JPH0436028A - Energy recovering engine - Google Patents

Abstract

PURPOSE:To make effective use of a vehicle and inertia energy for the vehicle by providing a control means which controls first and second solenoid valves in such a manner that each of the valves is closed at least during deceleration of the engine and of the vehicle and is opened during acceleration. CONSTITUTION:During deceleration of a vehicle and an engine 1, solenoid valves 30a, 30b are both controlled so as to be closed and atmosphere is introduced into a cylinder 23 as a piston lowers, and air in the cylinder 23 is introduced into a pressurized tank 31 via a reed valve 28b at the rise of the piston and is pressurized and the piston 24 of the cylinder 23 is actuated as a pump by means of inertia energy generated when a crank shaft 6 is driven reversely at high speed by the engine 1 and each wheel of the vehicle, and air is pressurized inside the pressurized tank 31. During acceleration, the solenoid valves 30a, 30b are both controlled so as to be opened and then discharge of pressurized air in the tank 31 to an atmosphere port 29 is prevented by a reed valve 28a serving as an one-way valve and the air is introduced into the cylinder 23 and acts on the piston 24 when the piston lowers and an inlet poppet valve 26a opens.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention provides a fluid pressure system that uses inertia energy during deceleration of the vehicle and the vehicle engine to power some of the cylinders of a multi-cylinder vehicle engine. The present invention relates to an energy recovery engine that outputs power to the crankshaft of a vehicle engine.

[Conventional technology]

Generally, an engine is configured such that a piston is inserted into a cylinder so as to be able to reciprocate, and the reciprocating movement of the piston rotates a crankshaft. On the other hand, if the piston is caused to reciprocate in the opposite direction by rotating the crankshaft, a reciprocating piston type pump is created.

It is also possible to create a reciprocating piston type pneumatic engine by applying compressed air to the piston and causing it to reciprocate. Therefore, in a multi-cylinder engine, one or two cylinders can be connected to the reciprocating piston as described above. It is proposed for use in type pumps or pneumatic engines.

Conventionally, regarding this type of engine, there is a prior art, for example, in Japanese Patent Application Laid-Open No. 59-226229, in which reed valves are provided in place of the intake and exhaust valves of some cylinders for pumping action, and for supercharging. indicated for use. Also,
The prior art disclosed in Japanese Utility Model Application Publication No. 5'119901 discloses a pneumatic engine using compressed air from an electric compressor as an energy source.

[Problem to be solved by the invention]

By the way, in the former of the above-mentioned prior art, since some cylinders are used for supercharging, the inertial energy of the engine and the vehicle cannot be recovered. Furthermore, since the latter uses compressed air from an electric compressor, it has problems such as poor efficiency and inability to utilize the inertial energy of the vehicle and engine.

The present invention has been made in view of the above, and its purpose is to effectively utilize inertial energy for heavy vehicles and vehicles by using some of the cylinders as reciprocating piston type pressure pumps and fluid pressure engines. It is an object of the present invention to provide an energy recovery type engine that can be utilized for the purpose of the present invention and improve the fuel consumption rate, output performance, etc. by using this energy.

[Means to solve the problem]

In order to achieve the above object, the energy recovery type engine of the present invention has the following features: (1) Pistons connected to the crankshaft of the engine are inserted into some cylinders of the multi-cylinder engine installed in the JLI vehicle, and a reciprocating piston type engine is provided. In a vehicle engine having a pump, some of the cylinders of the engine are provided with an intake poppet valve that opens when the piston descends, and an exhaust poppet valve that opens when the piston ascends, and the passage of the intake poppet valve is connected to a first communicates with the atmospheric port via a first solenoid valve, communicates with the pressurized tank via a first solenoid valve, and communicates a passage of the exhaust poppet valve with the atmospheric port via a second solenoid valve; The first reed valve is connected to the pressurized tank through the second reed valve.
A control means is provided for controlling the second solenoid valve to close at least when the heavy-duty engine and the vehicle decelerate and open when the vehicle accelerates; (2) some cylinders of a multi-cylinder engine mounted on the vehicle; In a vehicle engine having a reciprocating piston type pump by inserting a piston connected to the crankshaft of the engine, some of the cylinders of the engine have an intake poppet valve that opens when the piston goes down, and a suction poppet valve that opens when the piston goes down, and a piston that opens when the piston goes down. and a discharge poppet valve that opens when the valve is opened, and the passage of the suction poppet valve is communicated with the negative pressure tank through the first reed valve. communicates with the pressurized tank via a first solenoid valve, communicates the passage of the discharge poppet valve with the negative pressure tank via a second solenoid valve, and communicates the passage of the discharge poppet valve with the negative pressure tank via a second reed valve. It is configured to communicate with the pressurized tank, and the above-mentioned No. 1. the second solenoid valve,
A closed circuit is formed by providing a control means for controlling at least the vehicle engine and the vehicle to close when decelerating and open when accelerating.

[For production]

Based on the above configuration, in some cylinders, when the vehicle and the vehicle engine are decelerated, the first. When the second solenoid valves close together, air is sucked into the cylinder when the piston descends, and when the piston rises, the air in the cylinder is guided and pressurized into the pressurized tank, thereby acting as a pump to decelerate the vehicle and vehicle engine. The inertial energy at the time is stored as pressure energy in a pressurized tank. During acceleration, both the first and second solenoid valves open, and the pressurized fluid in the pressurized tank is introduced into the cylinder, which operates as a fluid pressure engine, increasing output during acceleration. .

〔Example〕

Embodiments of the present invention will be described below based on the drawings.

In FIG. 1, for example, in the case of 6 cylinders, cylinders #1 to #4 form a normal engine l, cylinders #5.
The #6 cylinder constitutes a reciprocating piston type pump 20. In the engine 1, a piston 4 inserted into a cylinder 8 of a cylinder block 2 is connected to a crankshaft 6 via a connecting rod 5.
is provided.

Then, the air-fuel mixture is sucked into cylinder 3, and the spark plug ■0
The combustion and explosion causes the piston 4 to reciprocate and rotate the crankshaft 6, producing a predetermined engine output.

In the pump 20, a piston 24 inserted into a cylinder 23 of a cylinder block 2 of the engine 1 is connected to a crankshaft 6 via a connecting rod 25. In addition, the cylinder 23
At the top of the is a suction poppet valve 2B that opens when the piston descends.
a, and a discharge poppet valve 2fib that opens when the piston rises. The suction poppet valve 26a communicates with the atmospheric port 29 via a reed valve (first reed valve) 28a of the passage 27a, and at the same time communicates with the pressurized tank 31 via a solenoid valve (first solenoid valve) 80a. . The discharge poppet valve 28b communicates with the atmospheric port 29 via a solenoid valve (second solenoid valve) 30b in the passage 27b, and at the same time communicates with the pressurized tank 81 via a reed valve (second reed valve) 28b. These reed valves 28a
, 28b and the solenoid valves 30a, 30b enable it to function as a pressure pump and a fluid pressure engine.

The pressurized tank 31 is communicated with the air suspension compressor 40 through a passage 27c having a solenoid valve 30e. Further, the pressurized tank 31 is communicated with a passage 27d having a heli-leaf valve 30d between the suction poppet valve 26a of the passage 27a and the solenoid valve 80a.

The solenoid valves 30a and 30b are controlled by the control unit I5.
It is connected to open and close using an electrical signal. Here, the control unit 15 determines the deceleration, steady state, and acceleration operating conditions of the engine l, and operates the solenoid valves 30a and 3 during deceleration.
Outputs a close signal to 0b and closes the solenoid valve 30a during acceleration.
, 30b, and during normal operation, a close signal is output to the solenoid valve 80a and an open signal is output to the solenoid valve 30b.

The solenoid valve 30c is opened via a switch means (not shown) when the compressor 40 is activated.

Next, the operation of the engine having such a configuration will be described.

In the engine 1 of the first f, #1 to #4 cylinders, the air-fuel mixture taken into the cylinder 3 is combusted in the combustion chamber 7, and the combustion energy in this case drives the crankshaft 6 to rotate via the piston 4. In this way, the vehicle travels due to the rotational driving force of the engine 1. At this time #5. In the #6 cylinder pump 20, the piston 2 is rotated by the rotation of the crankshaft 6.
4 moves back and forth.

Therefore, during normal conditions such as idling and steady running, the control unit 15 controls the solenoid valve 30a to close and the solenoid valve 30b to open. Therefore, when the suction poppet valve 26a opens when the piston descends, the cylinder 2
Atmospheric air from the atmospheric port 29 is taken into the air port 28a through the reed valve 28a, and when the piston rises, the air is sucked into the exhaust poppet valve 2[ib].
When the cylinder 23 opens, the air in the cylinder 23 is discharged from the atmospheric port 29 via the solenoid valve 30b. Therefore, in this case, the intake air from the atmospheric port 29 passes through the cylinder 23 and is discharged from the atmospheric port 29 again, so that the pump 20 does not perform any heavy work.

On the other hand, when the vehicle and the engine 1 are decelerating, both the solenoid valves 30a and Bob are controlled to close, so that air is sucked into the cylinder 23 as described above when the piston descends. When the piston rises, the air inside the cylinder 23 is pumped into the pressurized tank 31 via the reed valve 28b.
The piston 24 of the cylinder 23 operates as a pump due to the inertia energy generated when the crankshaft 6 is reversely driven at high speed by the engine I or the wheels of the vehicle, and the air is pumped into the pressurized tank. 31 will be pressurized.

On the other hand, when the air pressure in the pressurized tank 31 exceeds the predetermined pressure,
The relief valve 30d is opened and the air in the pressurized tank 31 is allowed to escape upstream of the suction poppet valve 26a via the passage 27d. When the air pressure in the pressurized tank 3 reaches a predetermined pressure,
The relief valve 80d is closed.

When the solenoid valves 30a and 30b are controlled to open together during acceleration, the pressurized air in the pressurized tank 81 is prevented from being discharged to the atmospheric port 29 by the one-way reed valve 28a, and the piston When the suction poppet valve 2fia opens during the downward movement, it is introduced into the cylinder 23 and acts on the piston 24. Therefore, as described above, the pump 20 operates as a fluid pressure engine by utilizing the pressure energy obtained by the inertial energy during deceleration of the vehicle and engine l, and the generated torque from the pump 20 is applied to the crankshaft 6. As a result, the output of engine 1 will be increased.

In this case, the pressurized air introduced into the cylinder 23 expands and depressurizes as the volume of the cylinder 23 increases, and when the exhaust poppet valve 2Bb opens when the piston rises, the solenoid valve 30b
is emitted to the atmosphere via

In this way, the piston 24 of the pump 20 is connected to the connecting rod 2
It operates as a pressurizing pump and a fluid pressure engine while being connected to the crankshaft 6 via the crankshaft 5, and the inertial energy during deceleration of the vehicle and the engine 1 is effectively utilized.

Further, the pressurized air in the pressurized dunk 31 flows into the suction side of the compressor 40 when the solenoid valve 31 is opened, for example, when a switch (not shown) of the air suspension compressor 40 is turned on.

This reduces the driving load on the compressor 40 and improves the fuel efficiency of the engine 1.

According to a second embodiment of the invention, shown in FIG. is connected to. The negative pressure tank 32 has a solenoid valve (third solenoid valve) 3
It communicates with the atmospheric port 29 via C1e. Further, when the pump 20 operates as a pump and a fluid pressure engine, the solenoid valve 30e is closed. The solenoid valve 30e opens based on a signal from the control unit 15 for a predetermined time during startup and when the negative pressure in the negative pressure tank 32 becomes deeper than a predetermined negative pressure.

Therefore, in this embodiment, when the vehicle and engine are decelerating, the solenoid valves 30a and 3 (lb) are closed, and the inside of the negative pressure tank 32 becomes negative pressure due to the lowering of the piston 24.
When the negative pressure in the negative pressure tank 32 becomes equal to or higher than a predetermined negative pressure, the solenoid valve 30e is opened by a signal from the control unit 15, and the atmosphere flows in from the atmospheric port 29, causing the negative pressure tank 3 to open.
When the negative pressure within 2 reaches a predetermined negative pressure, the solenoid valve 30e is closed. Therefore, during acceleration, during the descent stroke,
The solenoid valves 30a and 30b are opened, and the pressurized air in the pressurized tank 31 acts on the piston 24 of the pump 20, and in the upward stroke, the air in the cylinder 23 is compressed because the pressure in the negative pressure tank 32 is negative. The liquid flows into the negative pressure tank 32, and the pump 20 operates as a closed circuit fluid pressure engine.

According to a third embodiment of the invention in FIG.
, 27b and the pressurized tank 31, a heat exchanger 33 for heating using exhaust gas is provided. As a result, the pressurized air in the pressurized tank 31 is heated by the exhaust heat and has a large enthalpy, so that the amount of work when the pump 20 operates as a fluid pressure engine increases.

Moreover, a heat exchanger 84 for cooling with outside air or cooling water is installed between the passages 27g, 27b and the negative pressure tank 82, so that the air after the pump 20 has worked as a fluid pressure engine is removed. The temperature is cooled by a cooling heat exchanger 34. In this way, inertia energy during deceleration of the vehicle and engine 1 is utilized, and the exhaust gas temperature and cooling water temperature, which are heat losses of the engine 1, are recovered, and the pump 20 operates as a fluid pressure engine, improving fuel consumption. can get.

In addition, the second. In the third embodiment, air was used as the working medium, but fluids other than air may be used. In this case, fluid is filled from the atmospheric port 29 via the solenoid valve 30e.

Although the embodiments of the present invention have been described above, the present invention is not limited thereto.

〔Effect of the invention〕

As described above, according to the present invention, in an energy recovery engine, some cylinders of the engine are used as reciprocating piston type pumps, and a pressurized tank is provided, so that the inertia during deceleration of the vehicle and the vehicle engine is reduced. Since the energy can be used as power mud, the pump operates as a fluid pressure engine during acceleration, improving fuel consumption and acceleration performance during acceleration.

Furthermore, since the pump that performs the pump action and the fluid pressure engine action is comprised of part of the cylinder of the engine, the structure is simplified and the inertial energy during deceleration of the vehicle and the vehicle engine is easily converted into pressure energy. be able to.

Furthermore, when the vehicle and vehicle engine decelerate,
The pump performs a pumping action using inertia energy during deceleration, which reduces the burden on the brakes.

Furthermore, since the pressurized air in the pressurized tank is guided to the intake side of the air suspension compressor, the driving load on the compressor is reduced, and the fuel efficiency of the engine is improved.

Since a negative pressure tank is provided and a closed circuit is created, pump efficiency is improved, the torque generated when the pump operates as a fluid pressure engine is improved, fluids other than air can be used as the working medium, and the cylinder External release of lubricating oil, etc. is prevented.

We also installed heat exchangers for heating and cooling, so
The internal energy of the fluid as a working medium is increased, and the state of the fluid changes stably in a closed circuit.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram showing an embodiment of the energy recovery engine of the present invention, Fig. 2 is a schematic diagram showing the main part of the second embodiment, and Fig. 3 is a schematic diagram showing the main part of the third embodiment. It is a schematic diagram. 15... Control unit, 20... Pump, 23...
- Cylinder, 24... Piston, 26a... Suction poppet valve, 26b... Discharge poppet valve, 27a... Passage of suction poppet valve, 27b... Passage of discharge poppet valve, 28a, 28b... 1st degree second reed valve,
30a, 30b...Solenoid valve, 29...Atmospheric port, 31...Pressure tank, 32...Negative pressure tank, 33...Heating heat exchanger, 34...Cooling heat exchanger , 40・Compressor

Claims (5)

[Claims] (1) In a vehicle engine in which a piston connected to the crankshaft of the engine is inserted into some cylinders of a multi-cylinder engine mounted on a vehicle to form a reciprocating piston type pump, in some cylinders of the engine, A suction poppet valve that opens when the piston descends and an exhaust poppet valve that opens when the piston rises are provided, and the passage of the suction poppet valve is communicated with the atmospheric port via a first reed valve, and a first solenoid valve is provided. the passageway of the discharge poppet valve communicates with the atmospheric port via a second solenoid valve, and communicates with the pressurized tank via a second reed valve; An energy recovery type engine, comprising a control means for controlling first and second solenoid valves so that at least the vehicle engine and the vehicle are closed during deceleration and opened during acceleration. (2) The energy recovery engine according to claim (1), characterized in that the pressurized tank communicating with the passages of the intake poppet valve and the discharge poppet valve communicates with an air suspension compressor. (3) In a vehicle engine in which a piston connected to the crankshaft of the engine is inserted into some cylinders of a multi-cylinder engine mounted on a vehicle to form a reciprocating piston type pump, in some cylinders of the engine, A suction poppet valve that opens when the piston descends and an exhaust poppet valve that opens when the piston rises are provided, and a passage of the suction poppet valve is communicated with a negative pressure tank via a first reed valve, and a first solenoid valve is provided. communicates with the pressurized tank via a second reed valve, and communicates the passage of the discharge poppet valve with the negative pressure tank via a second solenoid valve, and communicates with the pressurized tank via a second reed valve. , An energy recovery type engine characterized in that the first and second solenoid valves are provided with a control means for controlling at least the vehicle engine and the vehicle to close when decelerating and open when accelerating, thereby forming a closed circuit. . (4) The energy recovery engine according to claim (3), wherein the passage of the suction poppet valve and the passage of the discharge poppet valve communicate with the pressurizing tank via a heating heat exchanger. (5) The energy recovery engine according to claims (3) and (4), wherein the passage of the intake poppet valve and the passage of the discharge poppet valve are communicated with the negative pressure tank via a cooling heat exchanger. .