TW201400694A - Two-step pressure control type compressed-air engine system - Google Patents

Abstract

The present invention related to a two-step pressure control type compressed-air engine system using compressed-air power engine in the EV(Electronic Vehicle) can improve the allowable driving distance and torque. The invention uses two different range of Electro-magnetic pressure control valves to provide two pressure level of compressed air into the engine. Different pressure of compressed-air can create extra torque for the engine and it can make the engine get two levels of acceleration gear. This invention can make the EV to meet the different road situation.

Description

Two-stage pressure-controlled compressed air engine system

The invention adopts the control of the electromagnetic valve, and uses the high-pressure gas of two stages and different pressures to be introduced into the compressed air power engine, and pushes the piston by the high-pressure gas thrust of different pressures, and drives the engine to drive the generator to generate different levels of power, due to the second stage. The power generation function, when the traffic vehicle battery is insufficient in power storage, can directly charge the battery pack; when the traffic vehicle is in need of large torque such as mountain climbing, the present invention can provide two different torque boosting files, Let this composite traffic vehicle adapt to more different road conditions.

Due to the demand for energy saving and carbon reduction, the air pollution caused by the previous fuel engine can not be underestimated. In order to solve this problem, various technologies have been continuously developed, such as hydrogen energy and fuel cells. In addition, mechanical control, the use of high-pressure gas to drive the piston of the compressed air-powered engine to generate power has also emerged. Through this pneumatic compressed aerodynamic engine, there is no pollution and greenhouse effect, this vertical high pressure The aerodynamic compressed aerodynamic engine, the French have successfully applied it to the car as a source of power for the car. In addition, there is also an engineer in Australia who uses the principle of rotary compression to produce an air compression power compressed air power engine. Taiwan also uses a mechanical reciprocating piston mechanism to produce an air compression power compressed air power engine. It can be said that air compression The power-compressed aerodynamic engine has entered a practical phase.

For information on compressed aerodynamic engines, please refer to Taiwan Patent TWI327621, US US Pat. No.7866251B2 and US457762A. 4171618, 1512205, 457762, 427809A, Chinese and European patents CN2411353Y, CN1847621A, CN1376595A, CN1184205A, CN2637737Y, EP82200280.4 (0062933A1), and the like.

Since 20 to 30% of the power of the power system is wasted at the time of the peak, the wasted power can be stored as high-pressure air, and then the high-pressure air is applied to the compressed air-powered engine as a power output. Not only can it save the wasted power, but it can also achieve the goal of energy saving and carbon reduction.

The content of the invention mainly lies in that the compressed air power engine is introduced into the compressed air power engine room with high pressure air of two stages and different pressures to adapt to the different torque conditions of the traffic vehicles in different road requirements. The compressed aerodynamic engine used in the present invention is not limited to a mechanically driven compressed aerodynamic engine, a rotary high pressure aerodynamics, an electromagnetic valve driven compressed air powered engine, or other types of air compression powered compressed aerodynamic engines.

The invention mainly provides a two-stage pressure-controlled compressed air engine system, which comprises: a high-pressure gas storage cylinder for storing high-pressure air; a pipeline connecting a high-pressure gas storage cylinder; at least one gas temporary storage cylinder; The pipeline connection is introduced into the gas from the high pressure gas storage tank through the pipeline, and is used for stably adjusting the high pressure air; the second pressure regulating valve is disposed on the pipeline to control the pressure of the gas stored in the gas temporary storage cylinder; A one-way flow control valve is connected to the gas temporary storage cylinder to introduce the air in the gas temporary storage cylinder into the compressed air power engine; a compressed air power engine is connected to the one-way flow control valve, and the compressed air power is driven by the high pressure air. a piston in the engine that rotates the compressed air-powered engine; a generator connected to the compressed air-powered engine to generate current by the power of the compressed aerodynamic engine; at least one battery connected to the generator, which can be powered by the generator Charging and providing power to the motor to drive the vehicle; a motor connected to the battery and operating with the stored power of the battery; a plug-in charging device connected to the battery and connected to the external power system to the battery Charging; a control unit comprising a microprocessor system and control software for controlling the supply and charging of power, and having the following functions: (1) monitoring the power of the battery and the pressure of the gas storage cylinder at any time , acceleration pedal sensing condition and vehicle speed; (2) controlling the timing and starting of the compressed air power engine The process of compressing the aerodynamic engine; (3) managing the charging process; (4) starting the afterburner when climbing or requiring high horsepower; and (5) managing the power supply: including the voltage regulator, the charge and discharge control device, and the control The voltage regulator adjusts and regulates the electric energy generated by the generator to the charging and discharging control device, and the controller controls the charging of the battery or the power supply to the traffic vehicle motor; thereby, the two-stage pressure control type Compressed air engine system utilizes second order The high-pressure gas of different pressures is introduced into the compressed air-powered engine, and the high-pressure gas thrust of different pressures is used to push the piston, which drives the generator to generate different levels of power; in addition, through the cooperation of the generator and the battery, a gas-electric hybrid system is formed.

The one-way flow control valve is located between the gas temporary storage cylinder and the compressed air power engine for introducing high pressure gas into the compressed air power engine to drive the compressed air power engine; and the two pressure regulating valves are located in the gas temporary storage cylinder and the high pressure air reservoir When the pressure regulating valves are individually opened, the pressure of the control gas storage cylinder can be adjusted at two different pressures, and the pressure regulating valve is combined with the one-way flow control valve to drive the compressed air power engine to generate electricity, so that the traffic vehicle can be provided. The following functions: (1) the traffic vehicle can start the compressed air-powered engine to charge the battery while traveling or stopping; and (2) provide two different high-torque loads when the traffic vehicle requires large torque. The force file is the afterburner 1 and the afterburner 2.

The foregoing charging process is initiated by the control unit based on the battery power condition and the speed of the traffic vehicle.

The two pressure regulating valves are used together with the one-way flow control valve, and can be started manually or automatically. When the control unit receives the afterburning command, the pressure regulating valve and the one-way flow control valve are activated to introduce high pressure air into the compressed air power. The engine drives the generator to generate electricity to achieve the function of the afterburner 1 or the afterburner 2.

A plurality of gas temporary storage cylinders are disposed between the two pressure regulating valves and the compressed air power engine, and the two gas temporary storage cylinders are respectively connected to the two pressure regulating valves.

The aforementioned two-stage pressure-controlled compressed air engine system is applied to Pass the vehicle.

The aforementioned two-stage pressure-controlled compressed air engine system is applied to a locomotive.

The aforementioned two-stage pressure-controlled compressed air engine system is applied to ships.

The beneficial effects of the invention include:

1. With the two-stage afterburner function, the torque of the motor can be increased and the driving speed can be increased when climbing or when a large torque such as sudden acceleration is required.

2. The battery of the present invention is charged, and its power source can be externally supplied as usual, or the pneumatic compressed air power engine of the present invention can drive the generator to generate electricity to charge the battery.

3. Since the pneumatic compressed air-powered engine provides an additional source of electrical power, it can increase the endurance of the traffic vehicle compared to the battery-powered traffic vehicle alone, and the pollution caused by the solution and the environmental impact are very low. The cost is also cheaper than oil or electricity.

4. The car can be charged while it is on, and it can be charged without stopping. It has higher convenience than traditional traffic vehicles.

5. The present invention solves the problem of excessive charging time of traffic vehicles due to the fact that it takes only a few minutes to inflate with a fast inflating device.

6. Since the high-pressure gas is easy to obtain, the cost is also cheaper, and it is easier to achieve than the gas station or charging station.

7. The battery cost of traffic vehicles accounts for 30~50% of the cost of the whole vehicle. It is very expensive, and it loses its function after charging 2000 times. It must be updated. The battery is combined with an aerodynamic compressed air-powered engine to drive the generator. Since a large part of the power is supplied by the engine to drive the generator, the battery is charged. The frequency will drop and the time to replace the new battery will be extended.

Referring to Figures 1 through 3, the two-stage pressure controlled compressed air engine system of the present invention is utilized in a traffic vehicle 200. The traffic vehicle can include various types of cars, locomotives, ships, and the like.

The two-stage pressure-controlled compressed air engine system of the present invention comprises: a high-pressure gas storage cylinder 10, a pipeline 60, a gas temporary storage cylinder 90, two pressure regulating valves 111, 112, a one-way flow control valve 110, and a compression An aerodynamic engine 80; a generator 70, at least one battery 30, a motor 50, a plug-in charging device 20, and a control unit 40.

The high pressure air reservoir 10 is used to store high pressure (compressed) air and can be injected with high pressure air by an external inflation device.

The line 60 is connected to the high pressure air reservoir 10.

The gas storage cylinder 90 is connected to the line 60, and the gas from the high pressure air reservoir 10 can be introduced through the line 60.

The two pressure regulating valves 111, 112 are disposed on the line 60 and interposed between the high pressure air reservoir 10 and the gas holding cylinder 90.

The one-way flow control valve 110 is connected to the gas storage cylinder 90.

The compressed air power engine 80 is coupled to the one-way flow control valve 110 to drive the piston in the compressed air power engine by high pressure air to rotate the compressed air power engine.

Referring to FIG. 13 further, in an embodiment of the present invention, two gas temporary storage cylinders 90a and 90b are disposed between the two pressure regulating valves 111 and 112 and the compressed air power engine 80, and the two gas temporary storage cylinders 90a and 90b are respectively connected. It is applied to the two pressure regulating valves 111, 112.

The generator 70 is coupled to a compressed aerodynamic engine 80 that is driven by the power of the compressed aerodynamic engine 80 to generate electrical current.

The battery 30 is coupled to the generator 70, can be charged by the generator 70, and can provide an electric drive motor.

The motor 50 is coupled to the battery 30 and can be operated using the power stored by the battery 30 or the power generated by the generator to drive the traffic vehicle 200.

The plug-in charging device 20 is connected to the battery 30 and can be connected to an external power system to charge the battery 30.

The control unit 40 is connected to the compressed air power engine 80 and the battery 30.

The present invention can achieve a two-stage pressure driven compressed air power engine 80, the structure of which is shown in FIG. 3. The high pressure air reservoir 10 can be supplemented with high pressure air by an external inflation system, and through the pipeline 60 and the pressure regulating valve. The control of 111 and 112 sends high pressure air to the gas storage cylinder 90. When the pressure regulating valve 111 is opened and the pressure regulating valve 112 and the flow control valve 110 are closed, the pressure in the gas temporary storage cylinder 90 is low (hereinafter referred to as the first pressure); the pressure regulating valve 112 is opened and the pressure regulating valve 111 is closed. When the flow rate control valve 110 is used, the pressure in the gas storage cylinder 90 is high (hereinafter referred to as the second pressure). With this different pressure control, it is possible to store air of different pressures when the gas storage cylinder 90 is in different demand. The introduction of different pressure air into the compressed air power engine 80 can push the piston at different pressures, activate the compressed air power engine 80 and generate different torques, and the different torques can drive the generator 70 to generate different power. The difference in power generated by the high and low torque is shown in Figure 4. From this figure, it can be seen that the same air flow Under the condition, the high torque achieved by the high-pressure air, the generated electric power, lower torque than the low-pressure air can produce higher power.

The timing of this two-stage pressure-driven application is as follows:

1. When the battery 30 power is higher than 30% of the full power:

When the power of the battery 30 is higher than 30% of the full power, the driving power of the car at this time is completely provided by the battery 30. At this time, the speed of the car is received by the control unit 40 as the pedal position is sensed, and the amount of current introduced by the battery 30 into the motor 50 is controlled to control the speed at which the traffic vehicle 200 travels.

In this case, since the battery 30 is sufficiently powered, the power required by the traffic vehicle 200 is completely provided by the battery 30, at which time the compressed aerodynamic engine 80 is not activated.

2. When the battery 30 power is less than 30% of the full power:

When the battery 30 power is less than 30% of the full power, it must be charged to avoid the power running out of the car, or to avoid battery life shortening due to the frequent depletion of power. During charging, the plug-in charging device 20 can be charged by an external charging device, or the generator 70 can be powered by the compressed air power engine 80 to directly charge the battery 30.

The step of charging the generator 30 by the compressed air power engine 80 to generate electricity directly, the following steps are as follows: when the control unit 40 detects that the power of the battery 30 is less than 30% of the full power, the control unit 40 commands the first The pressure regulating valve 111 is opened, and the high pressure air of the high pressure air reservoir 10 is introduced into the gas storage cylinder 90 until the pressure reaches the upper limit of the rated value; that is, the flow control valve 110 is opened to introduce the high pressure air into the compressed air power engine 80. , high pressure gas pushes the piston In order to start the compressed air power engine 80 and simultaneously drive the generator 70 to generate electricity, the gas flow direction control of the compressed air power engine 80 is started as shown in FIG. 5, at which time the pressure regulating valve 112 is in a closed state.

Since the air in the gas storage cylinder 90 is input to the compressed air power engine 80, the pressure in the cylinder is reduced. When the pressure is lowered to the lower limit of the rated value, the pressure regulating valve 111 is immediately opened to introduce the high pressure air of the high pressure air reservoir 10 into the gas. The cartridge 90 is closed until the pressure reaches the upper limit of the rated value. The air pressure in the gas accumulating cylinder 90 is controlled between the upper and lower rated values as described above. At this rated value, the flow rate into the gas accumulating cylinder 90 is controlled by the flow control valve 110 to control the compressed air power. The rotational speed of the engine 80.

Of course, starting the compression air-powered engine 80 requires starting the motor assistance. Since the starting motor technology is a conventional technique, it will not be described here. When the compressed air power engine 80 is started, the compressed air power engine 80 directly drives the generator 70 to generate electricity, and by the control unit 40, the power generated by the generator 70 is directly charged to the battery 30, or part of the power is directly introduced into the motor to drive the car. .

The generator 70 charges the battery 30 in the following two modes:

1. Mode 1: The traffic vehicle 200 is traveling at a low speed, and the generator 70 charges only the battery 30; when driving at a high speed, power is supplied to the battery 30 to be charged and power is supplied to the motor as the driving traffic vehicle 200.

(1) The traffic vehicle 200 is traveling at a low speed, and the generator 70 only charges the battery 30

As shown in FIG. 6, when the car is charged in a low speed condition, at this time, the traffic vehicle 200 is powered by the battery 30 to provide the electric drive of the motor 50. When the power of the battery 30 is less than 30% of the full power, the control unit 40 activates the compressed air power engine 80 to drive the generator 70 to generate electricity. At the time of starting, the pressure regulating valve 111 is opened, the pressure in the gas accumulating cylinder 90 reaches the required set value, and then the flow control valve 110 is opened to introduce the high-pressure air in the gas accumulating cylinder 90 into the compressed air power engine 80. Rotating the compressed air power engine drives the generator to generate electricity. As indicated by the "low speed zone" range in Fig. 6, since the traffic of the traffic vehicle 200 is low, the power consumed by the battery 30 is low. At this time, the power of the power generation is controlled as a fixed value of 'B' as indicated in Fig. 6. The power of the 'B' fixed value minus the power of the battery 30 to drive the car, that is, the net power that can be charged into the battery 30, as shown in the "low speed zone" range of FIG. 6, is the net charging power at different speeds. . In the low speed condition, the net charging power value is large, and a better charging efficiency can be obtained; in addition, when the car is stopped (such as waiting for a traffic light), the compressed air power engine 80 continues to operate at this time, continuously driving the generator 70 to provide The battery pack 30 is charged.

When charging at low speed, when the battery 30 is fully charged, only the flow rate of the flow control valve 110 needs to be reduced until the compressed air power engine 80 is stopped, that is, the charging process is completed. Since the power to drive the traffic vehicle 200 at this time is provided by the battery 30, stopping the compressed air motor 80 does not have any influence on the vehicle travel.

(2) The traffic vehicle 200 is traveling at a high speed, and the generator 70 not only charges the battery 30 but also supplies power to the motor to maintain the vehicle speed of the traffic vehicle 200.

When the vehicle speed exceeds the set value and reaches the high speed driving, if the charging mode is selected as shown in FIG. 7, that is, the power of the high speed driving is still completely occupied by the battery 30. Provided that the power generated at this time must be higher than the power consumed by the battery 30, so that the net power can be input into the battery 30. In this case, the battery 30 must be charged in a large power mode, which may cause the battery 30 to overheat or even It is very dangerous to burn, and even if it does not cause overheating, the life of the battery 30 is greatly affected. Therefore, the mode of Fig. 7 is not used as the charging mode for high speed running in the present invention.

Assuming that a safe and effective charging function is to be achieved in a high-speed driving state, the "high-speed zone" range as shown in FIG. 6 is a mode adopted by the present invention, and the power 'A' is set to provide a motor for the battery 30 during high-speed operation. The power of 50 (assuming a speed of 40 km is the high and low speed determination criterion), the 'B' point power is the necessary power for the generator 70 to charge the battery 30. As can be seen from Fig. 6, the original battery 30 provides the power of the motor 50. Point 'E' power, in order to safely and effectively charge, this power is now reduced from point 'E' to point 'A', the reduced power is supplemented by generator 70, and the power must be supplemented as shown in the figure' D' power minus the power of point 'B' required for charging (ie, the power value of the EA reduced by battery 30 is supplemented by the power value of the power DB generated by the generator).

The actual execution flow is: when the traffic vehicle 200 is driving at a high speed, when the power provided by the battery 30 is 'E', when the control unit monitors that the battery 30 is less than 30% of the full power, the charging process starts. As shown in FIG. 8, the compressed air power engine 80 is activated to drive the generator 70 to generate electricity. The generator 70 first generates power to the 'B' point required to charge the battery 30, that is, first increases the generated power to meet the charging demand. Subsequently, in order to maintain high-speed operation, the power generation is gradually increased from 'B' to 'D'; synchronously, the battery 30 is gradually supplied to the motor power from 'E' to 'A'. That is, part of the power supplied from the battery 30 to the motor is gradually replaced by the power of the generator 70, and the power of the battery 30 is reduced to the 'A' point, at which time the generator 70 can effectively and safely charge the battery 30 to the battery 30, while It is also possible to maintain the speed of the car without being affected by charging. When the generator 70 power reaches the 'D' point, charging can begin. When the vehicle speed changes, the power generated by the generator 70 will move with the speed-power relationship line labeled "2. Total power generated by the generator" in Fig. 6, which is the generator 70 under different vehicle speed conditions. Target power generation.

When charging at high speed, when the battery 30 is fully charged and wants to return to being driven by the battery 30, the power supply to the motor 50 is gradually increased by the battery 30, and the power supply of the generator 70 to the motor 50 is gradually reduced until The power required to maintain the vehicle speed of the traffic vehicle 200 is completely supplied by the battery 30, and the operation of the compressed air power engine 80 can be stopped.

As shown in FIG. 6, the power generated by the generator 70 must be higher than the power consumed by the battery 30, and the battery 30 can be fully charged, even at low speed or high speed running; and the net charging power at a low speed is greater than the high speed. The net charging power, that is, the charging performance at low speeds is high.

2. Mode 2: In this mode, when charging, whether in low speed or high speed conditions, the battery 30 does not provide power to the motor 50, and the power for charging and driving is all provided by the power of the generator:

At this time, the battery 30 receives only electric power from the generator 70, and does not output any electric power to the motor. In other words. All of the driving traffic vehicles 200 and the source of power to charge the battery 30 are all powered by the compressed air powered engine 80 to drive the generator 70.

However, when you want to convert to this mode while driving, as shown in Figure 9, it must The generator 70 must be started to generate electricity first, and when the power generation amount is first raised to the power required to charge the battery 30 (such as the 'B' point position), then the power of the battery 30 driving the traffic vehicle 200 is gradually transferred to the generator. 70 is supplied until the last power is completely supplied by the generator 70. That is, the power of the generator 70 is raised to the 'D' point on the map, and the battery 30 stops supplying power to the motor. At this time, all the driving vehicles and the power for supplying the charging are all provided by the generator 70.

On the other hand, when the battery 30 is fully charged and needs to be restored to be powered only by the battery 30, the power of the generator is first reduced to the power generated when the vehicle speed of the traffic vehicle 200 is maintained (that is, the power required to charge the battery 30 is removed). Then, the power supply to the motor 50 is gradually increased by the battery 30 while gradually reducing the amount of power supplied to the generator 70 until the power is completely supplied by the battery 30.

After the charging is completed, the power supply required to drive the traffic vehicle 200 is returned to be provided by the battery pack 30. Until the battery pack power is lower than 30% of the full power, the above charging process is restarted; the charging process as above is completely monitored by the control unit 40. Mode 1 charging process control is more complicated, but the gas consumption is lower, mode 2 control process is much simpler, but the gas consumption is faster, each has its own advantages and disadvantages.

Whether in low-speed or high-speed driving conditions, the power required for charging does not need to be performed in a high-torque manner, so it is only necessary to push the compressed air-powered engine 80 at a lower first pressure. After a period of charging process, the high pressure air of the high pressure air reservoir 10 is gradually reduced, and finally, the high pressure air must be supplemented by external inflation equipment due to the low pressure.

Third, when the situation of high horsepower is required:

When the car travels to a steep slope or needs emergency acceleration, only the power provided by the battery 30 has insufficient regret. Therefore, when the motor provides additional torque demand, the present invention simultaneously provides a two-stage boost function; In order to increase the amount of power generated by the generator 70, additional power is required to support the large torque of the motor.

The process of starting the afterburner 1 is the same as the process of starting the compressed air-powered engine 80. The starting process of the afterburner 1 is not repeated here. When the afterburner 1 is started, the pressure of the compressed air power engine 80 is introduced. The first pressure is low to provide a lower additional torque. As for the start of the afterburner 2, as shown in FIG. Closing the pressure regulating valve 111 opens the pressure regulating valve 112. Since the second pressure of the higher pressure is stored in the gas accumulating cylinder 90 in the mode of the boosting gear 2, a large thrust can be generated to push the compressed air motor 80. Therefore, it can generate large electric power and motor torque.

As shown in FIG. 11, when a large torque is required and the hand gear enters the boosting gear 1, when the control unit 40 receives the message, the vehicle speed may have slowed down at this time, but at this time, the battery 30 continues to increase the power supply. The motor 50 starts the compressed air power engine 80 at the same time, and drives the generator 70 to generate electricity and supplies it to the motor 50. At this time, the motor 50 simultaneously obtains the electric power of the battery 30 and the generator 70, and can immediately increase the torque of the motor. The condition of the afterburner file 1.

However, in some cases, when the power added by the afterburner 1 is still insufficient, it must be changed to the afterburner 2 to obtain a higher torque. At this time, the hand gear is shifted from the afterburner 1 to the position of the afterburner 2. When the control unit 40 receives the message, the lower command first closes the pressure regulating valve 111 and opens the pressure regulating valve 112 to increase the storage pressure in the gas storage cylinder 90, and the flow control valve 110 remains open. In the on state, more high pressure air is introduced into the compressed air power engine 80 to start the compressed air power engine 80 to drive the generator 70 to generate more power, which is the condition of the so-called booster 2 (as shown in FIG. 12). At this time, since the booster gear 2 obtains more power, the motor 50 can obtain more torque.

Of course, if the traffic vehicle 200 is in a stopped state, it may be directly entered into the afterburning mode, which is not described here.

To leave the afterburning mode, it is only necessary to return the gear to the normal driving position. At this time, the control unit 40 will gradually stop the generator 70 and return to the mode in which only the battery 30 is powered.

As mentioned above, the afterburner 1 or the afterburner 2 is activated manually. Of course, it can also be accelerated by the accelerator pedal, but the vehicle speed is reduced, and the condition is automatically converted into the afterburner, but in an automatic manner. To start the afterburner, you must first enter the mode of the booster gear 1. When the mode of the booster gear 1 still cannot speed up the speed, restart the booster gear 2.

Based on the above, the different driving conditions are summarized as follows:

1. The battery power exceeds 30% of the full power, the driving power is from the battery 30, and the control unit 40 controls the traveling speed of the traffic vehicle 200 according to the sensing condition of the pedal.

2. When the battery power is less than 30% of full power, the compressed air power engine 80 is started to be charged. At this time, the driving power is from the battery 30 and the generator 70, and the charging unit is controlled by the control unit 40.

3. When additional torque is required during driving, the afterburner 1 or the afterburner 2 is activated, and is controlled manually or automatically. At this time, the additional torque of the afterburner comes from the power of the battery 30 and the generator 70 at the same time.

4. If the traffic vehicle 200 is charging, it needs to enter the afterburner. When the high torque demand of the file is required, the charging is temporarily stopped at this time, and the mode is directly entered into the afterburning mode; until the driving mode is not required, the mode is returned to the normal driving mode, and then the charging mode is entered.

The beneficial effects of the invention include:

1. With the two-stage afterburner function, the torque of the motor can be increased and the driving speed can be increased when climbing or when a large torque such as sudden acceleration is required.

2. The battery of the present invention is charged, and its power source can be externally supplied as usual, or the pneumatic compressed air power engine of the present invention can drive the generator to generate electricity to charge the battery.

3. Since the pneumatic compressed air-powered engine provides an additional source of electrical power, it can increase the endurance of the traffic vehicle compared to the battery-powered traffic vehicle alone, and the pollution caused by the solution and the environmental impact are very low. The cost is also cheaper than oil or electricity.

4. The car can be charged while it is on, and it can be charged without stopping. It has higher convenience than traditional traffic vehicles.

5. Since the inflation time takes only a few minutes by using the rapid inflation device, the present invention solves the problem that the transportation vehicle has a long charging time.

6. Since the high-pressure gas is easy to obtain, the cost is also cheaper, and it is easier to achieve than the gas station or charging station.

7. The battery cost of traffic vehicles accounts for 30~50% of the cost of the whole vehicle. It is very expensive, and it loses its function after charging 2000 times. It must be updated. The battery is mixed with the aerodynamic compressed air-powered engine to drive the generator. Since a large part of the power is supplied by the generator, the charging frequency of the battery will decrease, which will prolong the time for replacing the new battery.

10‧‧‧High pressure air reservoir

200‧‧‧Traffic Vehicles

20‧‧‧Insert charging device

30‧‧‧Battery

40‧‧‧Control unit

50‧‧‧Motor

60‧‧‧pipe

70‧‧‧ Generator

80‧‧‧Compressed aerodynamic engine

90, 90a, 90b‧‧‧ gas storage cylinder

110‧‧‧One-way flow control valve

111, 112‧‧‧ Pressure regulating valve

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a side elevational view of the present invention applied to a traffic vehicle.

2 is a top plan view of the present invention applied to a traffic vehicle.

Figure 3 is an enlarged schematic view of the present invention.

4 is a schematic view showing the comparison of power generation of different torques of the compressed air power engine of the present invention.

Figure 5 is a schematic view of the charging and the boosting gear 1 of the present invention.

Fig. 6 is a schematic diagram of power planning in the mode of charging of the present invention.

Figure 7 is a schematic diagram of incorrect power planning during charging of the present invention.

Figure 8 is a schematic diagram of the charging power planning of the traffic vehicle of the present invention at high speed.

FIG. 9 is a schematic diagram of power generation power planning when the mode 2 traffic vehicle of the present invention travels.

Figure 10 is a schematic view of the afterburner 2 of the present invention.

Figure 11 is a schematic diagram of power planning using the booster 1 of the present invention.

Figure 12 is a schematic view showing the shifting of the afterburner 1 to the afterburner 2 of the present invention.

Figure 13 is a schematic view showing the structure of an embodiment of the present invention.

10‧‧‧High pressure air reservoir

20‧‧‧Insert charging device

30‧‧‧Battery

40‧‧‧Control unit

50‧‧‧Motor

60‧‧‧pipe

Claims (8)

A two-stage pressure-controlled compressed air engine system comprising: a high-pressure gas storage cylinder for storing high-pressure air; a pipeline connecting a high-pressure gas storage cylinder; at least one gas temporary storage cylinder connected to the pipeline; The gas from the high-pressure gas storage cylinder is introduced through the pipeline, and is used for stably regulating the high-pressure air; the second pressure regulating valve is disposed on the pipeline to control the pressure of the gas stored in the gas temporary storage cylinder; and the one-way flow control The valve is connected to the gas temporary storage cylinder, and the air in the gas temporary storage cylinder is introduced into the compressed air power engine; a compressed air power engine is connected to the one-way flow control valve, and the high pressure air is used to push the piston in the compressed air power engine. Rotating the compressed air power engine; a generator connected to the compressed air power engine to generate electric current by the power of the compressed air power engine; at least one battery connected to the generator and capable of being charged by the generator; Connected to the battery, can use the power stored in the battery or run by the generator power; a plug-in charging device, Connected to the battery, and can be connected to the external power system to charge the battery; a control unit is connected to the compressed air power engine and the battery, and has the following functions: (1) monitoring the power of the battery, the pressure of the gas storage cylinder, Accelerator pedal sensing condition and vehicle speed; (2) Controlling the timing of starting the compressed air power engine And the process of starting the compressed air power engine; (3) managing the charging process; (4) starting the afterburner when climbing or requiring high horsepower; and (5) managing the power supply: including the voltage regulator, the charge and discharge control device And the controller, the voltage regulator sends the electric energy generated by the generator to the charging and discharging control device after being adjusted and regulated by the voltage, and the controller controls the charging of the battery or the power supply to the traffic vehicle motor; thereby, the two-stage pressure The controlled compressed air engine system uses two stages of high pressure gas with different pressures to be introduced into the compressed air power engine. The high pressure gas thrust of different pressures is used to push the piston to drive the generator to generate different levels of power. In addition, through the cooperation of the generator and the battery. Forming a gas-electric hybrid system. The two-stage pressure-controlled compressed air engine system according to claim 1, wherein the one-way flow control valve is located between the gas temporary storage cylinder and the compressed air power engine, and is configured to introduce high pressure gas into the compressed air power engine to promote The compressed air power engine; and the two pressure regulating valves are located between the gas temporary storage cylinder and the high pressure air storage cylinder. When the respective pressure regulating valves are separately opened, the pressure of the control gas temporary storage cylinder can be adjusted at two different pressures, by pressure regulation The valve cooperates with the one-way flow control valve to drive the compressed air power engine to generate electricity, so that the traffic vehicle has the following functions: (1) the traffic vehicle can start the compressed air power engine to charge the battery while traveling or stopping; and (2) In the case that the traffic vehicle requires a large torque, two different high-torque afterburning gears are provided, namely, the afterburner 1 and the afterburner 2. The two-stage pressure-controlled compressed air engine system of claim 1, wherein the charging process is initiated by the control unit to activate the charging process according to the battery power condition and the speed of the traffic vehicle. The two-stage pressure-controlled compressed air engine system according to claim 2, wherein the two pressure regulating valves are used together with the one-way flow control valve, and can be started manually or automatically, and when the control unit receives the afterburning command, starts The pressure regulating valve and the one-way flow control valve introduce high-pressure air into the compressed air power engine to drive the generator to generate electricity, so as to achieve the function of the afterburner 1 or the afterburner 2. The two-stage pressure-controlled compressed air engine system according to claim 1, wherein a two gas temporary storage cylinder is disposed between the two pressure regulating valves and the compressed air power engine, and the two gas temporary storage cylinders are respectively connected to the two pressure regulating valves. on. The two-stage pressure-controlled compressed air engine system of claim 1 is applied to a traffic vehicle. The two-stage pressure-controlled compressed air engine system of claim 1 is applied to a locomotive. The two-stage pressure-controlled compressed air engine system of claim 1 is applied to a ship.