance does not give a load to the environment, and alternative fluorocarbons can be used as long as this is satisfied. This is defined as claim 6.

The invention's effect

According to claim 1 of the present invention, a semi-serial hybrid type impulse turbine type composite prime mover can be manufactured by combining the extension of the prior art, and the output of the internal combustion engine prime mover 38 can be assisted at medium and high loads. One of the prime mover technologies that contributes to environmental conservation is that by improving the auxiliary output, the actual use thermal efficiency can be improved, the fuel consumption per output can be reduced, and the amount of carbon dioxide emission and exhaust heat can be reduced. I was able to disclose. In particular, it is most important that the fuel efficiency can be improved by a slight modification to the conventional prime mover system.

According to claim 2 of the present invention, the heat of the exhaust gas conventionally diffused into the atmosphere can be more efficiently and actively converted into power by the steam generator 7 and the impulse turbine 1.

According to claim 3 of the present invention, an impulse turbine composite prime mover that can cope with cold districts and winter seasons can be realized.

According to claim 4 of the present invention, an impulse turbine composite prime mover that can safely use steam can be realized.

According to claim 5 of the present invention, an impulse turbine type prime mover that does not cause a problem in a cold region or winter can be realized.

According to claim 6 of the present invention, an impulse turbine type composite prime mover with even better thermal efficiency is possible.

As described above, the present composite prime mover directly and directly uses a part of the heat quantity of the exhaust gas that has been discarded without being used in the internal combustion engine prime mover 38 as well as the heat quantity released to the cooling water side as steam energy. By converting it to prime mover output, it is possible to improve overall heat efficiency and increase output, and to improve fuel efficiency and reduce exhaust gas and exhaust heat. If the output and torque increase due to the improvement in thermal efficiency, the reason why the fuel efficiency will improve in an actual vehicle is detailed in the above-mentioned “Takami Mitsuhashi's knowledge and characteristics of turbo car published in 1980, Sankai-do” . The invention of the present application is the most popular factor of the conventional internal combustion engine prime mover 38, the characteristics that can be used and a wide range of rotations can be added, and an improvement can be added, and only in a newly designed and manufactured automobile. In addition, it can be applied to currently used vehicles with parts replacement or addition, so there is a merit that the application range is very large. By adding further improvements and additional functions to the invention of the present application, various and various developments can be made for vehicles using an internal combustion engine.

BEST MODE FOR CARRYING OUT THE INVENTION

A description will be given according to the schematic diagram of the route of the present invention shown in FIG. The points of the present invention are: (1) the exhaust manifold 10 and the exhaust pipe 8 are used as the steam generator 7, (2) the single-stage impulse turbine 1 is rotated by the steam, and (3) the turbine shaft is impulsed. The turbine shaft gear 2 is provided, and torque generated in the turbine is decelerated and transmitted to the ring gear 16 on the outer periphery of the flywheel 15 of the prime mover. (4) Travel wind (air flow) of the vehicle by the condenser 3 (5) Condensate the steam using the flow), (5) Preheat the condensed water using the high temperature part of the prime mover as a heat source, (6) Without backflowing the steam from the steam generator 7 to the feed water pump 5, In addition, the necessary amount of water is sent to the steam generator 7. (7) In terms of software, the operating conditions of the feed water pump 5 for pressurized water supply are basically (minimum) load detection and exhaust gas above a certain temperature. Temperature, and And the like to eliminate the turbine-specific adverse effects of time. The main points of the embodiment will be described along the route.

First, regarding the steam generator 7 of (1), the water returned by the condenser 3 is sent to the steam generator 7 corresponding to the boiler by the feed water pump 5. In the internal combustion engine, each part of the engine surrounding the gas that explodes and burns is water-cooled and oil-cooled. The exhaust manifold 10 that collects the exhaust is the highest, and the exhaust pipe 8 that follows it is the next highest. FIG. 6 shows an example in which a thin tube 37 for generating steam is attached to the exhaust pipe 8 and also used as the steam generator 7. The cross-sectional area of the narrow tube 37 that generates steam and the cross-sectional area of the exhaust gas passage are determined so that the exhaust pressure of the main prime mover does not become too large. Since the volume of the exhaust gas decreases and the pressure decreases, it can be determined by experimentation. The thin tubes 37 of the steam generator 7 are provided as many as possible with a reduced outer diameter. The thickness of the tube is as thin as it can withstand the temperature, pressure, and atmosphere, and the longer the length of the pipe to receive heat, the better the efficiency. The material of the narrow tube is made of corrosion-resistant and heat-resistant alloy / stainless steel that can withstand high exhaust temperature and internal vapor pressure and has good corrosion resistance. Since vibration of the thin tube causes fatigue failure, measures such as clamping as appropriate may be taken. The steam flow direction is basically the same as that of the counter-flow heat exchanger, and is opposite to the exhaust gas flow so that the steam is heated more on the impulse turbine 1 side which is the steam outlet of the narrow tube. When the steam generator 7 part also reaches the exhaust manifold 10, exhaust gas collects from a plurality of combustion chambers, and the temperature of the exhaust pipe part after collection is higher on average than the single exhaust pipe part before collection. In some cases, the flow direction may be matched to the characteristics of the individual internal combustion engine. The inner wall of the flow path where the steam touches from the steam generator 7 to the impulse turbine 1 suppresses the roughness of the tube wall to reduce the coefficient of friction with the steam, and the distance between the steam generator 7 and the impulse turbine 1 is short. It becomes more advantageous.

Next, with regard to the steam blowing method of the turbine and nozzle section of (2), in the case of the composite prime mover of the present invention, as shown in the example of FIG. 7, the outer diameter of the impulse turbine body 28 from the substantially tangential direction from the outer periphery. Inside is an impulse turbine type in which a large number of nozzles 29 are directed to blow out steam and its velocity energy is converted into rotational force / speed. This is because the vapor pressure obtained is relatively low and the flow rate is small. It is also possible to make the internal shape of the nozzle widen to increase the speed of the steam, convert pressure to velocity energy as much as possible, and take it out as power. The direction in which the steam is applied may be from the side often used in single-stage impulse turbines as long as there is no problem in handling and cost. Since the steam impinging on the turbine gives a rotational force, the shape of the turbine must draw out the steam force as much as possible and make the exhaust smooth. Since the operating range on the side of the internal combustion engine is wide, and therefore there is a large range in the amount of generated steam and the pressure, the impulse turbine 1 and the nozzle 29 may be operated in two systems (two stages).

Next, in (3), a mechanism for connecting the impulse turbine 1 and the internal combustion engine prime mover 38 used for increasing the output of the prime mover will be described. Basically, a prime mover of an internal combustion engine receives a high pressure generated in an explosion / combustion part that can be sealed by a piston or rotor to rotate the power shaft, so the rotational speed is relatively low and the torque is high. The power pulsates because it is intermittent. On the other hand, except for a huge facility such as a steam power plant, in a small and low-pressure steam turbine such as the present invention, the steam pressure is converted into velocity energy by a steam generator 7-nozzle 29 system that cannot seal the steam pressure. Since the speed energy is received by the turbine and converted into the rotational force, the rotational speed is very high, the torque is low, the fluctuation is continuous, and it is continuous. Since the output of the turbine is the product of the torque and the rotational speed, the output can be obtained to some extent by the high rotation even at low torque. However, when returning the output of the turbine to the power shaft of the prime mover, it is necessary to decelerate somewhere in the mechanism (structure). If the rotational speed of the turbine is directly connected to the power shaft and the rotation is suppressed too much, an effective output cannot be obtained. The turbine's peripheral speed approaches the speed of the steam blown out from the nozzle as long as there is no load, and the speed of the steam can exceed the speed of sound depending on the shape and performance of the nozzle 29. From tens of thousands to hundreds of thousands of revolutions per minute is possible. If the mechanical loss is ignored, the torque is multiplied by the reduction ratio. Therefore, depending on the gear ratio of the gear transmission, the torque can be increased from several times to several tens of times the torque of the turbine. FIG. 8 shows an example of transmission unique to the present invention in which power is transmitted by the impulse turbine shaft gear 2 to the starting ring gear of the prime mover. However, since the exhaust gas temperature (thermal energy) is used, the steam generator stops operating when the exhaust gas temperature is low, such as immediately after starting the engine or during low-load operation, making it as light and compact as possible. It is necessary to reduce unnecessary power. In addition, even if the exhaust temperature rises, there is a delay in operation (time lag) before heat is conducted through the narrow tube of the steam generator or the pressure of the steam rises in the steam generator and power is generated in the turbine. . For this reason, the steam turbine only plays an auxiliary role in this system. Therefore, the method of the present invention in which gears are transmitted to the ring gear 16 of the flywheel 15 already equipped with gears is the most rational in terms of mechanism and efficiency, and is suitable for modification. The impulse turbine 1, bearing housing, The impulse turbine shaft gear 2 can be mounted by using a hole or a tap for mounting the transmission of the cylinder block 14. Remove the interference part when remodeling, and install a new cover to cover the whole.

Next, with regard to the condenser 3 of (4), the steam that has exited the turbine is connected to the condenser 7 by a pipe or the like having a larger flow path cross-sectional area so that the pressure and temperature are lowered. A line fan for blowing air may be incorporated on the way. The pipe should be made of a material with good heat conductivity and a shape with excellent heat dissipation, and fall as much as possible. Therefore, the mounting position below the conventional radiator or condenser for the cooler is preferable. The air-cooled condenser 3 attached to the rear stage of the impulse turbine 1 shown in FIG. 9 may be designed with a capacity that operates in a state in which the outside air is at a high temperature in summer or the like. The use of automobile radiators is the cheapest.

Next, with respect to the preheater 39 of (5), if the engine has been warmed up, the high-temperature part of the prime mover may be anywhere, but the part that warms up first is the most advantageous for operation, so it is around the exhaust gas flow path. Or a lubricating oil system is preferred. Furthermore, it is better to route each part and finally pass through the hottest part. The preheater 39 may be a simple pipe as long as it functions. Parts and parts on the internal combustion engine side where the preheater 39 is installed include an oil pan 4 for storing lubricating oil, a cylinder head 11 metal part, a cylinder head 11 around an exhaust port, a cylinder head 11 cooling water passage, a radiator upper tank, and a cylinder The temperature of the surrounding metal part, the cooling water passage around the cylinder, etc. is high, and the oil pan 4 in FIG.

Next, regarding the preload type check valve 6 of (6), when the steam flows backward from the steam generator 7 to the feed water pump 5, the feed water pump 5 is hermetically sealed and does not perform its function. If a simple check valve is used, it can basically only serve to make water and steam one-way. When the pressurization is performed as in the present invention, water is supplied to the steam generator 7 only when the pressure on the steam generator 7 side plus the pressure by the pressurization is overcome, but the pressure of the feed water pump 5 and the steam generator There is a step in the pressure of 7. Although the steam generator 7 is in an open circuit by the nozzle 29, there is no need to supply water because there is water that evaporates while the steam generator 7 maintains the design pressure or higher. When the pressure of the steam generator 7 decreases and water supply is required, the pressure of the water supply pump 5 overcomes the sum of the pressurized pressure and the pressure of the steam generator 7 to supply water. In this simple system, the design pressure of the steam generator 7 needs to exceed the pressure of the feed water pump 5, and the pressure step can be determined by the force of the spring that applies pressure. Since the narrow pipe 37 connected to the steam generator 7 passes the exhaust system of the internal combustion engine prime mover 38, there is a difference in the amount of heat received (temperature distribution), and the highest efficiency of the steam generator 7 is achieved by fine control. If it is going to do, the pressurization type check valve 6 should be provided in each thin tube 37, and the force of spring 24 should just be set small about the thin tube which passes through a high temperature part. The preload pressure is about 0.1 MPa (about 1 atm) or less, the supply pressure of the feed water pump 5 is 1 MPa or less, and the high pressure region is not used for safety.

Next, regarding the operating condition (7), the operation is not based on the cooling water temperature as in Patent Document 1, but the accelerator pedal is depressed and the output is required. The occurrence of no problem is the minimum operating condition of the impulse turbine 1 of the present invention, and when both of them are satisfied, the pressurized water supply pump 5 may be operated. Next, as the in-vehicle steam turbine system, basically (minimum) necessary safety measures for braking are as follows from the pipe in front of the impulse turbine 1 to the condenser side behind the turbine as shown in FIG. A bypass pipe 35 is provided up to this pipe, and an open / close valve 36 is provided in the middle. This is a heavy load, the exhaust temperature is high, and the steam turbine is generating power and returning it to the power shaft of the prime mover. In this case, water or water vapor still remains in the steam generation section or the relay piping, and the impulse turbine 1 continues to generate power, thereby preventing an obstacle to deceleration. Therefore, the valve may be selected with priority given to its fast operation and certainty, and a slide-type solenoid-driven type is appropriate. The release signal should be taken from basically detecting the depression of the brake pedal. The on-off valve 36 can be incorporated into the turbine housing 30 like a waste gate valve used in a turbocharger supercharger. The power of the actuator may be brake hydraulic pressure, negative pressure of an air supply manifold used also for a brake booster, or the like. Further, the capacity and pressure resistance of the condenser 3 need to function sufficiently even when the bypass circuit operates at high speed and high load. If the brake is released, the open / close valve 36 may be closed by a force such as a spring.

With respect to claim 2, as shown in the example of FIG. 10, the outside air such as the steam generator 7 and the subsequent impulse turbine 1, and the pipe line through which high-temperature water from the preheater 39 to the steam generator 7 flows. Of course, it is more efficient to insulate the part that touches. Even if heat insulation is performed, heat always escapes and the temperature and pressure decrease. Therefore, heat dissipation can be reduced by reducing the length and surface area of the heat radiating part as much as possible.

The third aspect of the present invention may be selected on the condition that the freezing point depressant to be mixed does not decompose at the operating temperature of the steam, does not cause harm to the system, and does not adversely affect the environment by any chance. In the present invention, unlike Patent Document 1, mainly for safety reasons, the water of the steam generator is independent of the cooling water of the internal combustion engine prime mover 38, so the additive is not particular to the LLC of Patent Document 1, etc. Select the most suitable one from the viewpoint of durability at the operating temperature (decomposition resistance at high temperatures) and the environment.

About Claim 4, it attaches to each independently and it is good to manage the ejection guide pipe | tube 34 to the place where it is hard to do harm like the FIG. For example, if a sensor such as a proximity switch is attached and combined with an indicator on the driver's seat so that the occurrence of the ejection operation of the safety valve can be seen in the driver's seat of the vehicle, it is convenient for driving and inspection and maintenance.

About Claim 5, what is necessary is just to make it the structure which attaches the cover which can be attached or detached to the front surface of the condenser 3 simply, and if this cover is made into a slide opening-and-closing type, and it is set as the electric control which opens and closes according to the temperature of the condenser 3. Even better.

About Claim 6, since patent document 1 differs from the cooling system of internal combustion engine prime mover 38, it can also employ | adopt an original liquid medium. Substitute chlorofluorocarbons and the like are preferably not adopted basically in automobiles for racing or the like that may have extremely severe driving fluctuations or safety valve operations. Even if it does not destroy the ozone layer, it is not a naturally occurring substance, so it cannot basically be used in large quantities in a state where leakage or emission is possible. It is optimal to use it to improve the efficiency of so-called commuter vehicles.

As the basic concept of the present invention is to improve the currently used vehicles as a basic concept (connection until the new engine is replaced with an innovative motor), the automobile parts manufacturing and sales business, the vehicle maintenance business and the transportation business (taxi and It is hoped that it will be used as a modified system that can improve safety, efficiency and safety at low cost.

Schematic diagram of an example of an impulse turbine type composite prime mover of the present invention System diagram of direct cycle (steam prime mover / boiling water reactor) System diagram of indirect cycle (pressurized water reactor) Sectional drawing of an example of the pressurization type check valve 6 attached between the feed water pump 5 and the steam generator 7 Schematic diagram of an example of the traveling wind guide plate 26 when the condenser 3 is attached to the side surface of the vehicle 27 Schematic diagram of an example when the exhaust pipe 8 is a steam generator 7 Schematic diagram of one example of a single-stage impulse turbine part 1 Schematic diagram of one example of ring gear 16 and impulse turbine shaft gear 2 Schematic diagram of one example of radiator-type condenser 3 Schematic diagram of one example of heat insulation between steam generator 7 and impulse turbine 1 part Cross section of one example of safety valve 33 and ejection guide pipe 34 Schematic diagram showing an example of the position of the bypass pipe 35 and the opening / closing valve 36

Explanation of symbols

1 ・ ・ Impulse turbine 2 ・ ・ Impulse turbine shaft gear 3 ・ ・ Condenser 4 ・ ・ Oil pan 5 ・ ・ Water supply pump 6 ・ ・ Preload type check valve 7 ・ ・ Steam generator 8 ・ ・ Exhaust pipe 9 ・ ・ Mute Machine 10 ・ Exhaust manifold 11 ・ Cylinder head 12 ・ Air supply manifold 13 ・ Air cleaner 14 ・ Cylinder block 15 ・ Flywheel 16 ・ Ring gear 17 ・ Starter motor 18 ・ Boiler or reactor 19 ・-Water 20-Turbine 21-Generator 22-Reactor 23-Ball 24-Spring 25-Valve body 26-Driving wind guide plate 27-Vehicle 28-Impulse turbine body 29-Nozzle 30 .. Turbine housing 31 .. Circulation pump 32 .. Insulation material 33.. Safety valve 34. 5 .... Bypass pipe 36 ... Open / close valve 37 ... Thin tube 38 ... Internal combustion engine prime mover 39 ... Preheater

Claims (6)

The liquid or gaseous fuel is mixed with air and compressed in the combustion chamber and ignited with an electric spark, or the air is compressed in the combustion chamber and heated to a high temperature, and then the fuel is ignited by high-pressure injection mixing and the explosion · in the internal combustion engine prime mover 38 for a vehicle taking out the power of the pressure receiving piston or rotor when burned, is a path which high-temperature exhaust gas leaving the combustion chamber is discharged to the outside through the muffler 9 exhaust The manifold 10 and the exhaust pipe 8 are also used as a steam generator 7 through a thin tube 37 for heating through water, and the impulse turbine 1 is rotated by the vapor evaporated and superheated in the thin tube 37, and its torque is directly applied. It is transmitted to the starting ring gear 16 provided on the outer periphery of the flywheel 15 of the prime mover 38 by the impulse turbine shaft gear 2 and downstream of the impulse turbine 1. A condenser 3 that cools and condenses the steam whose power has been reduced by using the air flow received by the vehicle during travel is provided, and the condensed water downstream thereof is converted into a high-temperature heat source (cooling water section, A preheater 39 that preheats using a lubricating oil part or a metal part of the engine) or a pipe having the same function is provided, and the power received from the electric motor type water supply pump 5 or the internal combustion engine prime mover 38 is intermittently provided upstream or downstream thereof. It is provided with a water supply pump 5 with an electromagnetic clutch that prevents the reverse flow of steam between the original condenser 3 that feeds water through the feed water pump 5 and the destination steam generator 7 and is necessary for the steam generator 7 At least one pressurized check valve 6 for supplying only fresh water, and the operation control of the water supply pump 5 is above the minimum operation start exhaust gas temperature and the accelerator pedal of the vehicle is depressed. Use AND condition of the state of detecting a predetermined or more load by time, by operating the steam generator 7 only by utilizing the heat of the hot exhaust gases to the medium and high load during the time-climbing and during high-speed running start, and該車during both braking, the opening and closing valve 36 for bypassing the condenser 3 side circuit of the steam generator 7 side circuit and downstream of the upstream of the impulse turbine 1 is opened in conjunction with the operation of the brake operating mechanism or braking mechanism and a system, to improve the overall thermal efficiency at medium and high load to reduce the fuel consumption per output, impulse turbine type composite motor for vehicles, characterized in that the safety measures during braking In order to improve the performance of the steam generator 7, all or part of the exhaust pipe 8 (including the steam generator 7) extending from the exhaust manifold 10 of the vehicle prime mover to the silencer 9 and the generated steam are transferred to the impulse turbine 1 pipe, and the high-pressure side mechanism outside of the turbine 1, and the hot water flows portion from the preheater 39 to the steam generator 7 to be supplied to, characterized in that subjected to insulation treatment such as sow insulation 32 The impulse turbine type composite prime mover according to claim 1. Each mechanism of the piping and the like feed water pump 5 that leads the water in liquid state, in order to prevent damage by freezing of the water, according to claim 1 or characterized in that a mixture of freezing point depressant to the water 2. Impulse turbine type composite prime mover described in 2 When a high pressure state higher than the design value occurs in the steam system, a safety valve 33 for preventing human damage and mechanical damage is provided on the high pressure side between the steam generator 7 and the impulse turbine 1 and the impulse turbine 1 The safety guide 33 is provided with an ejection guide pipe 34 which is provided independently on both the low pressure sides of the water tanks 3 and which reduces the temperature and pressure of the fumarole in order to prevent the pressure of the ejected steam and the danger at high temperatures. The impulse turbine type composite prime mover according to claim 1, 2 or 3, wherein To prevent over-cooling in condenser 3 for condensing vapors, opening and closing of the outside air inlet and outlet, or scaled or control of rotation of the cooling fan passage area, and combinations thereof, the condenser 3 The impulse turbine type composite prime mover according to claim 1, 2, 3, or 4, wherein the water temperature after condensation and the cooling capacity of the condenser 3 can be linked. 2. The heat efficiency is improved by operating the steam generator 7 at a lower temperature by using a low boiling point liquid such as chlorofluorocarbon instead of water as a liquid medium of the steam cycle. , 2, 3, 4 or 5, using a traveling wind when the vehicle is driven by the impulse turbine type prime mover and a method of using exhaust gas calorific value at medium and high loads of the prime mover

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