RU216257U1 - Auxiliary power unit - Google Patents

Abstract

The utility model relates to the field of electrical engineering and energy-saving technologies, in particular to generators in conjunction with an internal combustion engine. Can be mounted permanently or temporarily. It is used as an independent power source for various devices, battery charging and heating.

The technical result is the possibility of using the heat of the exhaust gases and the heat of the internal combustion engine to heat the external device.

The auxiliary power unit, located in a one-piece housing, contains an engine, an electric generator, a converter, a monitoring and control unit, a control panel, a battery, while the engine is connected to the electric generator using a transmission, and to the monitoring and control unit using the bus of the control unit and control, the electric generator is connected to the converter using the AC bus, and to the monitoring and control unit using the load bus, the battery is connected to the converter using the DC bus, and to the monitoring and control unit using the battery voltage control bus, the control and control panel is connected to the control panel using the control panel bus, and also contains a heat exchanger, an electric heater, a pump and a common line, while the pump is connected to the electric heater using the inlet pipe of the electric heater, and with the heat exchanger using using the inlet pipe of the heat exchanger, the common line is connected to the heat exchanger using the outlet pipe of the heat exchanger, to the electric heater using the outlet pipe of the electric heater, and the engine is connected to the common line. 1 ill.

Description

FIELD OF TECHNOLOGY

The utility model relates to the field of electrical engineering and energy-saving technologies, in particular to generators in conjunction with an internal combustion engine. Can be mounted, for example, permanently or temporarily on a vehicle. It is used as an independent power source for external devices, charging batteries, and heating, for example, an engine, car interior, gearbox, transfer case, drive axles and other electrical appliances.

BACKGROUND OF THE INVENTION

The prior art patent CN212615043U IPC F02D11/10; F02D29/06; F02N11/08, published on 02/26/2021, according to which the utility model provides for the control structure of the diesel generator set to standby, so as to achieve the purpose of remote throttle control and convenient operation.

A parking diesel generator control structure, characterized in that it comprises a plurality of cranks, a motor, a plurality of springs, a control unit, and a remote control; the engine is fixed to the outside of the fuel tank by a mounting frame and is located at the output end of the engine. The control unit is located in the parking space of the diesel generator, and the remote control is located in conjunction with the control unit.

The remote control is turning on the microcomputer. After it is turned on, the microcomputer controls the starting device of the starter solenoid and drives the pump. The microcomputer detects the battery voltage and controls the throttle motor drive according to the voltage value to control the throttle and charge the battery. When the battery voltage reaches the full state, the microcomputer unit controls the electronic oil pump to stop working and turn off the oil circuit, and the generator stops working.

The disadvantage of this invention is the irrational use of the heat of the exhaust gases.

The prior art patent CN212366972U IPC B60L53/00; B60R16/03; H02J7/36; H02K5/00; H02K5/22; H02K5/24; published on 01/15/2021, according to which the utility model is an open-frame portable parking generator that can simultaneously output power supplies of different voltages. The frame as a whole is a rectangular parallelepiped frame structure, the upper part of the frame is equipped with a handle connected and fixed.

The fuel tank and the fuel generator are respectively located inside the frame, and the fuel tank is located at the top of the fuel generator. The fuel tank and the fuel generator are connected by a fuel line. The edge of the fuel tank is connected and fixed to the frame.

The control panel is equipped with a switch button and a power button to control the output power. The on button and the power off button are electrically connected to the fuel generator. The output power supply includes a charging power interface and an air conditioning power interface.

The disadvantages of this invention are: the inability to remotely start using the remote control, the inability to use heat to heat the vehicle engine.

Patent CN212366972U IPC B60L53/00; B60R16/03; H02J7/36; H02K5/00;

H02K5/22; H02K5/24; published on 01/15/2021 is taken as the closest analogue, the disadvantages of which are eliminated by the claimed technical solution.

DISCLOSURE OF THE ESSENCE OF THE UTILITY MODEL

The technical task is to create a reliable and technologically advanced auxiliary power unit that combines the main functions, namely: providing power for various AC and DC devices, remote control, charging batteries with a DC source and heating using heat generated by an internal combustion engine auxiliary power unit, as well as exhaust heat.

The technical result, to which the claimed technical solution is directed, is the possibility of using the heat of the exhaust gases and the heat of the internal combustion engine to heat the external device.

The technical result is achieved by an auxiliary power unit placed in a one-piece housing containing an engine, an electric generator, a converter, a monitoring and control unit, a control panel, a battery, while the engine is connected to the electric generator using a transmission, and to the monitoring and control unit using a bus the control and management unit, the electric generator is connected to the converter using the AC bus, and to the control and control unit using the load bus, the battery is connected to the converter using the DC bus, and to the control and control unit using the battery voltage control bus, the monitoring and control unit is connected to the control panel using the control panel bus, as well as containing a heat exchanger, an electric heater, a pump and a common line, while the pump is connected to the electric heater using an inlet pipe of an electric sub heater, and with the heat exchanger using the inlet pipe of the heat exchanger, the common line is connected to the heat exchanger using the outlet pipe of the heat exchanger, with the electric heater using the outlet pipe of the electric heater, and the engine is connected to the common line.

The expansion of the operational capabilities of the auxiliary power unit while optimizing the process of providing vehicles with electricity is achieved through the use of a remote control that allows you to remotely turn on, off, change the operating modes of the auxiliary power unit. Also, the expansion of the operational capabilities of the auxiliary power unit while optimizing the process of providing vehicles with electricity is achieved by using the heat of the exhaust gases and the heat of the internal combustion engine to heat the external device. As an external connection device, for example, a vehicle engine, a stationary engine can be used.

BRIEF DESCRIPTION OF THE DRAWINGS

Fig. 1 - Functional diagram of the auxiliary power unit. In FIG. 1 shows the following items:

1 - Engine;

2 - Electric generator; 3 - Converter;

4 - Block of control and management; 5 - Control panel;

6 - Battery;

7 - Remote control; 8 - Transfer;

9 - AC bus; 10 - DC bus;

11 - Bus of the monitoring and control unit; 12 - Load bus;

13 - Control panel bus;

14 - Battery voltage control bus; 15 - Heat exchanger;

16 - Electric heater; 17 - Pump;

18 - Inlet pipe of the electric heater;

19 - Inlet pipe of the heat exchanger;

20 - Outlet pipe of the electric heater; 21 - Outlet pipe of the heat exchanger;

22 - Common highway.

The dotted rectangle in the left part of the diagram highlights an external device to which the declared auxiliary power unit can be connected.

The dotted rectangle on the right side of the diagram shows the battery 6, which can be located outside the case, while being permanently connected to the auxiliary power unit using the DC bus 10 and the battery voltage control bus 14.

The arrows in the diagram represent the direction of movement of the heat transfer fluid.

IMPLEMENTATION OF UTILITY MODEL

The following describes in detail all the components of this utility model with reference to the drawings and the reference positions indicated on them for a more complete understanding of the scope and all technical aspects of the claimed technical solution by a person skilled in the art.

In FIG. 1 shows a functional diagram of the claimed auxiliary power unit.

The auxiliary power unit can be made in an open or closed one-piece housing, on which the engine 1 is located, which is used to transmit rotation to the electric generator 2 through the transmission 8.

Transmission 8 can be performed, for example mechanical or hydraulic. Electric generator 2 generates voltage and transmits it via bus 9 to converter 3.

On the converter 3, the current is converted from AC to DC, the value of which is selected depending on the requirements in a particular situation. Further on the DC bus 10, the current is transferred to the battery 6. Other DC consumers can also be connected to the DC bus 10. Through the load bus 12, the load parameters of the electric generator 2 are transmitted to the monitoring and control unit 4, which controls the engine speed 1 via the bus of the monitoring and control unit 11. The speed controller can be of a mechanical type and maintain fixed speed without changing the fuel supply by the electric regulator.

Through the control and management bus 11, the parameters of pressure and oil level and temperature of the engine 1 are transmitted to the control and management unit 4. This is necessary so that, for example, in the event of a lack of oil pressure or overheating of the engine 1, the control and control unit 4 can stop the engine 1.

The control panel 5 is connected to the monitoring and control unit 4 via the control panel bus 13, it has an ignition switch, a starter switch, pilot lamps and an automatic mode switch. The number and location of control devices and lamps on the control panel 5 is selected according to the required technical requirements for the installation. The control panel 5 can be made in both analog and digital form.

During the operation of engine 1, heat is generated by engine 1 and heat exchanger 15, which is used to heat the liquid, which is sent to an external device along a common line 22. This is true for water-cooled engines. The cooling system of engine 1 and the external engine are interconnected and mutually heated. If an air-cooled engine is to be used, only the heat exchanger 15 is supplied with liquid. The heat exchanger 15 may be provided with an adjustable damper.

The circulation of liquid in the system is ensured by the presence of a pump 17. The pump 17 can be either in a single copy or in a larger quantity, depending on the requirements for an auxiliary power unit.

The heat exchanger 15 provides the ability to turn off the heating of the liquid in the warm season and avoid overheating of the engines by turning off the heat exchanger 15 and providing a direct exit of the exhaust gases without heating the liquid.

The heating fluid can be circulated in separate circuits. In the auxiliary power unit, the liquid, in the case of using a water-cooled engine, circulates through a small circle of the engine cooling system 1. After the engine 1 warms up, the liquid enters the common line 22 and then to the external engine. Also engine 1 may not have a thermostat. Also, the engine 1 may not have a built-in circulation pump. In this case, the circulation of the liquid will also be carried out by the pump 17.

In the second circuit, the liquid is supplied to the heat exchanger 15 using a pump 17 through the inlet pipe of the heat exchanger 19, where it is heated from the exhaust gases. In this case, the liquid from the heat exchanger 15 enters the common line 22 for heating the external engine, as well as it is supplied to the electric heater 16, where the heated liquid enters the common line 22.

The connection of the engine 1, heat exchanger 15 and electric heater 16 may differ from that indicated in the diagram and be selected from the conditions for optimizing the heat balance of the joint operation of the components.

The design provides for the use of an electric heater 16. The electric heater 16 is used to heat the external engine and creates a load for the engine 1. The load on the engine 1, in turn, increases the heat generated by the engine 1 and heat exchanger 15, which increases the heating efficiency of the external engine. Heating with other heat sources associated with the declared auxiliary power unit is also possible.

In automatic mode, the monitoring and control unit 4 on the battery voltage monitoring bus 14 measures the voltage on the battery 6. When the voltage drops to a predetermined lower value, the monitoring and control unit 4, using the bus of the monitoring and control unit 11, starts the engine 1. After the voltage in the battery 6 increases to the set value, the control and management unit 4 stops the operation of the engine 1. Starting and stopping can be carried out according to the temperature of the engine 1 and according to the programmed time.

Starting the auxiliary power unit in the non-automatic mode at the request of the user is carried out using the remote control 7 or control panel 5. The remote control 7 can be connected both using a cable and wirelessly. The signal from the remote control 7 is transmitted to the control and control unit 4. The control and control unit 4 starts the engine 1. Also, at the request of the driver, the signal from the remote control 7 transmits a signal to stop the operation of the engine 1 to the control and control unit 4, which stops the engine 1.

The electric generator 2 is installed both for receiving direct current and for receiving alternating current. A compressor can also be used in order to obtain compressed air for the air system of the car, both driven by the engine 1 and electrically driven by an electric motor. An alternator and a DC generator driven by engine 1 can also be installed together.

An air conditioning or refrigeration compressor can also be installed. The compressor can be connected to engine 1 by a mechanical or hydraulic transmission, or have an electric drive and be connected to an electric generator 2. In this case, it will be possible to ensure the operation of the air conditioner or refrigeration unit in parking lots, stopping the operation of the vehicle engine, which increases the engine life and reduces consumption. fuel and reduce the amount of exhaust gases emitted by the vehicle engine.

The current generated by the electric generator 2 can be used for direct heating of the vehicle cabin, for example, using electric heaters 16, dry air or oil heaters, as well as for heating an external engine, drive axles, transfer box or gearbox using electrically powered generator 2 electric heaters 16, other units requiring heating, supplying power to other external devices.

The liquid circulates through the engine 1 through a separate circuit, while at first it circulates through the small circuit of the engine 1 cooling system, and after reaching the required temperature, the thermostat opens, and it begins to circulate, mixing with the liquid in the common line 22, and enters the external engine and gives warm. Thus, after reaching the operating mode of engine 1, the external engine has the opportunity to receive heat for heating. Also, engine 1 may not have a thermostat, in which case the fluid will circulate through engine 1 directly in the common line

22. The pump 17 can be built into the engine 1 or located outside the engine 1.

Also, the auxiliary power unit may contain electronic valves that control the supply of coolant to the external engine. The valves interact with the coolant level sensor. In the event that the coolant level drops to a critical level, the low-level sensor in the cooling system of the external engine gives the command to close the electrical valves. Coolant access to the external engine is stopped and it stops working. Additionally in the design of the auxiliary power unit to inform about the engine stop

1, a sound or light signal can be used. Also, electronic valves can be used to organize the circulation of fluid in the auxiliary power unit.

Instead of electric heater 16 and electric generator 2, or together, a hydraulic pump can be installed with oil supply through a pressure reducing valve to the heat exchanger. In this case, almost all the power supplied to the hydraulic pump is converted into heat. In the case of heating the coolant with a hydraulic pump, for example, heating the liquid in the engine before starting, the heat energy in the oil-water heat exchanger from the oil circuit is transferred to the circuit of the main engine cooling system. The same principle can be used for heating oil in the hydraulic systems of cars, special equipment and stationary installations in the oil tank of the hydraulic system, if necessary, heating in severe frosts. Also, instead of the electric generator 2, two separate generators of direct and alternating voltage can be installed.

Thus, the installation of an oil pump with a closed circulation system makes it possible to convert the input power to the oil pump into heat and subsequently transfer the heat of the heated liquid through the heat exchanger. In addition, the engine 1 will be loaded, as a result of which more thermal energy is released from the engine 1 and/or the heat exchanger 15, which is then transferred for heating to units where the heat of the liquid is required. Also, oil in hydraulic systems can be heated from the liquid by using water-oil heat exchangers, receiving heat from the auxiliary power unit. In this case, the heat from the liquid through the common line 22 through the heat exchanger will be transferred to the heated hydraulic fluid.

If an air compressor is installed, it may have a liquid cooling system, in which case heat will also flow into the common line 22.

Also, the auxiliary power unit and the heated device may have separate fluid circuits. In this case, the transfer of thermal energy is carried out using a heat exchanger without mixing fluid from the auxiliary power unit and the heated device. In this case, the fluid from the auxiliary power unit circulates in a closed circuit, where it gives off its heat in the heat exchanger to the heated device, and after cooling it returns to the auxiliary power unit.

The use of a heat exchanger is especially important, for example, if the auxiliary power unit is located above the level of the external engine, since in this case it will be difficult to carry out the operation of the auxiliary power unit, and liquid leakage through the safety valves of the external engine cooling system and failure of the external engine is also possible.

Also, the use of a heat exchanger between the auxiliary power unit and the external engine will allow the auxiliary power unit to be installed not only on the main vehicle, but also on the trailer of the vehicle. In case of impossibility of installation on the main vehicle. In this case, the flexible hoses, through which the coolant circulates, will be subjected to bending loads, and in the event of fluid leakage through the flexible hoses, the external engine will be safe from coolant leaks and failure as a result.

Also, the electric heater 16 can be located outside the auxiliary power unit and be attached directly to the external engine through a closed fluid circulation system through the external engine and receive power from the electric generator 2, additionally loading the engine 1, which leads to an increase in heat from the engine 1 and heat exchanger 15, increasing heating efficiency of connected devices. In this case, an external or built-in pump in the electric heater 16 will circulate fluid through the electric heater 16. Fluid circulation in the auxiliary power unit components is given for general understanding. Engine 1, heat exchanger 15, electric heater 16 can be connected in various combinations not indicated in the general diagram to ensure the necessary circulation of liquid through engine 1, heat exchanger 15 and electric heater 16.

The operation of the device is carried out as follows.

It is known that truck drivers during the trip, for example, due to bad weather and queues at the customs point, stand idle a lot. At idle, a diesel engine has a low combustion temperature of the fuel in the cylinders, due to the low rate of air compression in the engine cylinders. As a result of this, incomplete combustion of the fuel occurs and the efficiency factor decreases and the toxicity of exhaust gases increases. Unused fuel washes oil from the cylinder mirror, part of the fuel drains into the sump and partly enters the exhaust system. The work of the piston group is disrupted, and the injector nozzles coke. For the above reasons, the resource of the diesel engine is reduced and leads to aging of the engine oil, which in turn leads to an increase in the wear of the vehicle engine and, in connection with this, an increase in costs and more frequent failures of the power unit of vehicles, auxiliary mechanisms of the vehicle and the turbocharger Increased wear is also relevant for gasoline engines.

In winter, to create the necessary temperature conditions in the car interior, liquid heating can be used with a vehicle engine preheater or a dry cabin heater that consumes electricity from battery 6. In the summer, an air conditioner is used to create the necessary temperature conditions, which without an auxiliary power unit requires you not to stop the operation of the vehicle's engine. Cars often use high-current electric air conditioners, which leads to a decrease in battery charge in a short period of time. At the same time, electricity can also be consumed by: lighting, wipers, and other regular and non-standard electrical systems and devices of the car. To recharge the battery 6, in most cases, the vehicle engine is used, which consumes up to seven liters of fuel per hour or more, depending on the vehicle engine size and ambient temperature, which leads to excessive fuel consumption, increased wear of the external engine, and emissions of toxic components. into the environment.

The claimed auxiliary power unit automatically starts and charges the battery 6 in automatic mode by voltage drop. It is also possible to operate the auxiliary power unit in continuous mode without taking into account the voltage of the battery 6 without controlling the start and stop of the engine 1. The fuel consumption of the auxiliary power unit is 300-900 grams per hour, which is many times less than the fuel consumption of the vehicle engine when operating at low idling load. Depending on the connected load, the fuel consumption may increase. The fuel consumption is indicated only for maintaining the charge of the battery 6, depending on the power of the current consumed. Fuel economy is especially relevant in the northern regions of the country, where excess fuel used can lead to vehicle downtime in cases of difficult fuel supply, increased wear of the vehicle engine and vehicle gearbox, or in particularly difficult cases, death.

Batteries are known to lose charge in automobiles, and in this case there is not enough charge in the batteries to start the vehicle engine, for example, due to the high power consumption of other devices in the car.

The claimed auxiliary power unit operates independently of the external engine (vehicle) and restores the battery charge level sufficient to start it. In addition to reducing fuel consumption, when using the claimed auxiliary power unit during downtime, the resource of the vehicle engine is not consumed. Charge recovery time depends on battery capacity and charge level 6.

The expansion of the operational capabilities of the declared auxiliary power unit is especially important in the case of low temperatures that prevent the start of an external engine and a discharged battery 6.

Insufficient battery charge to start the vehicle engine remains sufficient to start the auxiliary power unit engine 1. In this case, the driver needs to use the remote control 7 or control panel 5 to start the auxiliary power unit, which in turn, due to the temperature of the exhaust gases through the heat exchanger 15 and the heat generated by the engine 1 and the electric heater 16, will warm up the power unit of the vehicle, charge the battery 6, increase the temperature in the car cabin. Also, engine 1 can be equipped with additional electric or other heating, which will allow, with a slight consumption of battery charge relative to the vehicle engine, to heat engine 1 and start engine 1 even in extreme frosts, which will allow to warm up the vehicle engine and prepare for launch.

It will also allow the driver to use the necessary devices powered by electricity generated by the auxiliary power unit. After the heating of the external motor is completed, start it.

In the event of a vehicle engine failure, which can pose a threat to life and health in the cold season, the auxiliary power unit provides battery 6 charge and allows you to use the car interior heating and wait for help. The DC interface can be used to connect battery 6.

The remote control 7 allows you to get information about the status of the auxiliary power unit, change its mode of operation, start or stop the engine 1 directly without direct contact with the auxiliary power unit, for example, when the driver is in the vehicle cab or remotely, for example, in a building.

At the same time, the presence of the remote control 7 reduces the time required to prepare the vehicle for movement, allows you to control the auxiliary power unit without leaving the cab or building. And also allows you to close the auxiliary power unit in the casing in order to protect it from the environment or unauthorized access, which is especially important at night, when the user cannot visually control the auxiliary power unit.

Also, the claimed auxiliary power unit may have outlets for connecting household electrical appliances, such as a welding machine, a rotary hammer. The voltage of 220 volts can be generated directly by the electric generator 2 or converted by the inverter from the onboard voltage of the battery 6 or from the direct current of the auxiliary power unit.

Claims (1)

Auxiliary power unit housed in a one-piece housing, containing an engine, an electric generator, a converter, a monitoring and control unit, a control panel, a battery, while the engine is connected to the electric generator using a transmission, and to the monitoring and control unit using the bus of the control unit and control, the electric generator is connected to the converter using the AC bus, and to the monitoring and control unit using the load bus, the battery is connected to the converter using the DC bus, and to the monitoring and control unit using the battery voltage control bus, the control and control panel is connected to the control panel using the control panel bus, and also contains a heat exchanger, an electric heater, a pump and a common line, while the pump is connected to the electric heater using the inlet pipe of the electric heater, and with the heat exchanger using using the inlet pipe of the heat exchanger, the common line is connected to the heat exchanger using the outlet pipe of the heat exchanger, with the electric heater using the outlet pipe of the electric heater, and the engine is connected to the common line.

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