TH62809A - Compressor unit - Alternator That drives an engine that has an additional compressed air injection operation with single and multiple power - Google Patents

Abstract

DC60 (27/07/46) This invention relates to a compressor-alternator unit driven by an engine operating with additional injection of compressed air from a high-pressure compressed air tank (25) and uses piston timing control and a heat compensation device around the piston (1,1A) which is two-stage, one stage for engine operation and the other for compressor and engine flywheel operation (43) which is combined with a way that opens a custom electric motor to enable this unit to operate in (44) a compressor mode using a local power supply system. In addition, this unit is combined with a fossil fuel heater (29 A) combined with a chemical heater. This invention is applicable to land vehicles, automobiles, buses, motorcycles, boats, emergency generators. This invention relates to a compressor-alternator unit driven by an engine operating with additional injection of compressed air from a high-pressure compressed air tank (25) and uses piston timing control and a heat compensation device around the piston (1,1A) which is two-stage, one stage for engine operation. And another step for the operation of the compressor and engine flywheel (43), which is combined with a way that opens the way for the electric motor to be made, allowing this unit to be operated in (44) compressor mode using local power supply systems. In addition, this unit is also equipped with a fossil fuel heater (29A) combined with a chemical heater. This invention can be used in land vehicles, cars, buses, motorcycles, boats, emergency generators.

Claims (29)

1. A compressor-alternator unit that drives an engine operating on a single power source, compressed air, or two, or three power sources, will have a piston stroke control system that allows the piston to be stopped at top dead center, as well as surrounding heat compensation devices characterized by either complementary or separate mechanisms. Specifically, where a two-stage piston has a large diameter closed section (2, 2A) that slides in what is called the "working" cylinder (4,4A) to ensure engine function during expansion followed by exhaust, and a closed section which is extended by a second, smaller diameter piston (5, 5A) that is referred to as the compression, and/or surrounding heat compensation pistons that slide in the cylinder to ensure compression function, where the second piston is used for expansion function with work in the surrounding heat compensation system, where the coupling and interaction mechanisms are arranged between the cylinders to cause engine idle function during compressor operation and/or compressor function during engine operation and/or to activate the compensation function. Thermal energy that surrounds the engine during its operation. 2. The engine-driven compressor-alternator unit as described in point 1 is characterized by a heat exchanger (22E, 23E, 24E, 25E) being compacted between each compression and/or expansion cylinder to compensate for thermal energy loss, cooling the airflow during compression and reheating the surrounding air during thermal energy compensation. 3. The compressor-alternator unit driving the engines described in points 1 and 2 is characterized by different piston diameters (5, 5A) and surrounding thermal energy compensation, and different compression cylinder diameters (6, 6A) of the same engine, in order to achieve a reduced stroke, allowing compression in multiple states of volume reduction and, conversely, volume increase when it is used for expansion in the case of surrounding thermal energy compensation. 4. The compressor-alternator unit driving the engine according to point 3 has the characteristic that, due to the difference in the diameter of the compression piston (5, 5A), the diameter of the expansion cylinder of the engine (3, 3A) is proportionally different in order to achieve the same expansion piston surface area for better control of the force during expansion. 5. The compressor-alternator unit driving the engines according to points 3 and 4 has the characteristic that the weight of the pistons (1,1A) are equal in size in order to allow for similar mass balance corrections. 6. The compressor-alternator unit drives one of the above-mentioned engines and has a control characteristic of one piston at top dead center and one or two opposite cylinder units which are balanced against each other. The lower arm of the pressure lever, which is essentially mirror-like to a similar pressure lever, is thus represented by a single arm (12) with a pivot or fixed point (12A) more or less at its center. It is thus made into two half-arms (12B,12C) with two bolts (11, 11A) at each of its free ends connected to the opposite pistons by the upper arm of the pressure lever (10, 10A). It is characterized by the axis of the opposite pistons and the fixed point of the pressure lever (12) roughly lying on the same axis (X, X'). 7. The compressor-alternator unit that drives the engine according to Section 6 is characterized in that the pin of the control rod (13) connected to the crankshaft is positioned on one half-arm of two half-arms (12B) between the connection of the pin with one of the upper arms of the pressure beam connected to the piston (1) and the fixed point or pivot point (12A). 8. An engine-driven compressor-alternator unit of one of the above types has the characteristic that the engine's flywheel will have a path that, combined with its surroundings, will allow an electric motor (41, 42) to be electrically controlled in order to drive the unit in a compression function powered by a household power system. 9. The compressor-alternator unit driven by the engine in accordance with Section 8 is characterized in that the rotational speed of the electric motor is controlled to allow for high-speed operation when the high-pressure tank (25) is empty or only slightly filled, and where a small torque is required for compressor operation, and where the rotational speed is slowed as the tank fills, where the pressure increases and the torque required by the motor increases significantly. 10. The engine-driven compressor-alternator unit, as per point 8, is characterized by an electric motor that is incorporated with a mechanism that allows the electricity generated during the motor's operation to be used, for example, for charging batteries. 11. The engine-driven compressor-alternator unit, as per clause 8, is characterized by the manufactured engine-driven alternator allowing this unit to be started in its motor function, resulting in at least one revolution of its rotation. 12. An engine-driven compressor-alternator unit, as described in one of clauses 8 through 11, has the characteristic that the engine-driven alternator sometimes participates in increasing the motor's torque. 13. An engine-driven compressor-alternator unit, as described in any of clauses 8 through 12, has the characteristic that the engine-driven alternator is used as a decelerator and to compensate for electrical power consumption during vehicle deceleration and/or braking. 14. The compressor-alternator unit driving the engine, as described above, is characterized by the compressed air, before being introduced into the expansion chamber (15,15A), coming from the storage tank (25) either directly or after passing through the surrounding heat-compensating device and before being introduced into the buffer tank for final use (27), being introduced into a heater (29) where, along the way, its temperature increases, thus increasing the pressure and/or volume before entering the expansion chamber, thus increasing the possible operating characteristics of the motor. 15. The engine-driven compressor-alternator unit in accordance with Section 14 is characterized by a heater (29) that uses fossil fuels to allow the operation of the burners (33) to increase the volume and/or pressure of the compressed air passing through the heater. 16. The compressor-alternator unit driven by the engine in accordance with Section 14 is characterized by a heater (29) that uses a thermochemical solid-gas reaction process that depends on conversion by evaporation of a liquid reagent (36) present in the evaporation chamber, for example, clear liquid ammonia gas which will react with a solid reagent present in the reactor (38), for example, salts such as calcium, manganese, barium chloride or others. The chemical reaction will generate heat and, once the reaction is complete, can be reactivated by adding heat to the reactor to stimulate the absorption of gaseous ammonia which will condense again in the evaporation chamber. 17. The engine-driven compressor-alternator unit, as per clause 16, is characterized by the heat supplied to condense the liquid reagents obtained by the heat element (41) that is distributed during the compressor module operation in order to recharge the high-pressure storage tank, which is constructed by an electric heating element (40). 18. The engine-driven compressor-alternator unit according to clause 14 is characterized by a burner heating system (33, 32A) powered by fossil fuels combined with a chemical heating device (36, 37, 38A). 19. The compressor-alternator unit driven by the engine in accordance with Section 18 is characterized by a fossil fuel-powered burner (33) being used to generate a new thermochemical heating device by providing the necessary heat to the reactor (38A) to cause the absorption of gaseous ammonia, which is then recondensed in the evaporation chamber (36), and to provide the continuous heating process of compressed air passing through the heater (29) by fins (32) and tubes (25). 20. An engine-driven compressor-alternator unit, as described above, is characterized by the fact that it operates in practice independently, without the use of compressed air in a storage tank, by using compressed air supplied in one or more compression states to the required operating pressure. The compressed air is thus reheated in a heating system (29) to increase its volume and/or pressure, and then reinjected into the expansion chamber (15,15A) of the working cylinder to allow the unit to function by expansion and power stroke. 21. The compressor-alternator unit that drives the engine according to clause 20 is characterized by the exhaust gases from the expansion cylinder (4, 4A) flowing directly to the heater (29) either through one or more compression states where its temperature increases, resulting in an increase in its pressure and/or volume, and is reinjected into the expansion chamber (15, 15A) of the expansion cylinder in order to allow this unit to operate by generating the power stroke. 22. The compressor-alternator unit driving the engine, as per clause 21, is characterized by a safety valve (21D) provided on the exhaust circuit that will allow such pressure to be controlled and released into the atmosphere in the event of possible excessive air. 23. An engine-driven compressor-alternator unit, according to one of Articles 20 to 22, is characterized in which the portion of compressed air before being introduced into the heater (29) is used in the bypass and/or other states of the compressor is used, either in combination or in combination, to recharge the high-pressure compressed air into the storage tank (25) during the operation of that unit in the independent mode of the motor as described in Claims 20 to 22. 24. An engine-driven compressor-alternator unit, according to one of clauses 20 through 23, is characterized by operating on two power sources, using at low speeds for city driving, etc., a non-pollution operation with compressed air stored in a high-pressure tank (25), and at high speeds for highway driving, etc., in independent operation, its heat generator (29) is powered by fossil fuels, while the recharge of the high-pressure tank uses one or more of its compressed states. 25. An engine-driven compressor-alternator unit, according to one of clauses 1 through 24, is characterized by operating on three power sources, for example, by using non-pollution operation in the city with compressed air from the high-pressure tank (25) and its thermochemical heaters (36, 37, 38A), and on the highway with its heaters powered by fossil fuels, while the resupply of the high-pressure tank (25) takes up one or more of its compressed states, and by generating new thermochemical heat by heating into the reactor (38A) to cause the release of gaseous ammonia, which is condensed in the evaporator chamber (36). 26. An engine-driven compressor-alternator unit, according to one of clauses 1 through 25, is characterized by operating on four power sources by using electric motors (41, 42 .....) incorporating their flywheel motors, either for agile operation requiring little power, or for adding power that will sometimes be delivered to drive uphill, for example, or to pass through or even to achieve better engine starting boost. 27. A compressor-alternator unit, driven by one of the above, generates electricity for home or other uses, for example, emergency power during power outages or grid failures. The motor-driven compressor is automatically switched to motor mode and is driven by compressed air stored in a tank. It then drives the motor-driven alternator, which can be automatically switched to alternator mode to supply power. 28. Compressor-alternator units driving engines of any of the types in clauses 1 through 6, including 2-stroke, 4-stroke conventional engines, diesel, or heat-supplied ignition engines, or compressors driven by independent pathways. 29. The compressor-alternator unit driving any of the engines described in points 1 through 18 has the characteristic of using a conventional crankshaft system.