RU2334891C1 - Combined engine power plant - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to aircraft engine production. The combined engine power plant incorporates an internal combustion engine with its shaft linked to the electric generator rotor and a Striling engine. The said generator comprises two rotors, the second its shaft being lined to the Stirling engine shaft.

EFFECT: improved ecological characteristics, lower weight and costs, higher efficiency and reliability.

9 cl, 8 dwg

Description

The invention relates to engine building.

Known aircraft combined engine according to the application of the Russian Federation for invention No. 2002115896, containing a gas turbine engine and a rocket engine.

The disadvantage is the very high fuel consumption consumed by the rocket engine.

Known propulsion system according to the patent of the Russian Federation No. 2211935, a prototype containing a compressor, a combustion chamber, a turbine and a jet nozzle.

The disadvantage is low efficiency, high specific fuel consumption, the presence of a significant amount of harmful substances in the exhaust gas.

Objectives of the invention: improving environmental properties, increasing efficiency, reducing weight, cost and improving the reliability of the propulsion system.

The solution of these problems was achieved in a combined propulsion system containing an internal combustion engine connected by a shaft to the generator rotor and a Stirling engine, in that the generator is made biotative with two rotors, and the Stirling engine shaft is connected to the second rotor of the generator. Both rotors of the generator are rotatable in different directions. The installation can be equipped with either a single fuel system for an internal combustion engine and a Stirling engine, or the fuel systems for an internal combustion engine and a Stirling engine are separate. The installation may include a fan, and the Stirling engine contains at least one working cylinder and at least one expansion cylinder mounted behind the fan in an air stream. Each expansion cylinder has a casing that forms a cooling cavity with this cylinder, the entrance to the cooling cavity is connected to the air intake pipe, and the outlet from the cooling cavity is connected to the exhaust pipe. At least one electric motor is connected to the electric generator. An electric energy storage device is connected to the electric generator through the switch. The electric motor is mounted on the axis of the internal combustion engine.

The proposed technical solution has novelty, inventive step and industrial applicability, as evidenced by patent research. To implement the invention, it is sufficient to use the known components and parts previously developed and implemented in the design of gas turbine engines and in mechanical engineering.

Combined (hybrid) are called units capable of operating on several types of combustible fuel, and engines with the so-called layer-by-layer mixing. Multi-fuel engines have a fairly complex design and operate at extremely high compression ratios. So, for example, in the MTU engine (Mercedes-Benz), the latter is 25 units. While modern mass units consuming high-octane gasoline, the compression ratio ranges from 9 to 10 units, and for diesel engines lies in the range 16-17. One of the simplest examples of such power plants can be considered a motor running on gasoline and gas (natural or derived from oil). Such engines are popular in countries with high gas prices (Italy, South America). Layered mixing is used in gasoline units to reduce fuel consumption and harmful emissions at medium loads. In addition to the two types mentioned above, there was one more - a hybrid one, which was a combination of internal combustion engines and an electric motor. For some reason, it seems that this technology was born recently. In fact, such an engine appeared at the turn of the XIX-XX centuries. Moreover, some developers managed to move from projects to small-scale production. Beginning in 1897 and over the next 10 years, the French Compagnie Parisienne des Voitures Electriques launched a batch of electric vehicles and cars with hybrid engines. In 1900, General Electric designed a hybrid car with a 4-cylinder gasoline engine. And from the conveyor of the Walker Vehicle Company of Chicago, “hybrid” trucks left until 1940.

Why, then, did the idea of electric motors and hybrids not take root? The gas engine ranks first in speed and far surpasses the electric in terms of range, but in terms of reliability and efficiency, the gas engine has lost. It is worth noting that resource and environmental problems in former times have not yet been considered. The promotion of the hybrid engine "to the masses" was then prevented by the high price of components for electrical installations, as well as the low power and exorbitant weight of batteries (batteries).

Improvement of internal combustion engines is barely keeping up with the requirements for them. On the one hand, consumers need a powerful and economical engine, environmentalists are tightening toxic standards, geologists are persistently reminded of the depletion of "black gold". The era of internal combustion engines as the main source of energy in a car is approaching its logical conclusion. Confirmation of this is not experienced, but serial models with hybrid power plants. Exactly 110 years (in 1997) after the appearance of the first hybrid car, Toyota introduced the mass model Prius. The highlight of the Prius is an electric motor whose battery does not need to be charged from an external network. Energy to charge the battery is generated directly on board the car. The power of the 1.5-liter gasoline engine of this model is 53 kW (57 kW - Prius of the 2nd generation), traction electric motor - 33 kW (50 kW - Prius of the 2nd generation). The maximum speed is 160 km / h, and fuel consumption is 4.6 liters (4 liters - 2nd generation Prius) per 100 km. In 2004, at the International Competition in Germany, the Toyota Prius power unit won first places in four (!) Categories at once, including in the most prestigious - "Best Engine of 2004". Toyota Motor Corp launched the first Lexus hybrid electric gasoline sedan in Japan. The world's second largest carmaker said it seeks to halve the costs of producing hybrid engines and their price. In 2005, Toyota Motor Corporation developed a third-generation hybrid engine that combines gasoline and electricity. This smaller engine, which will reduce both fuel and production costs, will be put into practice in 2008. The French concern PSA Peugeot / Citroen introduced the first diesel hybrid engine consisting of a hybrid drive unit and an HDL engine, that is, it combines a traditional diesel engine and an electric motor. According to French, the new powertrain will differ very low fuel consumption (lower by 20% compared with a gasoline engine of 3.4 L = 100 km and release of CO ₂ (90 g / km)), because the diesel engine consumes less fuel, than its gasoline counterpart. At the same time, it fully preserves the high dynamic characteristics inherent in the Hdi family of diesel engines, plus the advantages inherent in a hybrid drive unit (for example, driving in an electric car at low speed). However, the appearance of a hybrid diesel engine on production cars will have to wait - PSA representatives said that it will go into production around 2010. Ford released its second hybrid car in 2005. The Mercury Mariner Hybrid went on sale July 11th. This car costs $ 29,840, which is $ 4,190 more expensive than the option with a conventional engine. At the same time. Mercury Mariner Hybrid saves up to 50% on fuel compared to a traditional machine. In 2006, it is planned to release 2 thousand copies of the Mercury Mariner Hybrid. The Volvo Group in March 2006 announced the creation of a hybrid engine for heavy vehicles such as semi-trailers and buses. The company claims that their development provides 35% fuel savings in a city with heavy traffic. An important part of the new hybrid technology, called I-SAM. Any vehicle that has two or more sources of energy, residual for movement, can be called hybrid. Gasoline internal combustion engine (ICE) - The hybrid car has a familiar gasoline engine. Although modern high technology allows you to make it smaller in size, more environmentally friendly and economical. Fuel tank - fuel for the engine is stored here. Gasoline has a greater energy reserve than electric batteries. For example, batteries weighing 450 kg will give as much energy as 3.5 kg of gasoline. The electric motor is a very "advanced" element. Modern electronics makes it both a motor and a generator at the same time. For example, when necessary, energy is taken from electric batteries and accelerates the car. But braking the car, the engine goes into generator mode and restores energy. The generator is similar to an electric motor, but it works only in the energy storage mode (it is used mainly in serial hybrid cars). Batteries - an energy source for an electric motor, unlike a gasoline ICE, an electric motor can not only “take” energy, but also store it in batteries. Transmission - the functions are the same as the transmission on traditional cars with ICE. Some hybrid cars (Honda, for example) have a standard transmission, while others (Toyota Prius) are equipped with a radically new one.

Many developments use a consistent workflow. In this case, the internal combustion engine drives the generator, and the electricity generated by the latter feeds the electric motor that rotates the drive wheels. A sequential installation is called because the flow of power enters the drive wheels through a series of conversions. From the mechanical energy generated by the internal combustion engine to the electrical energy generated by the generator, and again into the mechanical. This scheme allows the use of low-power ICE with the condition of its constant operation in the range of maximum efficiency. This will allow stably generating enough energy to power the electric motor and charge the battery.

Sometimes a parallel circuit is used. Here, the drive wheels are driven by both the internal combustion engine and the electric motor (reversible machine). The moment coming from two sources is distributed in accordance with the traffic conditions. The battery is charged when the electric motor is switched to generator mode (for example, when braking), and the energy stored by the battery feeds the reversible machine, which switches to electric motor mode, which, in turn, rotates the drive wheels. This design is quite simple, but has several disadvantages, since a reversible hybrid power plant cannot simultaneously set the wheels in motion and charge the battery. In series - parallel circuit. This scheme combines the two previous ones. Here, depending on the driving conditions, the thrust of the electric motor is used, or at the same time the internal combustion engine and electric motor. In addition, if necessary, the system is able to set the wheels in motion and simultaneously generate electricity using a generator. Thus, the maximum efficiency of the power plant is achieved.

Practical example

Toyota's new product is the Lexus RX400h, equipped with a Hybrid Synergy Drive series-parallel hybrid propulsion system. The Lexus RX400h hybrid installation combines a 3.3 L, 150 kW gasoline V-shaped six-cylinder engine, 2 200 kW electric motors, 650 V operating voltage and a 288 V high-voltage battery. Directly connect the internal combustion engines, electric motors and battery and while achieving coordinated work is impossible. The V-shaped gasoline engine is equipped with a sophisticated computer system that continuously adjusts the amount of air entering the cylinders. Thanks to this, it was possible to achieve compliance with Euro-4 standards. High-voltage motors, in fact, are reversible machines, i.e. can work both in motor and in generator mode. They are located in the front and rear parts of the car and drive the wheels of the front and rear axles, respectively. An energy distribution device is a connecting link between an internal combustion engine, electric motors and a generator. The "heart" of the energy distribution device is a compact planetary gear. It has a low weight and fewer moving parts in comparison with 5- or 6-speed automatic transmissions of luxury cars. The use of planetary gear allowed to reduce friction and noise losses during operation and at the same time increase the reliability and service life of the assembly. The Energy Center is a unique system that governs the creation and distribution of electrical energy stored in a battery. The main components of the energy center: a powerful high-voltage battery (NiMH), an energy control unit, a semiconductor switching device, a regenerative (regenerative) braking system. An energy control unit and a semiconductor switching device control the flow of energy between the generator, battery and electric motors. These devices convert electricity according to the needs of the system. The need for conversion is dictated by the following reasons: the generator and electric motors are AC machines, while the battery operates constant, in addition, the output voltage of the battery does not correspond to the output voltage of the generator, as well as the input voltage of the electric motors. An inverter is a unit that converts direct current from a battery into alternating current used to power electric motors. The Lexus RX400h hybrid powerplant provides a high-voltage circuit for converting one direct current to another, also constant. But since it increases the voltage, a uniform increase in electric power occurs at the same current value. The result is a higher performance and increased torque drive electric motors. Regenerative (regenerative) braking system - when braking, the system puts the motors in generator mode. The electricity generated in this case is fed to the input of the battery. The system showed particularly effective operation in urban conditions, with the alternation of stop - start modes. Note that in traditional brake systems, the energy obtained during deceleration is completely lost. The Integrated Vehicle Dynamics Control (VDIM) system combines active safety systems such as anti-lock brakes (ABS), traction control (TRC), directional stability control (VCS) and electric power steering (EPS). VDIM is not as "intrusive" as conventional control systems, but much more efficient. Using high-speed technology for controlling the engine, brakes and transmission, VDIM monitors and compares all parameters, while simultaneously controlling the torque of the front and rear electric motors in accordance with driving conditions.

Driving modes

In this section, we will consider the features of the system when performing various maneuvers.

Start of movement

To start the movement and at low speeds, only an electric motor is used. With a smooth set of speeds, the energy stored in the battery is supplied to the power control unit. The latter, in turn, directs energy to electric motors, which allows the car to move smoothly. Movement in normal mode: in this case, the moment to the drive wheels comes from the internal combustion engine and electric motors; the energy of a gasoline engine is distributed between the wheels and an electric generator that drives electric motors. If necessary, the generator charges the battery, giving it excess energy. In order to ensure maximum efficiency, energy distribution is controlled by an electronic control unit.

When driving in normal mode, the system automatically switches to front-wheel drive, while on all others the full drive is maintained. Acceleration: the gasoline engine accelerates the car, working in normal mode, if necessary and to improve dynamics, additional energy comes from electric motors. This creates the feeling that the internal combustion engine is much more powerful than it really is. It is interesting to compare this system with a turbocharged engine. While the operation of the latter may be accompanied by "turbo-delays", the hybrid version provides almost instantaneous supply of additional energy, which allows to obtain a flat torque characteristic. To optimize the amount of energy stored, the electronically controlled brake system decides when to use the hydraulic system and when to use regenerative (regenerative) braking (which is the priority). During regenerative braking, the front and rear electric motors operate in generator mode, creating braking torque on the front and rear axles. The generated energy is supplied to the power control unit, and from there to the high-voltage battery.

The advantages of a hybrid car include the fact that it is much smaller compared to a conventional car and is more efficient. But how can such a small car get along on the road with its more powerful brothers? If we compare the Chevrolet Camaro with its huge V-shaped “eight” with our hybrid car, with its small ICE and electric motor. Camaro engine power is enough to cope with any traffic situation. The hybrid motor is enough to drive on a flat road, but as soon as you need to drive onto the slope, it receives additional power from the electric motor with its batteries. This system provides the necessary energy supplement.

Most cars only need 20 hp. for movement at a speed of about 100 km / h. So why then do you need an engine with power up to 300 hp? Full power can never be used. The fuel consumption of the internal combustion engine is always ten times more and proportionally more harmful emissions into the atmosphere.

The invention is illustrated in figure 1 ... 8, where:

figure 1 shows a diagram of a propulsion system with a single fuel system for internal combustion engines and a Sterling engine,

figure 2 and 3 shows a diagram of a sterling engine,

figure 4 shows the electrical circuit of the installation with one electric motor,

figure 5 shows the installation diagram with two electric motors,

figure 6 shows the installation diagram with an electric motor mounted on the same shaft with the internal combustion engine,

Fig.7 shows a diagram of an installation with two electric motors, and one of them is installed on the ICE shaft,

on Fig shows a diagram of a propulsion system with separate fuel systems for internal combustion engines and for the Stirling engine

The proposed solution (Fig. 1) contains an internal combustion engine 2 mounted on a frame 1, a Stirling engine 3 and an electric generator 4. The Stirling engine 3 is mounted on a frame 1 using an arm 5, and the electric generator 4 is mounted on a support 6, which is also fixed on the frame one.

The internal combustion engine 2 includes a radiator casing 7, a radiator 8, a fan 9, cylinders 10 with pistons 11, an internal combustion engine shaft 12, a liquid cooling system 13 with a pump 14 and a cooling cavity “A” between the cylinders 10, air inlets 15 into the exhaust pipes 16. In addition, the internal combustion engine 2 and the Stirling engine 3 are equipped with either a single fuel system 17 (Fig. 1) or separate fuel systems (Fig. 7). The single fuel system 17 (FIG. 1) comprises a fuel pump 18 with fuel lines 19, fuel flow regulators 20 and fuel nozzles 21. The Stirling engine 3 consists of at least one working cylinder and at least one expansion cylinder 23, connected by pipelines 24, the shaft of the Stirling engine 25 and exhaust pipes 26, the ends of which extend into the cavity "B", inside the exhaust device of the installation 27. In addition, air ducts 28 are connected to the expansion cylinders 23 from the radiator casing 7, and 16 p to the exhaust pipes air nozzles 29 are connected with flow regulators 30 for supplying additional air to the Stirling engine 3, specifically to its working cylinders 22.

The generator 4 is made biotative and contains a stator 31 with an excitation winding 32, an external rotor 33 with a group of external permanent magnets 34, an internal rotor 35 with a group of internal permanent magnets 36 mounted on it. The inner rotor 35 is connected to the shaft of the internal combustion engine 12, and the outer rotor 33 is connected to the shaft of the Stirling engine 25. The stator 31 is located between the rotors 33 and 35.

Figure 2 and 3 shows a diagram of one embodiment of a Stirling engine 3, which contains a group of working cylinders 22 having fins 36 with a working piston 37 installed inside each of them in the cavity "G", which is connected by a connecting rod 38 to the shaft of the internal combustion engine 12, and a group of expansion cylinders 23 with a displacement piston 41 installed inside each of them in the cavity “B”. Each expansion cylinder 23 is equipped externally with a casing 39 forming a cavity “D” for cooling the expansion cylinder 23, on which flanges 40. The displacement piston 41 is connected by a connecting rod 42 to the shaft of the Stirling engine 25. The pipe 24 connects the cavity "G" and "D" for the flow of the working fluid from the working cylinder 22 into the expansion cylinder 23. Air ducts 28 are connected to the cavity "B" for supply cooling air. Exhaust pipes 26 connect the cavity "D" with the internal cavity "B" of the exhaust device of the installation 27 (figure 1).

The output terminals 43 of the electric generator 4 are connected by electrical connections 44 of the switch 45, the inverter 46 for converting direct current to alternating current, an electric motor (or motors) 48. An electric energy storage device 49, such as a battery (Fig. 4), is connected to the switch 45.

During operation, fuel is supplied through the fuel system 17 by the fuel pump 18 or to the internal combustion engine 2 or to the Sterling engine 3 or simultaneously to both engines. The fuel is ignited using electric igniters (not shown in FIGS. 1 ... 3). The exhaust gases pass through the exhaust pipes 16 to the working cylinders 22 of the Stirling engine 3 and heat the working fluid inside the cavity "G". Further, the working fluid expands in the cavity in the cavity "G".

The connecting rods 24 and 27 and the pistons 37 and 39 of the Stirling engine 3 are driven by the shaft of the Stirling engine 25, which has a mechanism for converting rotary motion into reciprocating (this mechanism is not shown in detail in Figs. 1 ... 8, but it can be made in the form of a crankshaft). The exhaust gases are heated through the fins 22 of the working fluid inside the working cylinders 19. For the operation of the Sterling 3 engine, it is enough to have a temperature difference on the two groups of cylinders 22 and 23. After about 5 ... 10 minutes, as the working fluid warms up inside the working cylinders 22 of the Sterling 3 he goes to the calculated mode of operation. The slow access of the Stirling engine to the design mode of operation is one of its drawbacks, but the high efficiency, reliability and good environmental properties, combined with a gas turbine engine with good starting characteristics, makes the proposed engine extremely interesting in all respects at the same time, and in addition, it allows partially utilizing heat exhaust.

As a result of the use of heat recovery of exhaust gases in the Stirling engine, the efficiency of the propulsion system increases by an additional 10 ... 15%.

The application of the invention allowed:

1. Significantly increase the efficiency of the engine due to the use for energy on the shaft of the load in addition to the gas turbine engine of the Stirling engine, which utilizes the heat previously discharged into the exhaust device and into the atmosphere.

3. To reduce the emission of toxic substances into the atmosphere due to the fact that the Stirling engine has significantly better environmental performance compared to other types of engines.

4. To increase the reliability of the engine due to the possibility of its operation in case of failure of one of them.

5. Use low-grade fuel for the Stirling engine.

Claims (9)

1. A combined propulsion system comprising an internal combustion engine, a Stirling engine coupled to a rotor by electric generators by a rotor, characterized in that the generator is bi-rotational with two rotors, the Stirling engine shaft being connected to the second rotor of the electric generator. 2. The combined propulsion system according to claim 1, characterized in that both rotors of the electric generator are made to rotate in different directions. 3. The combined propulsion system according to claim 1 or 2, characterized in that it is equipped with a single fuel system for an internal combustion engine and a Stirling engine. 4. The combined propulsion system according to claim 1 or 2, characterized in that the fuel systems for the internal combustion engine and the Stirling engine are separate. 5. The combined propulsion system according to claim 1 or 2, characterized in that it contains a fan, and the Stirling engine contains at least one working cylinder and at least one expansion cylinder mounted behind the fan in an air stream. 6. The combined propulsion system according to claim 1 or 2, characterized in that each expansion cylinder has a casing forming a cooling cavity with this cylinder, the entrance to the cooling cavity is connected to the air intake pipe, and the outlet from the cooling cavity is connected to the exhaust pipe. 7. The combined propulsion system according to claim 1 or 2, characterized in that at least one electric motor is connected to the electric generator. 8. The combined propulsion system according to claim 7, characterized in that an electric energy storage device is connected to the electric generator through the switch. 9. The combined propulsion system according to claim 7, characterized in that the electric motor is mounted on the axis of the internal combustion engine.

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