RU2566577C1 - Vehicle heat- and electric power feed system - Google Patents

Abstract

FIELD: motor car construction.

SUBSTANCE: claimed system comprises electric and heat power generators and heat exchangers. Additionally, this system comprises coupling and overrunning clutches. Heat power generator is composed of crank gear with cooling system integrated with that of the ICE vehicle. Cylindrical vaned rotor and rollers with recesses to divide the chamber between cylinder head and rotor into circular chambers are arranged in said cylinder head and articulated with the crank and coupling clutch half. Said chambers are communicated with cylinder chamber. Coupling clutch another half is coupled with vehicle generator shaft engaged via overrunning clutch with the ICE crankshaft.

EFFECT: simplified design and higher efficiency.

5 cl, 5 dwg

Description

The invention relates to the field of transport engineering and is intended to supply vehicles with heat and electric energy with the engine off.

The prototype is a vehicle air conditioning device comprising an air conditioning system, a warm air supply system with a heat source and a system for supplying heated air to the interior of the car, a fuel cell system for generating electric energy and heat, and a heat exchange system for transferring fuel elements of heat into the air to be supplied to the interior of the vehicle. [Pat. RF 2260517, IPC B60LH 1/22, 2005].

The disadvantages of the prototype are:

- complex air conditioning system design;

- the need for a second type of fuel (hydrogen) on board the vehicle for the operation of the fuel cells, which causes inconvenience in operation.

The objective of the invention is to remedy these disadvantages, namely, simplifying the design and improving performance.

The problem is solved in that in the vehicle’s heat and power supply system containing devices for producing electric and thermal energies, and the heat exchanger for transferring heat energy arising in the zone of its production to the air supplied to the vehicle’s interior space, it additionally comprises coupling and overrunning clutches and the device for producing thermal energy is made in the form of a crank mechanism, the cooling system of which and the internal combustion engine of the car are combined, moreover, in the cylinder head The cylindrical rotor with blades and rollers having cavities for passing through the blades and dividing the space between the cylinder head and rotor into annular chambers kinematically connected with the crank and one half of the coupling sleeve are mounted, at least one of which communicates with the cylinder cavity, this other half of the coupling is connected to the shaft of the automobile generator, which is kinematically connected through the freewheel to the crankshaft of the internal combustion engine.

The crank of the crank mechanism is located in the engine crankcase. In the cylinder head, the combustion chamber is formed by the blades, the surface of the rotor between them and the piston. In the cylinder head, the exhaust pipe is connected to the exhaust system of the internal combustion engine of the car. The generator is made with uneven reversibility, having the priority function of the generator.

These distinctive features allow you to achieve the following advantages compared with the prototype.

The addition of the coupling system and overrunning clutch allows you to quite easily disconnect the crank mechanism from the car generator when the engine is running, and when the engine is idle, disconnect the specified generator from it and rotate it with the specified mechanism. This reduces the "idle run" of the internal combustion engine, simplifies the design and improves the operational characteristics of the system.

The implementation of the device for the production of thermal energy in the form of a crank mechanism simplifies the design, since, firstly, it allows you to burn fuel in a small volume using available on the internal combustion engine or slightly modified equipment, such as a fuel pump, an ignition unit, and also use similar units and parts, for example a piston-cylinder group, nozzle, etc., while generating thermal energy. Secondly, this mechanism makes it possible to simultaneously obtain the torque used to rotate the vehicle’s generator, thereby producing electricity for different systems. It also improves performance.

The combination of the internal combustion engine cooling systems and the crank mechanism allows to simplify the design by integrating the latter with an existing heat source - internal combustion engine. At the same time, standard car systems are used to generate heat and maintain the optimum temperature of the internal combustion engine, which increases operational characteristics.

Installation in the cylinder head with the possibility of rotation kinematically connected with the crank and with one half of the coupling sleeve of the cylindrical rotor with blades and rollers having cavities for the passage of the blades and dividing the space between the cylinder head and the rotor into annular chambers, of which at least one is connected with a cylinder cavity simplifies the design, as it allows you to abandon the gas distribution mechanism available in the classic piston engine. In addition, the lubrication system of the crank mechanism, which essentially requires only lubrication of the piston when it moves in the cylinder, is greatly simplified.

Placing the crank of the crank mechanism in the engine crankcase simplifies the design, as it makes it possible to use at least ICE oil. In this case, on an idle internal combustion engine, the oil will be heated in cold weather. This improves performance.

The formation of a combustion chamber in the cylinder head by the blades, the rotor surface between them and the piston eliminates the traditional gas distribution mechanism, and also improves the combustion process of the mixture by turbulizing it with moving blades. This simplifies the design and improves performance.

The connection in the cylinder head of the exhaust pipe to the exhaust system of the internal combustion engine of the car simplifies the design, as it allows you to use the components available at the internal combustion engine - silencer and catalyst.

The implementation of the generator with uneven reversibility, which has the priority function of the generator, allows to improve operational characteristics, since the generator will have a slightly higher efficiency than the size of the electric motor used as the generator.

The invention is illustrated by drawings.

In FIG. 1 shows a diagram of the position of the parts of the crank mechanism (KShM) at the beginning of the removal of combustion products. In FIG. 2 shows a diagram of the position of the parts of the crankshaft at the moment the piston passes the top dead center. In FIG. 3 shows a diagram of the position of the parts of the crankshaft at the moment of completion of filling the combustion chamber and cylinder cavity with a fresh mixture. In FIG. 4 shows a diagram of the position of the parts of the crankshaft at the moment the mixture begins to burn. In FIG. 5 shows a diagram of the connection of the crank gear with the internal combustion engine of the car.

The vehicle’s heat and power supply system contains a cylinder head consisting of a cylinder head 1 with an inlet 2 and an outlet 3 windows, in which a cylindrical rotor 5 with blades 6 and rollers 7 having kinematically connected with a crank and with one half of a coupling coupling 4 are provided, having cavities 8 for the passage of the blades and dividing the space of the cylinder head and rotor into annular chambers 9 and 10, of which at least the latter is in communication with the cavity 11 of the cylinder, in which the piston 12 is arranged to move along the axis, connected through a connecting rod with a crank. In the combustion chamber formed by the blades 6, the surface of the rotor 5 between them and the piston 12 can be installed nozzle and spark plug 13 in communication with the cavity 11. The other half of the coupling 4 is connected to the shaft 14 of the automobile generator 15, which is kinematically connected through the overrunning clutch 16 with a crankshaft 17 of the internal combustion engine 18 of a car having an exhaust 19 and cooling system 20, which are respectively connected to the window 3 and the jacket 21 KShM having coolant 22.

The system operates heat and power supply of the car as follows.

When using a three-bladed rotor in a crankshaft, the gear ratio from the crank to the rotor 5 should be equal to 6, and from the rollers 7 to the rotor - 1.5. After the end of the stroke of the piston 12 and the passage of the bottom dead center (BDC), the combustion products are removed from the chamber 10 and the cylinder cavity 11 through the exhaust window 3 (Fig. 1). The combustion products will be removed not only by means of the piston 12, but also by means of the blade II of the rotor 5, which during movement (rotation) will move them towards the exhaust window 3. At the same time, a fresh combustible mixture moves behind this blade, which creates a vacuum, entering through the inlet window 2. Most of the cross section of the cylinder cavity is connected to the outlet window 3, so the bulk of the combustion products will go to the outlet window 3, in addition, the combustion products enter the left (from the blade II) part of the chamber Step 10 is prevented by the fresh mixture there. However, it is impossible to exclude the possibility of partial ingress (mixing with the mixture) of a small amount of combustion products, as a result of which the effect of flue gas recirculation will take place.

When the piston passes the distance from the BDC to the top dead center (TDC), the crank will rotate through an angle of 180 °, and rotor 5 - by 30 °. As a result of this, the blade II will occupy a vertical position, dividing the cross section of the chamber 10 of the cylinder head into two equal parts (Fig. 2). The blade II will continue to displace the combustion products into the exhaust window 3, while increasing the area of the chamber 10 in communication with the inlet window 2 and correspondingly reducing the part of the chamber that is connected to the exhaust window 3. The piston 12 will move downward, intensively sucking in the fresh mixture from the inlet window 2 into the cavity 11 of the cylinder.

As the piston approaches the BDC, the blade III will begin to overlap the inlet window 2 and then disconnect it with the cylinder cavity 10, and the blade II will disconnect the specified cavity with the exhaust window 3 (Fig. 3). After the piston passes through the BDC, the compression of the fresh mixture will begin.

By the time the piston approaches the TDC, the mixture will be compressed in the combustion chamber formed by the blades II, III, the surface of the rotor 5 located between them, and the walls of the cylinder head 1 (part of the chamber 10) (Fig. 4). The compressed mixture is ignited by means of a spark plug 13 in a known manner, as a result of which the piston makes a stroke. In the process of combustion, the blade III moves (pushes) the mixture to the ignition source (to the flame front), as a result of which the rate of its combustion increases, and the mixture also becomes turbulized. After the blade 7 passes through the roller 7, it can be cooled, for example, by a stream of air washing its surfaces and the surface of the rotor 4. This eliminates the significant drawback inherent in rotor-blade engines, in which the blades experience a large thermal load. Since the gas pressure acts equally on both blades, it practically does not counteract the rotation of the rotor. After this, the cycle of the KShM is repeated.

Similarly, the KShM will operate in diesel mode if, instead of the mixture, the oxidizer (air) is sucked in, and the ignition is replaced by fuel injection. It is also possible to use the KShM with fuel injection and burning the last candle.

If during the parking of the car (with an idle internal combustion engine) it is necessary to maintain a comfortable temperature in its cabin, as well as heating the windows and rear-view mirrors (for example, in snowfall), then before turning off the internal combustion engine 18, the clutch 4 is turned on, the combustible mixture is fed into the window 2 and turned on ignition of the candle 13. The crank crank crank starts to rotate from the shaft 14 of the generator and initiates the operation of the crank crank in the manner described (Fig. 5). Then turn off the internal combustion engine of the car. At the same time, after stopping the crankshaft 17, thanks to the overrunning clutch 16, the generator 15 will continue to rotate freely from the crankshaft. The coolant 22 heated in the KShM shirt 21 will circulate in the ICE cooling system 20, delivering heat to the vehicle’s heater (stove). The electricity generated by the generator 15 can be used to power the air conditioning system of a car, heating windows, mirrors, etc. As a result of this, all the involved vehicle systems operate in the standard (normal as when working from internal combustion engine) mode. The resulting combustion products KShM are removed through the exhaust system 19 of the car. After parking, turn off the clutch 4, stop the flow of fuel mixture into the window 2, turn off the ignition of the spark plug 13 and the internal combustion engine of the car.

If you want to create comfortable conditions in the car after a long (for example, night) parking with the internal combustion engine and crank switch off, then turn on the clutch 4, supply the combustible mixture to the window 2, connect the spark plug 13 and apply voltage to the generator 15, which starts to work as electric motor, rotating through the shaft 14 and clutch 4 crank KShM. After the start of the operation of the CABG, the voltage is removed from the generator 15, which, rotating from the CABG, generates electrical energy. Note that KShM can also be launched from the starter by rotating it in the direction opposite to rotation when starting the internal combustion engine of a car. After some time, the temperature and the state of other devices that use thermal and electric energy generated by the CABG will change in the passenger compartment.

KShM can be installed in the crankcase (modified) of the car or as an independent unit.

The implementation of the invention will allow you to create a simple and reliable system of heat and power supply of the car, the manufacturing technology of parts and components of which is well developed to date.

Claims (5)

1. The heat and power supply system of an automobile, comprising devices for producing electric and thermal energies and a heat exchanger for transferring thermal energy arising in the zone of its production into the air supplied to the interior of the automobile, characterized in that it further comprises a coupling and overrunning clutch, and the thermal energy production device is made in the form of a crank mechanism, the cooling systems of which and the internal combustion engine of the car are combined, moreover, in the cylinder head a cylindrical rotor with blades and rollers having cavities for passing through the blades and dividing the space between the cylinder head and the rotor into annular chambers, at least one connected to the cylinder cavity, the other half being kinematically connected with the crank and one half of the coupling sleeve the coupling is connected to the shaft of the automobile generator, which is kinematically connected through the freewheel to the crankshaft of the ICE. 2. The system according to claim 1, characterized in that the crank of the crank mechanism is located in the crankcase of the internal combustion engine of the car. 3. The system according to claim 1, characterized in that in the cylinder head the combustion chamber is formed by blades, the surface of the rotor between them and the piston. 4. The system according to claim 1, characterized in that in the cylinder head the pipe for exhaust gas is connected to the exhaust system of the internal combustion engine of the car. 5. The system according to claim 1, characterized in that the generator is made with uneven reversibility having a priority function of the generator.

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