TR2023014204A2 - Atkinson cycle engines with expansion device - Google Patents

Abstract

The invention is an additional expansion device that produces work from the air flow added to the exhaust system or air intake tract of piston engines or turbocharged engines or both. With the invention, the operation of Otto or diesel cycle engines is transformed into Atkinson cycle. The energy produced by additional expansion devices is transferred to the main engine or various devices. An important use of additional expansion devices is to operate air-powered heat pumps. An important advantage of this is that it increases the engine capacity by cooling the air it absorbs.

Description

DESCRIPTION Atkinson Cycle Engines with Expansion Device Technical Field The invention relates to an additional expansion device system that recovers the "pressure * volume" (PV) energy escaped with the exhaust gases from piston engines with equal compression and expansion ratios or rotary piston engines such as Wankel engines and their turbocharger versions. The invention also relates to heat pumps driven by the air flow in the intake air or in the exhaust gases of the said engines. The invention also relates to cooling the intake air in the said engines by the said heat pumps. State of the Art The invention is an additional expansion device that produces work from the air flow added to the exhaust system or air intake system or both of piston engines or turbocharged engines. The invention converts the operation of Otto or diesel cycle engines to the Atkinson cycle. The energy generated by the auxiliary expansion devices is transferred to the main engine or various other devices. A significant use of auxiliary expansion devices is to drive air-powered heat pumps. A significant advantage of this is that they increase engine capacity by cooling the air they draw in. General heat engines are devices that generate heat through the processes of compression, heating, heat generation, and cooling. In reciprocating engines, the piston compresses the air trapped in the cylinder to a certain extent, followed by combustion, which then expands the hot gases pushing the piston. In conventional reciprocating engines, the volume of expanded air is equal to the volume of compressed air. The air remaining in the piston is still hot and therefore pressurized. When the exhaust valve opens, this energy is released into the exhaust gases and converted to heat through turbulence in the exhaust system. The energy released from the exhaust gases varies inversely with the compression ratio. There are two reasons for this. As the compression ratio increases, the energy released from the exhaust gases decreases proportionally because efficiency increases. Another reason is that when engine efficiency increases, the temperature of the exhaust gases decreases. The energy released from the exhaust gases increases directly proportional to the compression ratio of the turbocharger in devices containing turbochargers. This is because turbochargers operate like engines and do not export the energy they produce. Atkinson-cycle engines were developed to recover the energy released from exhaust gas pressure, but this was abandoned due to high loads and costs. Some engines, such as the Wankel engine, use a rotary piston system. In these engines, the volume of entrained air and the volume of expanded air are equal. Therefore, energy is also released from the exhaust gases in these engines. In these engines, there are two types of energy emitted through the exhaust: thermal energy, and thermal energy. The energy that can be captured mechanically is PV (Pressure*Volume). To capture thermal energy, an additional engine cycle is required. In reciprocating engines, as the compression ratio increases, the energy escaping from the engine decreases for two reasons. Because the basic engine efficiency increases with a high compression ratio, the rate of escaping energy decreases. Because the exhaust gas temperature decreases in high-efficiency engines, the rate of escaping energy decreases. Increasing the efficiency of reciprocating engines while simultaneously increasing power without increasing displacement has been a key goal for manufacturers. The most fundamental ways to increase engine efficiency are to increase the compression ratio and maintain combustion at constant volume and maximum temperature. The way to increase power without increasing engine volume is to increase the amount of air entering the engine. Turbochargers are common devices used to increase incoming air. The air compressed by the turbocharger is cooled and then fed into the engine to provide more air. While turbochargers provide more air to the engine, they also increase the engine's energy loss. With increasing technology, compression ratios and improvements in combustion systems have led to increased engine efficiency. Therefore, the energy lost from turbochargers should not be overemphasized. Instead of turbochargers, compressors powered by piston engines or electric motors have been used. In these models, the gases exiting the cylinder's exhaust valve are at high pressure and temperature. Thus, the exhaust gases are driven by the pressure of the air exiting the cylinder. It appears that the turbine of the turbocharger is driven by the pressure of the air exiting the cylinder. Turbochargers are engines that utilize constant-volume combustion. The engine receives the gases it pumps into its cylinders at a higher temperature and constant volume, meaning they are at higher pressure. This generates more work when used by the compressor. However, because the turbocharger doesn't mechanically release heat, the work it produces is released as exhaust gas pressure. This is similar to a turbojet engine. Since the pressure in the exhaust gases isn't used, it's converted to heat. Current technology, the energy generated by turbochargers, which also dissipate the energy they generate, can't be used by the piston engine. Therefore, in turbocharged engines, the energy generated by the turbocharger is exhausted from both the turbocharger and the piston engine. Furthermore, this engine operates like a denotation engine, where heat is delivered at a constant volume, rather than a gas turbine, where heat is delivered at a constant pressure. Therefore, the energy dissipated by the turbocharger is quite high. Unlike a piston engine, the higher the compression ratio of the turbocharger, the greater the PV energy released. In short, because the air pumped by the turbocharger's compressor enters the turbine hot and pressurized, this device operates as a standalone engine. However, the turbocharger uses all the pumped air to power its own turbine and does not emit any work. Therefore, the work generated by both the piston engine and the turbocharger engine is expelled in the exhaust gases. Thus, the turbochargers and the main engine operate like a turbojet engine, but the work in the exhaust gases is converted to heat because it is not used. Example PV diagrams calculate and illustrate the energy escaping from both the main engine and the turbocharger. Because conventional diesel and gasoline engines have piston systems, the compressed air volume is equal to the volume at the end of the work generation cycle. In contrast, Atkinson-cycle engines have been developed. In Atkinson-cycle engines, the expansion volume of the burned gases is greater than the volume of the compressed air. However, because these engines have a high mechanical load, they have not become widespread. Here, we will recommend systems with an additional expansion device, which has a considerably lower mechanical load. Abbreviations and References R01: Reciprocating engine + additional expansion device R02: Reciprocating engine + additional expansion device + electric generator. RO3: Reciprocating engine + turbocharger. R04: Reciprocating engine (EE) + Brayton heat pump (BHP). R05: Reciprocating engine (EE) + turbocharger (TCH) + Brayton heat pump (BHP). R06: Reciprocating engine (EE) + turbocharger (TCH) + Brayton heat pump (BHP). CVT: Conventional vortex tube heat pump. VHP (VHPO, VHP1, VHP2): Vortex heat pumps VT (VTO, VT1, VT2): Vortex tubes EE: Reciprocating engine, main engine CP: Compressor TR: Turbine SH: Shaft, Shaft CL: Coolant HE: Heat exchanger, Heat exchanger PV: "Pressure * Volume" energy TCH: Turbocharger The arrows indicate air flow. Compressor (CP): A device that pressurizes air or gas by pumping it with the power it receives from a power source. Expansion device: A device that generates work using the PV (pressure * volume) energy of pressurized gases, in other words, devices that move with the pressure force of the expansion of pressurized gases and transfer the motion to another device. The basic expansion devices are turbines and piston-cylinder systems. Here, the accelerating air in the vortex tubes increases the pressure of the cold air flowing to the hot air flow. Therefore, a non-mechanical or air-based expansion device is required. Additional expansion device: In reciprocating engines, cylinder-piston systems generally perform the functions of compressor and expansion device interchangeably. This invention is a second expansion device added to the work-generating device of reciprocating engines. A heat exchanger (HE) is a device that exchanges the heat of two fluids. A cooling device (CL): These are heat exchangers that cool the air or gases passing through them by transferring their heat to the external environment. Reciprocating engine (EE): These are engines that operate with piston-like devices. In these engines, heat is given to the compressed air, and work is produced by the expansion of this air. In these engines, the volume of the compressed air is equal to the volume of the expansion. In the figures, the fresh air intake of a piston engine is indicated by the arrow entering the engine, and the exhaust outlet is indicated by the arrow exiting the engine. Atkinson cycle engine: In these engines, the compressed air is expanded by a larger cylinder after being heated. Vortex tubes (VTO, VT1, VT2) and vortex heat pumps (VHPO, VHP1, VHP2) are centrifugal devices that separate the air into two hot and cold sections. Rationale for the invention: Waste PV energy in piston engines. The term "piston engine" refers to engines that compress a certain volume of air and generate work by expanding the compressed volume after combustion or heating. These are generally rotary piston engines such as piston or Wankel engines. In conventional piston engines, hot and pressurized gases remain in the cylinder at the end of the expansion cycle during which the engine produces work. The PV energy in these gases is expelled through the exhaust. Historically, the Atkinson cycle was used to prevent this energy loss. To understand waste energy, let's review the operation of a reciprocating engine. The timing of the events occurring in the cylinder of a four-stroke piston engine can be described as: intake, compression, combustion, power (expansion), and exhaust strokes. The timing of the events occurring in the cylinder of a two-stroke piston engine can be described as: fresh air entering the cylinder by expelling exhaust gases, compression, combustion, and power strokes. A reciprocating engine compresses air equal to the cylinder volume during the compression stroke, and during the power stroke, the compressed gases expand to the cylinder volume. Because the gases initially trapped in the cylinder are hotter at the end of the power stroke, they are under higher pressure than they were at the beginning. When the exhaust valve opens, the pressurized exhaust gases are released into the exhaust system, and the PV energy contained therein is converted to heat. Atkinson Cycle Engines: Atkinson-cycle engines are piston engines in which the volume of air expanded during the work-generation phase exceeds the volume of air inhaled during the intake phase. Thus, Atkinson-cycle engines produce work by taking in a smaller volume of fresh air and expanding the combustion gases to a larger volume. In conventional Atkinson-cycle engines, the piston travels a shorter distance during the intake phase, compressing the air by taking in less air than the cylinder volume. During the work cycle, the piston expands the air to the bottom of the cylinder. This expands the inhaled air to a larger volume, converting all the pressure of the heated gases into heat. This results in the exhaust gases being expelled from the engine at a pressure close to ambient pressure. This prevents the exhaust gases from being released under pressure and causing them to detonate, eliminating the loss of PV energy. Toyota's Atkinson-cycle engine utilizes a conventional piston-powered engine. In this engine, during the compression stroke of the engine, the fresh air intake valve remains slightly open, and the valve closes after some of the fresh air is exhausted back. Thus, the cylinder compresses a smaller volume of air. During the expansion stroke of the engine, the piston expands the burned air down to the bottom. Thus, since less incoming air expands to a larger volume, the exhaust pressure is low. The Atkinson cycle with additional expansion device, which is the subject of the invention, is the thermodynamic cycle of engines operating with expansion devices that are placed in the exhaust tract of the engine and recover it with the exhaust or that are placed in the air intake tract of the engine and reduce the amount of air taken in. Devices used Turbocharger devices TCH devices; In piston engines, TCH devices pump ambient air into the engine inlet (11) to increase the air pressure in the cylinders, thus increasing the air intake pressure. The purpose of TCH devices is to fill the cylinder with more pressurized air, allowing the engine to take in more air, thus enabling more powerful engines to operate with more air. A radiator is also located between the compressors of turbochargers and the engine inlet, which cools the compressed air. This both increases the amount of air entering the engine and reduces combustion temperature. Commonly used TCH devices are devices that operate using PV energy in the exhaust gases of piston engines, increasing the pressure of the gases entering the fresh air intake of the piston engine. TCH devices, which operate using the energy of the exhaust gases, actually increase the pressure of the environment in which the engine operates. Some TCH devices use an electric motor or a shaft connected to the main engine instead of a turbine driven by exhaust gases. The basic components of TCH devices installed in the engine's exhaust system are the turbine (TR), the compressor (CP), and a shaft (SF) that transfers power from the turbine to the compressor. The turbine (TR), an expansion device in TCH devices, is installed in the exhaust system (12) of reciprocating engines (EE), and the compressor is installed in the fresh air intake system (11). Thus, the turbine (TR) of the TCH device is powered by the exhaust gases, and the compressor (CP) pumps ambient air into the engine. Turbocharger operation: The turbocharger's compressor pumps air into the engine, and the turbine is powered by hot gases from the engine. In a reciprocating engine, hot gases are explosively released from the cylinder, a closed environment, when the exhaust valve is opened. Therefore, turbochargers are a type of engine that operates on heat supplied at a constant volume. Their operation involves compression in the heat engine, constant-volume combustion, and the expansion of gases in the turbine, producing work. They are devices that transfer heat using the pressure of the gases. Because turbochargers do not transfer heat via shafts, the work they produce is dissipated in the exhaust gases. Since there is no device in the exhaust system to convert their PV energy into heat, this energy is converted into heat. In other words, turbochargers are engines with a reciprocating combustion chamber. Thus, a TCH consists of a compressor, a combustion chamber (the main engine (EE) acts as the combustion chamber), and a turbine. In other words, turbochargers are engines with a reciprocating combustion chamber. Thus, in a turbocharger, heat is transferred to the gases compressed by the compressor in the reciprocating engine, and the hot gases exiting the reciprocating engine then drive the TCH turbine. Because this turbocharger doesn't mechanically release any energy, the work generated by the turbocharger is lost to the exhaust gas pressure. However, because this energy isn't used, it's converted to heat. The amount of work produced by TCH devices: Because the air pressure compressed by the TCH compressor increases at the engine inlet, the compressed air enters the engine by transferring work equal to "pressure * cylinder volume." Because the TCH turbine theoretically draws more work from the engine due to increased pressure and resistance, we didn't include this amount of work transferred by the compressor to the engine in our calculations. The calculation of the energy drawn by the turbine must be aerodynamic and varies depending on the operating mode of each turbine. The calculations here are thermodynamic only. Figure 5 and the pressure line applied by the Gida engine to the compressor and the maximum pressure the turbine resistance can exert at the engine exit are shown with dotted lines. Cooling devices (CL) are located between the TCH compressors and the engine inlet. The cooling device cools the air pumped by the TCH devices. This allows the cylinders to take in more air due to the cooling of the pressurized gases. Cooling processes are not shown in the diagrams. Figure 5 shows the PV diagrams of the Gida turbochargers. The PV diagram shows that the piston engine transfers the PV energy (w27net/w37net) generated by the PV diagram to the external device via a shaft. The PV energy (w74net) generated by the turbocharger is not used by any other device. These graphs reveal that turbochargers do not transfer work to the main engine with the air they pump; they only provide the main engine with a pressurized environment. Thus, the PV diagrams of the engine containing the turbocharger shown in the figure show both the waste energy of the turbocharger and the waste energy of the piston engine. The waste energy of TCH devices powered by shaft power from the engine or an electric motor is greater than the energy consumed for compression by TCH devices powered by exhaust gases. Expansion devices are devices that convert the flow of high-pressure gases at low pressure into mechanical energy. Expansion devices are devices installed in the engine's air intake tract, generating mechanical work from the flow of fresh air entering the engine, or in the exhaust tract, generating mechanical work from the flow of exhaust gases exiting the engine. This work is then transferred to the engine or another component. Supplementary expansion devices in the exhaust tract of reciprocating engines recover exhausted PV energy, while supplementary expansion devices in the air intake tract of reciprocating engines reduce the engine's compression ratio, preventing waste energy from being generated in the exhaust. Supplementary expansion devices installed in the exhaust system of turbocharged engines recover the waste energy in the exhaust gases of the engine and turbocharger. Supplementary expansion devices installed in the air intake system of turbocharged engines both prevent the reciprocating engine from generating waste energy and utilize the energy generated by the turbocharger, thus preventing waste energy generation. Reciprocating engines generally perform piston compression and expansion processes sequentially. Other compression devices such as these can also be used as expansion devices. Supplemental expansion devices are installed in the exhaust system, air intake tract, or both of reciprocating or turbocharged engines, and transfer the heat they generate to either the engine or a device external to the engine. Supplemental expansion devices, connected to the engine's fresh air system, operate using the engine's intake and, if applicable, the intake or pumped gases of the turbocharger. These devices reduce the pressure of the incoming air, thus reducing the amount of air the engine takes in, thus reducing the pressure of the exhaust gases, thus reducing the engine's waste energy. Supplemental expansion devices connected to the engine's fresh air system reduce the amount of air the engine takes in, thus reducing engine power. These devices, due to the efficiency of the expansion device, incur a relatively small amount of energy loss compared to the Atkinson-cycle engine. However, the energy lost is relatively small compared to the energy recovered. In addition, in units equipped with turbochargers, an expansion device installed in the air intake tract provides the turbocharger turbine with additional expansion device functionality. Another advantage of these devices is that they cool the air they inhale, so when air from the compressed air source passes through the expansion device, the engine is cooled. The additional expansion devices transfer the heat they generate to the main engine (EE) or to a device such as a heat pump, generator (EG), or compressor via mechanical devices such as chains, belts, or shafts (SF). Exceptionally, in vortex heat pumps (VHP1, VHP2), the air generated by the pressure in the inlet pipe (IP, IP1) is transformed into thrust. The accelerated air enables the vortex tube's air conditioning function. Thus, instead of mechanical expansion devices, an expansion device consisting of accelerating air functions. We will refer to air-pumping devices that include an additional expansion device and a connected compressor as additional expansion device compressors. Because these devices are structurally identical to TCH devices, they are designated as TCH in the figures. Additional expansion device compressors either pump air from a device external to the engine or use the pumped air to drive another expansion device located in the engine's fresh air path. Otherwise, TCH devices are devices that pump air directly into the engine and operate by heating the pumped air back up. However, additional expansion devices operate on gases they do not compress themselves; that is, they operate on the pressurized exhaust gases compressed by devices such as engines or turbochargers and subsequently exhausted. The additional expansion devices in this invention are devices that operate on compressed air released during the exhaust phase of the engines or the engine and TCH device. These devices pump heat by compressing, releasing, expanding, and extracting heat from gases. The devices described here are air- or gas-powered heat pumps that can be used in engines. These heat pumps are used to supply cooled air to engines instead of compressed air. This model contributes to engine power by cooling the air entering the engine, allowing the engine to take in more air. Because the cooled air from these devices is fed directly to the engine, they are easy to use in engines. Air-powered heat pumps represent the simplest and most convenient device group that can utilize the energy recovered by the supplementary expansion device in question. Therefore, these devices can enable the active use of supplementary expansion devices. In air-powered heat pumps, expansion devices extract the PV energy from the expanding air and reuse the resulting energy in the compression system. Basic air-powered heat pumps include Brayton heat pumps, Stirling heat pumps, and vortex heat pumps. These devices can cool the engine air by operating on the air compressed by compressors equipped with additional expansion devices. Brayton heat pumps and vortex heat pumps are suitable for use with additional expansion devices. Conventional vortex heat pumps are technically impractical for use in engines due to their high energy losses. Therefore, double-cycle vortex heat pumps will be discussed. The heat pumps in this section cool the ambient air and transfer it to the engine. The three stages of these heat pumps are compression, heat extraction, and expansion. In general heat pumps, the heat from the expanding air is transferred to the compression device. However, this is not a necessary process. For example, a turbine powering the engine can also expand the air from the compressed air source. In this case, the purpose is again the Brayton heat pump (BHP). Brayton heat pumps (BHP) are devices powered by externally supplied energy and pump heat by cycling gases through the stages of compression (by a compressor), heat extraction (by a refrigeration device), expansion (by an expansion device, such as a turbine), and heat extraction. The BHP heat pumps used in this description (e.g., the BHP in the R04 device) cool the ambient air through compression, refrigeration, and expansion, and supply cold air to the engine. The devices in the R04 unit consist of a compressor (CP) that compresses the outdoor air, a cooling unit (CL) that cools the gases coming from the compressor, and a turbine (TR) that operates with the working gases coming from the cooling unit. The BHP heat pump in the R04 unit operates by drawing outdoor air into the vacuum created by the suction of the main engine (EE). The turbine in this unit (R04.TR) is an additional expansion device because it uses the suction force of the main engine, reducing the inlet air pressure and causing the engine to take in less air. This heat pump increases engine efficiency by cooling the inlet air using the energy it draws from the engine, reducing the energy dissipated in exhaust gases. The turbines in the BHP unit generally transfer the heat they produce to the compressor, but this is not a requirement. Turbines that transfer heat to the main engine or another component also allow the pressurized gases to cool and exit. Common Brayton units receive energy, or rotational force, from an external source via a shaft connected to the turbine and compressor. For example, the BHP unit in the R05 engine receives energy from the turbocharger (TCH) section via a shaft. In this case, both the TCH turbine (TR1) and the BHP turbine (TR2) in this unit feature additional expansion devices. While BHP units operate by obtaining energy through mechanical devices such as shafts, they can also operate using airflow in pressure differential environments. The BHP unit in the RO4 unit operates by using the pressure difference between the external environment and the engine inlet. The BHP unit in the R05 unit can be configured to draw power from both exhaust gases and the engine intake. This is achieved by increasing the resistance in the BHP unit. CVT Classic vortex tube The Classic vortex tube (CVT) is a heat pump with no moving parts. It takes in compressed air and separates it into two using vortex forces, with hot air exiting through the hot outlet (HO) and cold air exiting through the cold outlet (CO). The two-inlet vortex tubes we recommend pump heat using the same principle as CVT tubes. Therefore, a description of the device has been provided. Furthermore, since we found the publications describing the operation of classic vortex tubes to be incomplete and inaccurate, our opinions have been elaborated. Classic vortex tube structure Classic vortex tube (CVT) structures fundamentally consist of; It consists of a vortex tube (VP) in the form of a tube in which air rotates rapidly; a compressed air inlet (IP) tangentially connected to the vortex tube (VP); a control valve (CV) that narrows the outlet on one side of the vortex tube (VP); a hot outlet (HO) in the form of a narrow gap between the control valve and the vortex tube (VP); a narrow hole (NH) that allows air to exit on one side of the vortex tube and in the axis line; and a cold air outlet (CO) at the exit of the narrow hole. Vortex tube manufacturers have produced devices with different inlets and outlets that provide the same basic principle. Operation of Classical Vortex Tubes Operation of Classical Vortex Tubes (VT): (This explanation is provided by us.) Compressed air rapidly enters the vortex tube through the inlet (IP) tangentially. The circulating air, due to centrifugal force, creates high pressure on the side surface of the vortex tube (VP) and low pressure along the axis. Because the control valve (CV) at the hot outlet (HO) partially blocks the air outlet, the pressure inside the vortex tube (VP) increases, and some of the air passes through the narrow hole and exits the cold outlet. The air entering the hot outlet, on the other hand, decreases in pressure through the gap between the vortex tube (VP) and the control valve (CV) due to friction and exits the hot outlet (HO). The reason the air is hot at the hot outlet (HO) is because the air accelerating from the inlet pipe enters the vortex tube at high speed, increasing the pressure on the tube's inner surface. The reason the air at the cold outlet (CO) is cold is because the air entering the inlet pipe, against centrifugal forces, pushes and compresses the air moving toward the side wall as it moves toward the narrow opening (NH), utilizing PV energy in this process. In conventional vortex tubes, the control valve (CV) narrows the hot outlet to prevent the air from completely exiting the hot outlet due to centrifugal forces. Therefore, the hot and pressurized air entering the hot outlet drops in pressure through the narrow opening at the edge of the control valve, losing PV energy. Additionally, the amount of air leaving the hot outlet is regulated by adjusting the narrowness of the hot outlet using a control valve. How do vortex tubes work? Publications explaining how vortex tubes work are largely theoretical. The explanation above is consistent with the thermodynamic cycle in air-powered heat pumps. In other words, the operation of vortex heat pumps shares similar characteristics with the Brayton cycle. However, because it lacks a mechanical turbine and compressor, it presents some challenges in understanding. A classic vortex heat pump performs similar functions to a Brayton cycle heat pump, where compressed air enters the turbine, then partially exits the compressor and partially exits through a narrow opening. In this model, the air passing through the turbine is cooled, and the air exiting the narrow opening is cooled. Because the air entering the compressor is subjected to greater compression, it becomes hotter during turbine cooling. If the compression and expansion processes in this device are considered, the air exiting the cold outlet is subjected to expansion, while the air exiting the hot outlet is subjected to compression. Air acceleration causes a pressure drop, while the centrifugal forces of the faster air in the vortex tube (VP) create a pressure drop at the center and a pressure increase at the side walls. What is not actually understood is how the air flowing toward the axis of the vortex tube (VP) compresses the air flowing toward the side walls, thus transferring energy. This is an aerodynamic phenomenon. However, in a centrifugal event, the low pressure of the air moving toward the centerline and the high pressure of the air moving toward the sidewall are conditions calculated by Newton's laws. The law of conservation of energy allows us to say that the air moving toward the centerline is compressed. Furthermore, it's understandable that the air moving toward the centerline is driven by centrifugal forces. Accordingly, after accelerating in the inlet pipe (IP), the air enters the vortex pipe (VP). In this case, the side pressure of the air in the inlet pipe is low, while the back pressure (velocity pressure) is high. The rapid rotation of the air in the vortex pipe and its advancement into the narrow hole (NH) on the centerline is a movement against centrifugal force, a process that consumes energy and reduces pressure. Thus, the energy expended by the air moving toward the narrow hole against the centrifugal force increases the air pressure on the outer surface. According to the conservation of energy, assuming no friction, the pressure energy of the air going to the cold outlet is transferred to the air going to the hot outlet. Thus, the inlet pipe (IP) and vortex tube operate like a Brayton heat pump. Double-loop vortex heat pumps (VHP1, VHP2) These devices, with their simple construction, are the most suitable for supplying cooled air to engines. Because these devices have no previous examples, they will be described in detail. The VHP1 and VHP2 heat pumps are compressed air-powered devices that pump heat using double-inlet vortex tubes (VT1/VT2). Double-inlet vortex tubes have two inlets: one for compressor air (IP1), the other for hot air (IP2), and two outlets: one for cold air (CO) and the other for hot air (HO). In this case, the pressure of the air coming from the compressor outlet is equal to the pressure of the air coming from the hot outlet, or becomes equal at the connection point. These devices (VHP1, VHP2) have a hot air cycle on one side, which exits the hot outlet (HO) of the vortex tube (VT1/VT2) and enters the vortex tube through one inlet (IP1). On the other side, there is a cold air cycle, which exits the cold outlet (CO) of the vortex tube, passes through the compressor, and enters the vortex tube through another inlet (IP1). In this case, the compressor pumps the same amount of air into the vortex tube as the cold air exiting the outlet. However, in conventional vortex tubes, the air coming from the compressor exits the vortex tube in two sections, and the compressor pumps only the same amount of air as the two outlets. Double-inlet vortex tubes (VT1, VT2) are divided into two types depending on how the inlet pipes are connected to the vortex tube. VT1 vortex tubes are used in VHP1 heat pumps, and VT2 vortex tubes are used in VHP2 heat pumps. Detailed structure of double-inlet vortex tubes (VT1NT2): The main parts of the VT1 double-inlet vortex tubes are; A vortex tube (VP) with a cylindrical structure suitable for the rotation of the air entering tangentially, a tangential inlet pipe (IP), a "T" pipe connection (TP) at the entrance of the inlet pipe (IP), two inlet pipes of the "T" connection (IP1, outlet (HO) and a cold outlet (CO) section starting with a narrower hole (NH) than the vortex tube on the axis line on one side of the vortex tube. The main sections of VT2 double inlet vortex tubes; A vortex tube (VP) with a cylindrical structure suitable for the rotation of the air entering tangentially, two inlet pipes (IP1, IP2) entering tangentially to the vortex tube in the same direction, a hot outlet (HO) exiting from the side surface of the vortex tube on one side of the vortex tube (VP) and a narrower hole (NH) than the vortex tube on the axis line on one side of the vortex tube. cold exit (CO) sections. In addition, on the hot outlet side of the vortex tube (VP) in the double inlet vortex tubes (VT1, VT2), there is a hot expansion slot (XH2) in a cylindrical or conical shape, like a centrifugal fan slot, formed by the expansion of the vortex tube (VP) and the hot outlet exiting from the side wall of this expansion slot, energy saving is achieved by converting the speed of the air into pressure. In addition, there is a cold expansion slot (XH1) in a cylindrical or conical shape, like a centrifugal fan slot, formed by the expansion of the outlet of the narrow hole (VP) in the double inlet vortex tubes (VT1, VT2), the cold outlet (CO) is located on the side wall of this slot, converting the centrifugal force of the air coming rotating from the narrow hole (NH) into vacuum in the narrow hole. provides energy savings. Detailed structure of VHP1 and VHP2 vortex heat pumps In double-inlet vortex tubes (VT1), the pressure at the hot outlet (HO) is higher than the pressure at the cold outlet (CO), at least one of them must be enclosed and separate from the other. The VHP1 and VHP2 devices in the figures are shown with both ends closed. The main components of the closed system VHP1 and VHP2 vortex heat pumps are the compressor (CP), the vortex tube (VT1/VT2), a heat exchanger that receives heat from the environment (HE1), and a heat exchanger that rejects heat to the environment (HE2). The heat exchanger that receives heat from the environment is located between the cold outlet of the vortex tube (VT1/VT2) and the compressor (CP) inlet. The heat exchanger, which releases heat to the environment, is located between the hot outlet (HO) and one inlet (IP2) of the vortex tube (VT1/VT2). In the two types of double-inlet vortex tubes mentioned (VT1, VT2), the air accelerates in the inlet pipe (IP) or inlet pipes (IP1, IP2) and then enters the vortex tube (VP) in a single direction tangentially, causing the air to rotate rapidly within the vortex tube and move toward the outlets. Due to the centrifugal force in the vortex tube, the pressure at the hot outlet, which begins at the side surface of the tube, increases, while the pressure at the narrow hole and cold outlet in the axial line decreases. Because the air pressure at the hot outlet increases, it heats up, while the air pressure at the cold outlet decreases. The hot expansion housing (XH2) is a cylindrical or conical structure, similar to a centrifugal fan housing, formed by the expansion of the vortex tube (VP) on the hot outlet side of the vortex tube (VP). The hot outlet (HO) is located on the side wall of this housing, and the base of this structure is closed. The inlet of this housing is the vortex tube, which is on the same axis. The air entering the housing (XH2) by rotating rapidly in the vortex tube slows down as the rotation diameter increases, and its pressure and temperature increase. The cold expansion slot (XH1) is a cylindrical or conical structure, similar to a centrifugal fan slot, formed by the expansion of the outlet of the narrow hole (VP). The cold outlet (CO) is located on the side wall of this slot. The inlet of this slot is the narrow hole, which is on the same axis. The bottom of this slot is closed. Air entering the slot, rotating rapidly in the narrow hole, slows down as the rotation diameter increases, increasing the vacuum in the narrow hole. The expansion slots at the hot and cold outlets of double-inlet vortex tubes are designed to minimize friction forces and convert air velocity into maximum pressure. This minimizes energy loss. Due to the influence of central forces, the air pressure at the narrow hole and cold outlet of the vortex tube is significantly lower than the air pressure at the hot outlet. In this case, the air at the cold outlet is pressurized by the compressor, making it equal to the hot outlet, allowing the two air streams to enter the vortex tube together. Operation of the VHP1 and VHP2 vortex heat pumps: In the closed system VHP1 and VHP2 vortex heat pumps, the compressor (CP) draws air from the vortex tube (VT1/VT2) through the cold outlet (C0) and the heat exchanger (HE1). An inlet (IP1+IP or IP1) pumps it back into the vortex tube, creating a cold air cycle. During these processes, the air cools down in the vortex tube, releasing heat, and exits the cold outlet. It then absorbs heat from the surroundings in the heat exchanger (HE1). On the other hand, the hot air (VT1/VT2) exits the vortex tube's hot outlet and passes through the heat exchanger. It passes through the inlet pipe (IP2+IP/IP) of the vortex tube (VP). It accelerates under the influence of the air coming from the compressor in the vortex tube (VP). Its pressure increases due to centrifugal forces, and it exits the hot outlet, creating a hot air cycle. During these processes, the air in the vortex tube is pressurized and heated by the centrifugal forces of the air going to the cold outlet. It then releases the heat it contains into the heat exchanger. The pressurized air from the hot outlet reaches the inlet of the vortex tube (IP2) under high pressure. The compressed air energy coming from the hot outlet of the vortex tube to the inlet (IP2) of the vortex tube is the energy that is rejected to the outside environment in classic vortex tubes (VTO). In the VHP1 and VHP2 heat pumps, the hot outlet is connected to the compressor outlet and the cold outlet is connected to the compressor outlet. Due to the pressure difference between these two outlets, the two outlets cannot be open to the same medium. Therefore, at least one of the two outlets must be closed to the outside environment. This essentially creates a VHP1/VHP2 heat pump with one closed to the outside environment and two open to the outside environment versions. The VHP1 heat pumps shown in the figures have both their hot outlets closed to the outside environment and their cold outlets closed to the outside environment. These (VHP1, VHP2) have a heat exchanger (HE1) between the cold outlet and the compressor inlet, and a heat exchanger (HE2) between the hot outlet and the inlet pipe (IP2). Therefore, they do not exchange air with the outside environment; they only exchange heat. In the VHP1b/VHP2b heat pumps, which have their hot outlet open to the outside environment, there is a heat exchanger (HE1) between the cold outlet and the compressor inlet, which receives heat from the outside environment, and there is an outside environment between the hot outlet and the inlet pipe (IP2). In VHP1c/VHP20 heat pumps, where the cold outlet is open to the ambient, there is an external environment between the cold outlet and the compressor inlet, and a heat exchanger (HE2) is located between the hot outlet and the inlet pipe (IP2) to release heat to the external environment. We will focus on the VHP1c/VHP20 type, which takes in outdoor air from the motors and releases cooled air to the external environment, namely the motor inlet. This is because the outdoor air, after cooling in the heat pump, is fed directly to the motor inlet. Advantages of the VHP1 and VHP2 heat pumps over conventional vortex tube (CVT) systems: The main advantage of the VHP1 and VHP2 heat pumps over conventional vortex tube (CVT) systems is that the hot air from the outlet is reused along with the air from the compressor. Additionally, by reducing the resistance at the hot outlet of the vortex tube (VT1, VT2), and by adding an expansion slot (XH1), the incoming air returns to the hot outlet, preventing energy loss due to the speed and pressure. Furthermore, by adding an expansion slot to the cold outlet of the vortex tube (VT1, VT2), the air velocity at the cold outlet is maintained while maintaining the pressure in the expansion slot (XH2). The heat from this air is then removed in a heat exchanger (HE2), which then reenters the vortex tube (VT1/VT2). Thus, only the heat from the hot air exiting the outlet is removed, and the air itself is reused. This saves energy thanks to the compressed air consumption of the VHP1 heat pump. Additionally, the expansion slots (XH1, XH2) added to the VHP1/VHP2 heat pumps convert the air velocity in the vortex tube into pressure, providing further energy savings. For the expansion slots (XH1, XH2) to be effective, their outer-facing bases must be closed. In traditional vortex tubes, the cold outlet is not closed, resulting in energy loss. Advantages of the VHP1 and VHP2 units over turbine heat pumps: The VHP1 and VHP2 heat pump's primary advantage over reverse Brayton cycle heat pumps (BHPs) is its simple, economical design with no moving parts. Furthermore, the absence of mechanical losses due to moving parts is an advantage of this unit. Furthermore, because the simple vortex tube is a simpler device, its aerodynamic structure can be designed more efficiently. Brief Description: The invention is an additional expansion device that generates work from the airflow added to the exhaust system, air intake tract, or both of piston or turbocharged engines. Additional expansion devices installed in the engine's exhaust system operate on pressurized exhaust gases that carry the waste energy of the engine, or the engine and turbocharger. Additional expansion devices installed in the engine's fresh air system operate by directing the flow of outside air into the vacuum created by the engine's intake. These devices reduce the amount of air the engine inhales, thus reducing the pressure of the exhaust gases and reducing the generation of waste energy. An additional expansion device can be installed in both the exhaust system and the fresh air intake system of an engine. It has been explained in previous sections that turbochargers are engines, and that all of the work they generate is dissipated through the exhaust gases. Because their compression ratios are relatively low compared to piston engines, their work output is also low. However, the energy they produce is combined with the main engine's waste energy and is expelled through the exhaust gases. Because turbochargers dissipate all of their energy through the exhaust gases, the waste energy in turbocharged engines is three to five times that of the main engine. Examples of this are provided in the accompanying graphs. Supplementary expansion devices installed in the exhaust system of piston engines or turbocharged piston engines operate on the pressure of the exhaust gases and transfer the heat they produce to the main engine or another component in the system. Thus, they are devices that recover the energy released by the exhaust gas pressure into the system. Supplementary expansion devices are generally constructed using turbines. Because turbines, with their small size, operate with very high air flow rates. Auxiliary expansion devices transfer the heat they produce directly to the main engine or any other energy-powered device, such as an air conditioner, generator, or compressor. When an auxiliary expansion device drives a compressor, the resulting device is a compressor with an auxiliary expansion device. In this case, a distinction should be made between auxiliary expansion devices and turbochargers. Auxiliary expansion compressors are compressors that operate on exhaust gas pressure and do not produce work themselves. The air pumped by these compressors either flows to devices external to the engine or drives a device en route to the engine, such as a turbine, a generator, or a heat pump. Auxiliary expansion devices can also be designed in conjunction with the turbines of turbochargers. In this case, the extent to which a turbocharger's turbine incorporates auxiliary expansion device features will be explained in detail in the following sections. But fundamentally, if a turbocharger transmits power to any device via a shaft, or if the air pumped by the turbocharger or its pressure is used to operate a device, this device is combined with a compressor equipped with an expansion device. This section will focus on heat pumps powered by air pumped by compressors equipped with an expansion device. Heat pumps provide cooler air to engines, allowing them to take in more air, reducing engine thermal problems and enabling the construction of higher-compression, more efficient engines. The applications of expansion devices are not limited to the devices listed here. In some examples, multiple turbines may feature additional expansion devices. However, the examples provided here generally describe the single expansion device feature of the additional device. Detailed Description: The invention is an additional expansion device that generates work from the airflow added to the exhaust system or air intake tract of piston or turbocharged engines, or both. Expansion devices are devices that convert the low-pressure flow of high-pressure gases into mechanical energy. In piston engines, the cylinder-piston system operates as an expansion device during the run-up phase. However, we propose additional expansion devices as an invention to capture the PV energy still present in the exhaust gases at the end of the run-up phase. Additional expansion devices installed in the engine exhaust system operate on the pressurized exhaust gases that carry the waste energy of the engine or the engine and turbocharger. Additional expansion devices connected to the fresh air path of engines operate by the flow of outside air into the vacuum created by the engine's intake. These devices reduce the amount of air the engine takes in, thus reducing exhaust gas pressure and preventing waste energy generation. However, by reducing the amount of air the engine takes in, these devices increase engine efficiency but also reduce engine power. In engines equipped with a turbocharger (TCH), the turbocharger pumps air into the inlet of the auxiliary expansion device or increases the vacuum at the outlet of the auxiliary expansion device, increasing its efficiency. Turbochargers increase the air pressure at the engine inlet, eliminating the air shortage caused by the auxiliary expansion devices. Because auxiliary expansion devices convert the resistance they impose on the engine, they do not cause energy loss under ideal conditions. They transfer the heat generated to the main engine via a shaft or to the rotating part of another device via a shaft. Some devices that use shafts to extract heat include generators, air conditioners, compressors, and similar devices. Devices that include an additional expansion device and a connected compressor are called additional expansion device compressors, which are similar in structure to turbochargers. These two device groups are distinguished by their operating mode and function. The main difference is that turbochargers operate by returning hot compressed air, while additional expansion device compressors operate using the pressure in the exhaust gases of the engine or turbocharger. In this case, although the air pumped by the additional expansion device compressor reaches the engine, its pressure is used by another device. PV diagrams of TCH-equipped engines show that the main engine and the TCH operate as two separate engines. TCH devices provide the engine with a high-pressure environment using the compressed air and operate by receiving the hot compressed air. Like all engines, TCH devices must expel the heat they generate mechanically or through exhaust gases. Because TCH devices do not expel heat through any mechanical device such as a shaft, the heat they generate is dissipated as exhaust gas pressure. Conventional engines lack any device that converts the energy emitted by TCH devices into mechanical energy. Therefore, the energy produced by TCH devices and the waste energy of the main engine are dissipated as PV ("pressure * volume") energy in the exhaust gases. Since there is no device in the exhaust system that generates work from exhaust gas pressure, this energy is converted to heat. Therefore, some turbochargers include an additional expansion device. These are: 1. Turbochargers that transfer power to another device or the main engine via a shaft include an additional expansion device. 2. Turbochargers that pump air to a device other than the main engine are functionally called compressors with an additional expansion device. 3- If a portion of the air pumped by a turbocharger goes to the main engine and another portion goes to a device other than the main engine, the turbocharger is functionally a combination of a compressor with a supplementary expansion device and a turbocharger. 4- If the air pumped by a turbocharger first drives a device that generates work by expanding gases (e.g., a turbine, a Brayton cooler turbine, a conventional gas turbine turbine, a vortex tube turbine, etc.) and then goes to the main engine, the turbocharger is a compressor powered by a supplementary expansion device. As previously explained, TCH devices are a type of engine that operates by heating the gases compressed by the compressor, and the energy generated by this engine (TCH) is dissipated through the exhaust gases. However, compressors with additional expansion devices are devices that operate using the waste energy of both the reciprocating engine and the turbocharger, pumping air and thus recovering the waste energy. When TCH and additional expansion compressors are combined, the turbine and compressor of the combined device will be as large as the capacity of the two devices. The turbocharger section of the combined device creates a high-pressure environment for the main engine, while the compressor section, equipped with an additional expansion device, pumps air by generating work from the waste energy of both the main engine and the turbocharger. The air pumped by the additional expansion device drives a compressed air-powered device. If the air or air pressure pumped by a TCH device is entirely used by another device, this device is installed as a compressor powered by an additional expansion device, which does not include a turbocharger. Additional expansion device-powered devices: Instead of transferring the heat generated by the additional expansion device directly to the main engine, driving other devices offers many advantages. The most suitable of these are air conditioners, generators, and compressors built into the engines. Here, with the thesis that air-powered heat pumps offer numerous benefits to engines, heat pumps operating with compressors equipped with additional expansion devices will be discussed in detail. Cooling the air entering the engine contributes significantly to engine efficiency. Therefore, more detailed examples of devices operating with the air pumped by compressors equipped with additional expansion devices and cooling the air entering the engine will be provided. Turbocharger (TCH) and additional expansion device: We mentioned in the description of turbochargers that turbochargers generate work like a second engine added to the engine, but the heat generated is expelled by the pressure and energy in the exhaust gases. Turbochargers can transfer power to the main engine or another device via a shaft. Thus, a turbocharger can be partly a turbocharger and partly an additional expansion device. When installed in piston engines equipped with turbochargers, the aforementioned auxiliary expansion device converts the waste energy of both the piston engine and the turbocharger into energy and transfers it to the piston engine or an external device. In this case, the auxiliary expansion device and the turbine of the TCH device can be connected in series or in parallel. A parallel connection splits the exhaust gases into two, while a series connection connects the two turbines sequentially. Compressors with auxiliary expansion devices connected to the exhaust system differ from TCH devices in that the air they pump drives another device. The heat pump version of auxiliary expansion devices, which operate on the engine's inlet air, is shown in the figures. Compressors with auxiliary expansion devices and TCHs can be designed as a single device instead of two separate devices, thus creating TCH devices with auxiliary expansion devices. In this case, the turbine and compressor of the combined device will be as large as the capacity of the two devices. These devices functionally share the characteristics of both. In other words, TCH devices with a supplementary expansion device use the air they pump to both drive a device in the engine intake tract and increase the air pressure at the engine intake. If the air pumped by the device doesn't increase the air pressure at the engine intake, the device functions entirely as a supplementary expansion compressor. If the device bypasses the intermediary device and the pressurized air flows directly to the main engine intake, the device functions entirely as a TCH. Supplementary expansion compressors and turbochargers differ in their function. These are: Turbochargers pump air entirely into the engine, while the air pumped by the supplementary expansion compressor is either used by another device or the air pressure drives another device. In the second case, the air pressure in the main engine is reduced. In other words, if the turbocharger enters the main engine after the air it pumps drives a turbine, a device that generates heat by expanding gases, or a cooling device, the turbocharger becomes a compressor with an additional expansion device. First of all, the turbines in conventional turbochargers do not have the characteristics of additional expansion devices. Like a conventional gas turbine or heat engine, they operate by heating and expanding the compressed air. However, additional expansion devices operate by flowing high-pressure gases to lower pressures, not compressing them. In other words, TCH devices compress the air, the compressed air is heated in the engine, and the heated gas drives the turbine and is exhausted. Since they do not drive any other devices, the work they produce is expelled through the exhaust. Therefore, turbochargers cannot capture the energy released with the engine's exhaust. The supplementary expansion device in question operates on the high-pressure exhaust gases of both the piston engine and the turbocharger. In turbochargers, the gases entering the turbine, which operates with the engine cylinder closed, burn while trapped within the cylinder system. Therefore, the gases entering the turbine are at a higher pressure than the air compressed by the compressor. Thus, turbochargers are a type of turbine engine that operates by supplying heat at a constant volume. In this respect, turbochargers are more efficient than gas turbine engines, which supply heat at a constant pressure. However, the work generated by these devices is exhausted with the pressurized exhaust gases and converted to heat in the exhaust system. Thus, the waste PV energy of both the main engine (EE) and the turbocharger is released into the exhaust gases of turbocharged engines. Turbochargers, which are piston engines with combustion chambers, utilize even a portion of their own energy, thus excluding the energy from the compressed gases exhausted from the piston engine. The work produced by piston engines and turbochargers, as well as the energy dissipated in exhaust gases, can be visualized and calculated in PV diagrams. An examination of PV diagrams reveals the energy dissipated in the exhaust by piston engines and conventional turbochargers. Furthermore, it is clear that the turbines of turbochargers do not capture the energy dissipated from the engine and do not function as supplementary expansion devices. As a result of the explanations provided above, the turbines of conventional TCH engines do not possess the supplementary expansion device feature mentioned; on the contrary, they also emit PV energy via the exhaust gases. Thus, supplementary expansion devices installed on turbocharged engines generate work using the waste PV energy of both the turbocharger (TCH) and the main engine (EE). When a turbocharger-equipped piston engine is fitted with an expansion device, two turbines are installed in the engine's exhaust system. Of course, it's possible and simple to use a single expansion device that performs the functions of two turbines. This process is achieved by combining the turbocharger turbine and the expansion device. How can we tell if a turbocharger turbine has an expansion device? Answer: 1- If the turbocharger transmits power to the main engine or another component via a shaft, the turbocharger turbine contains an expansion device. 2- If some or all of the air pumped by the turbocharger goes to a component other than the main engine, the turbocharger turbine either partially contains an expansion device or is an air pump driven entirely by the expansion device. 3- If the PV energy from the air compressed by a turbocharger enters the main engine after driving another device, that is, after its pressure has partially or completely decreased, the turbine of this turbocharger will partially or completely contain an additional expansion device. 4- A variation of the feature in Item 3, where the air pumped by the turbocharger is cooled by a cooling device and then enters the main engine after driving a turbine, will result in the air entering the main engine being both lower pressure and colder than the ambient air. This turbocharger will both drive a device connected to the turbine and supply cool air to the main engine. The engine receiving cooled air will operate with more air. This process reduces combustion temperatures. This allows the compression ratio of the engine to be increased. Engines with increased compression ratios will reduce waste energy. - A version of the heat pump mentioned in Article 3. If the air pumped by the turbocharger cools down by driving a cooling device and then enters the main engine, the turbocharger will both drive one device and drive a heat pump that supplies cold air to the main engine. Because the air pressure passing through the heat pump is partially or completely lost, the turbocharger will become a compressor with an additional expansion device. Thus, the main engine's pressure is reduced, but because it draws in cooler air, it will draw more air. Key features of TCH devices with additional expansion devices: In engines equipped with TCHs, the TCH and the additional expansion device can be combined to form a single dual-function device. Intermediate forms of this model can be designed. If the air pumped by the TCH device drives another device or a turbine, the air pressure is used by the device it drives, and the air enters the main engine at lower pressure. The TCH in this connection acts as a compressor, powering another device, and its turbine acts as a supplementary expansion device. If a portion of the air pressure pumped by a TCH drives another device (e.g., a double-inlet vortex pump) or turbine (e.g., a generator or an air conditioning turbine), then this device is a partial TCH and a partial expansion compressor. In this case, the air pressure at the main engine inlet is lower than the pressure of the turbocharger compressor. If a portion of the air pumped by a TCH goes to the main engine and another portion goes to another device (e.g., a generator turbine or an air conditioning system running for cooling), then this TCH's turbine acts as a partial expansion device. Heat pumps driven by compressors with additional expansion devices: The air pumped by compressors with additional expansion devices drives a heat pump, cooling it before being transferred to the main engine, contributing to engine cooling and efficiency. Therefore, heat pumps operating with compressors with additional expansion devices are discussed separately. These are Brayton heat pumps and vortex heat pumps. The most common heat pumps that can directly deliver cold air using compressed air are Brayton heat pumps operating using the reverse Brayton cycle. A supplementary expansion device can drive a Brayton heat pump via a shaft, which can then cool the outdoor air and deliver it to the air conditioning system or the engine's fresh air intake. Alternatively, the air pump pumped by the compressor with additional expansion devices can drive a Brayton heat pump and provide cold air to the air conditioning system or the engine. If a turbocharger uses the air it pumps to power a heat pump, as mentioned above, the pressure of the pumped air will decrease. In this case, the turbocharger will act as a compressor with an additional expansion device. This is because the pressure of the pumped air is used up before the engine, preventing the engine from being pressurized. 1- Because the air entering the engine is cold, the amount of air taken into the cylinders increases. This is because, in the formula PV=nRT, when pressure V is constant, increasing the pressure (P) or decreasing the temperature (T) will similarly increase the amount of gas (n). The Brayton cooler reduces the temperature of the gases along with their pressure. Thus, the decrease in gas density caused by the decrease in pressure is offset by the increase in gas density caused by cooling. Thus, engines with more airflow can be built using turbochargers and heat pumps instead of turbochargers. 2- The introduction of cold air into the engine reduces the engine's combustion temperature and cooling requirements. Thus, engines receiving cold air via heat pumps gain the ability to be internally cooled. 3- Increased engine efficiency is related to the compression ratio. One way to create a high-compression engine is to ensure the inlet air is cold; another way is to ensure the inlet pressure is no higher than the ambient pressure. Compressors with additional expansion devices that drive the heat pump allow for higher compression ratios by supplying cold air to the engine instead of compressed air. Double-Circle Vortex Heat Pump + Piston Engine (R11): The R11 engine is constructed by connecting a double-circuit vortex heat pump (VHP1/VHP2) to the air inlet (11) of a piston engine. Figure 4. This device uses the VHP1c/VHP20 double-circuit vortex heat pump versions. The VHP1/VHP2 device in the R11 engine operates using the vacuum created by the main engine, delivering lower-pressure but cooler air to the engine. This process reduces the amount of air taken into the cylinder in proportion to the pressure drop and increases it in proportion to the temperature drop. As a result, the engine draws slightly less air, but cooler air from the outside environment. Figure 4. The compressor with an additional expansion device, a vortex heat pump, and a reciprocating R12 engine are constructed by connecting a dual-cycle vortex heat pump (VHP1/VHP2) to an engine equipped with a turbocharger (TCH). Figure 4. In this case, the turbocharger supplies compressed air to the heat pump (VHP1/VHP2) instead of the engine itself. The engine receives lower pressure but cooler air. Therefore, the turbocharger in this device is a compressor with an additional expansion device. In this system, the air coming from the additional expansion compressor to the main engine arrives with reduced pressure and temperature. The cooling of the air entering the engine compensates for the pressure drop. Figure 4. The VHP1c/VHP20 dual-cycle vortex heat pump versions are used in this device. PV diagrams Figure 5 shows the combined PV diagrams of two versions of the Otto cycle engine, one with and one without a turbocharger. In this PV diagram, no cooling process is applied after the turbochargers. Figure 5 shows the PV diagrams of two versions of the food diesel cycle engine, one with and one without a turbocharger. In this PV diagram, no cooling process is applied after the turbochargers. The graphs in the figures were drawn using the equations written on www.desmos.com. PV diagram of a turbocharged Otto cycle engine In the diagram of Figure 5, "lines 1-2, 2-3, 3-4 and 1-4" are the PV (pressure * volume) curves of the Otto cycle engine without a turbocharger. "1-2" indicates compression, "2-3" indicates combustion, and "3-4" indicates exhaust gas production. In this diagram, the area surrounded by lines "1-4, 4-5, 5-1" (w45net) shows the PV energy emitted by the exhaust gases in the mentioned engine. With sample values, the amount of energy emitted by the exhaust in a conventional Otto engine was found to be 7.56%. The compression ratio of the example engine is 1/9, and the combustion temperature (TS) is 1250 degrees C. Figure 5: In this diagram, the lines "6-2, 2-3, 3-7, and 7-6" are the "PV" curves of the piston engine section of the Otto cycle engine containing the mentioned turbocharger. In this diagram, the compression of the turbocharger is "1-6" and its expansion is "7-5". The range of "7-5" and "6-5" shows the PV (pressure * volume) energy emitted by the exhaust gases. The range "7-4" to "6-1" (w74net) is the energy produced by the turbocharger but discarded with the exhaust gases. PV diagram of a diesel engine with a turbocharger Figure 6: In this diagram, lines "1-2, 2-3, 3-4 and 1-4" are the PV (pressure * volume) curves of the diesel cycle engine without a turbocharger. The area surrounded by these curves shows the amount of work produced. The area surrounded by lines "1-4, 4-5, 5-1" in this diagram shows the PV energy discarded with the exhaust gases in the mentioned engine. Figure 6: In this diagram, lines "6-2, 2-3, 3-7 and 7-6" show the PV (pressure * volume) energy converted by the piston engine section of the Otto cycle engine with a turbocharger. In this diagram, lines "1-6, 6-7, 7-5 and 5-1" show the PV (pressure * volume) energy produced by the turbocharger but wasted in an Otto cycle engine including a turbocharger. Figure Explanations R01: Piston engine + additional expansion device. In this model, there is a piston main engine (EE) and an additional expansion device (TR) connected to the exhaust system (12) and a shaft (SF) connection between the additional expansion device (TR) and the main engine. In this model, the additional expansion device (TR) transfers the power of the waste energy in the exhaust gases to the main engine through the shaft (SF). R02: Piston engine + additional expansion device + electric generator. In this model, the piston main engine (EE) has an additional expansion device (TR) connected to the exhaust system (12) and a generator (GE) connected to the additional expansion device (TR) via a shaft (SF). In this model, the additional expansion device (TR) drives the generator (GE) using the energy in the exhaust gases. Instead of a generator (GE), this could be any power-driven device, such as an air conditioner or compressor. RO3: Reciprocating engine + turbocharger. This version features a turbocharger (TCH) connected to the main engine (EE) via a shaft (SF). The compressor (CP) outlet is connected to the main engine air inlet (11) and the turbine (TR) inlet is connected to the main engine exhaust outlet (12). In this version, the TCH pumps air to the main engine using exhaust gases and transfers power to the main engine via the shaft. Because the main engine is powered by the shaft, its turbine features an additional expansion device. Thus, this TCH operates using both the engine's waste energy and the PV energy generated by the gases it pumps, transferring the heat it produces to the main engine via the shaft (SF). RO4: Reciprocating engine (EE) + Brayton heat pump (BHP). The R04 device is constructed by adding a Brayton heat pump to the air intake tract (12) of a reciprocating engine. This device is an additional expansion device because the Brayton cooler turbine (TR2) is driven by the vacuum created by the main engine (EE). The Brayton cooler reduces the pressure and temperature of the air entering the main engine (EE), thus preventing the generation of waste energy in the main engine (EE) exhaust gases. This device (BHP) reduces the power of the main engine (EE) but increases efficiency by reducing waste energy. It also facilitates the production of higher-compression engines by providing cooler air to the engine. R05: Reciprocating engine (EE) + turbocharger (TCH) + Brayton heat pump (BHP). The R05 unit is a dual-function combined unit consisting of a turbocharger (TCH) and a Brayton heat pump (BHP) connected to a reciprocating engine. The compressor (CP) in the combined unit is partly the compressor of the TCH and partly the compressor of the BHP. In the combined unit, the turbine (TR1) and partly the compressor function as the turbocharger (TCH), while partly the compressor and the turbine (TR2) function as the heat pump (BHP). In this unit, the inlet of the first turbine (TR1) is connected to the exhaust outlet (12) of the main engine (EE), and the outlet of the second turbine (TR2) is connected to the air inlet (11) of the main engine (EE). In this unit, the turbocharger (TCH) is powered by the exhaust gases of the main engine. The air it pumps first drives the heat pump (BHP) and then flows to the main engine. Because the turbocharger in this unit drives the heat pump (BHP) using the pumped air or shaft, the turbine (TR1) functions as an additional expansion device. R06: Reciprocating engine (EE) + turbocharger (TCH) + Brayton heat pump (BHP). This model demonstrates the additional expansion device-based cooling system that can be implemented with existing turbochargers. This unit has the same compression and expansion devices as the R05 engine. However, the shafts of the TCH and BHP units are separate, and in this unit, the TCH drives the BHP using the pumped air. Thus, the TCH is a compressor with an additional expansion device that partially or completely drives the BHP using the pumped air. CVT: Classic vortex tube. VHP1: Double-loop vortex heat pump (VHP1) VHP2: Double-loop vortex heat pump (VHP2) R11: Reciprocating motor (EE) + Vortex heat pump (VHP). In this unit, the cold outlet of a VHP20 type vortex heat pump (VHP2) is connected to the air inlet (11) of the reciprocating motor (EE). The pressurized air inlet of the vortex tube in the VHP2 heat pump is open to the outside environment. The vortex heat pump (VHP2) in this unit operates using the vacuum created by the reciprocating motor's suction stroke. Outdoor air enters the vortex tube through the compressor inlet (IP1). In this case, the internal pressure of the vortex tube and the motor inlet are below the ambient pressure. In this case, the cylinders operate at lower pressure but with cooler air, and because the cylinders draw less air, motor power will decrease. However, cooler air will enter the motor, so motor efficiency can be increased by increasing the compression ratio. The heat pump (VHP2) in this unit has the same function as the heat pump (BHP) in the R04 unit. However, the VHP2 in this unit is simpler because it does not contain moving components such as a turbine or compressor. In the vortex heat pump in this unit, the airflow to the cold outlet acts as an expansion device, like a turbine, and the air flow to the hot outlet acts as a compressor. This device thus acts as a turbine for one portion of the airflow, while the other portion acts as a compressor, thus acting as an additional expansion device. R12: R11 + turbocharger (TCH). The R12 device is constructed by adding a turbocharger (TCH) powered by the exhaust gases of the piston engine (EE) instead of the external environment in the R11 device. In other words, a turbocharger-equipped piston engine (EE) is constructed by connecting a VHP20 version of the VHP2 heat pump between the outlet of the turbocharger (TCH) compressor (CP) and the air inlet (11) of the main engine (EE). The turbine (TR) of the turbocharger is connected to the main engine exhaust system (12). This turbocharger (TCH) increases the pressure of the vortex heat pump and reduces pressure loss at the engine inlet. This turbocharger (TCH) operates as a compressor with an additional expansion device, as it drives the vortex heat pump with the energy it produces.TR TR TR TR

Claims (5)

REQUESTS 1- The invention is an expansion device that recovers the waste energy of engines by producing work from the air flow from the intake stroke of piston engines towards the vacuum created by the engine or from the air flow of pressurized exhaust gases coming out of the engine at the exhaust stroke, and its feature is; it is installed in the air intake path (11) in order for the engine (EE) to work with the flow of air it sucks from the outside environment or it is installed in the exhaust system (12) of the engine (EE) in order for it to work with the flow of pressurized exhaust gases coming out of the engine to the outside environment and it transfers the heat it produces to the main engine or another device. 2- The invention is an expansion device which is also mentioned in the claim and its feature is that the expansion device in question is a device that works with the pressurized gases compressed by the engine or engine + turbocharger device and thrown into the exhaust system, instead of being an engine that works with the heating of the air it pumps like turbocharger devices (TCH). 3- The invention is also an expansion device, and its feature is that; instead of the expansion device in question being an engine that works by heating the air it pumps itself like turbochargers, it is a device that works with the gases compressed by the engine or engine + turbocharger and thrown into the exhaust system, and the heat produced by the said expansion device is used to transfer work to any device such as a generator or air conditioner, or to a compressor that pumps air to devices other than the main engine, or to a compressor that operates a device in the air inlet path (11) of the main engine (EE) with the air it pumps. 4- The invention is an additional expansion device mentioned in claim 1, and its feature is that; when the turbocharger devices (TCH) attached to the engines operate in heat pumps such as Brayton heat pump (BHP) or vortex heat pump (VHP1/VHP2) with the air it compresses in order to provide cooler air to the engine from the outside environment, the said turbocharger devices (TCH) include a compressor feature with an additional expansion device. 5- The invention is an additional expansion device mentioned in claim 1 and its feature is; in order to provide cooler air to the engines from the outside environment, heat pumps such as Brayton heat pumps or vortex heat pumps are connected to the air inlet path (11) of the engine and the expansion devices (turbine etc.) in the said heat pumps work with the suction power of the engine and gain the feature of a compressor with an additional expansion device.