UA140581U - COMBINED POWER PLANT OF THE VEHICLE - Google Patents

Abstract

The combined power plant of the vehicle contains an engine that uses different energy sources - heat energy as an internal combustion engine (ICE), and compressed air energy as a pneumatic engine, the engine runs alternately, and when operating in heat engine mode, the thermal energy of exhaust gases accumulates in a heat accumulator and is used to heat compressed air. Thus KSU is executed with a possibility of passage of a working body from pneumatic cylinders through the heat accumulator in which the heat exchanger of a receiving pipe of the muffler for accumulation and storage of a certain time of heat from the fulfilled gases is established. The engine is mechanically connected to the transmission mechanism, which transmits torque to the wheels of the drive axle. The transmission mechanism is made in the form of a planetary mechanism, one shaft of which is connected to the hybrid engine, and the other - with the drive wheels of the vehicle (ATZ) and a stand-alone compressor. Several engines are used, operating on different physical principles (two pneumatic rotary motors, motor-wheel and internal combustion engine (ICE)). The heat exchanger is made separately from the heat accumulator, they are connected by highways, in the system of which flows a high-boiling liquid, which is heated during the operation of the internal combustion engine from the exhaust system. The installed heat accumulator accumulates and stores heat. During the operation of pneumatic motors, the compressed air is heated in the heat exchanger to increase the energy activity of the working fluid, namely the compressed air, before the latter enters the engine.

Description

pneumatic rotary engines motor-wheel and internal combustion engine (DV3Z)).

The heat exchanger is made separately from the heat accumulator, they are connected to each other by mains, in the system of which flows a high-boiling liquid, which is heated during the operation of the internal combustion engine from the exhaust gas system. The installed heat accumulator accumulates and stores heat. During the operation of pneumatic motors, compressed air is heated in a heat exchanger to increase the energy activity of the working fluid, namely compressed air, before the latter enters the engine. "In H

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The useful model belongs to transport engineering, namely to the designs of power plants for motor vehicles (ATZ).

Recently, internal combustion engines (ICEs) operating on hydrocarbon fuels, together with industrial enterprises, are the main sources of atmospheric pollution with toxic emissions contained in exhaust gases. In addition, in the conditions of a growing shortage of hydrocarbon fuels and an increase in their cost, the issue of reducing the consumption of this type of fuel is acute. In this regard, the creation of more ecologically clean and economical power plants for ATZ is an urgent problem.

To increase the environmental friendliness and economy of power plants for ATZ, combined power plants (CPU) are used, which are one engine or have combinations of several engines that work according to different physical principles.

A known combined vehicle power plant (patent of Ukraine Mo 127732 "Combined power plant of a motor vehicle" dated 27.08.2018), which contains two engines combined into one unit, using different energy sources - thermal in the mode of an internal combustion engine (ICE ), and the energy of compressed air in the pneumatic engine mode, and is powered by cylinders with compressed air.

The task of the above useful model is to reduce the consumption of hydrocarbon fuel and, as a result, to reduce the harmful impact on the environment.

This task is solved due to the fact that the specified CSU of the vehicle, which contains two engines combined into one unit, which uses different energy sources - heat in the mode of the internal combustion engine (ICE) and the energy of compressed air in the mode of the pneumatic engine, made with the possibility of passing the working fluid from pneumatic cylinders through the heat exchanger installed in the heat accumulator, which accumulates and stores heat from the heat exchanger of the exhaust gas system of the intake pipe of the muffler, and the engine is mechanically connected to the transmission mechanism, which connects it to the wheels of the drive axle, the mechanism transmission is made in the form of a planetary mechanism, one shaft of which is connected to the engine, the second - to the drive wheels of the ATZ and an autonomous compressor, and the heat accumulator accumulates heat in the mode of operation of the combined power unit (CPU) - the internal combustion engine (ICE) and stores it for some time, which allows the use of heat,

Z accumulated in the heat accumulator from exhaust gases for heating the compressed air in the operating mode of the pneumatic engine.

This development makes it possible to reduce fuel consumption and the release of toxic components into the environment, but it has a number of significant drawbacks: - the energy carrier supplied to the pneumatic engine from cylinders has a low energy activity, which limits the mileage of the ATZ; - the possibility of simultaneous operation of two engines to achieve greater power and economy is not foreseen; - the scheme of the combined power plant does not solve the problem of maintaining the required thermal regime of the heat accumulator for more economical operation of the pneumatic engine and achieving greater power; - in the KSU operating mode, when only the pneumatic motor is operating, there is no possibility of heating the working fluid (compressed air) to increase its energy activity.

The basis of the installation proposed by the authors is the task of improving the KSU, which contains two engines working according to different physical principles (such as an internal combustion heat engine and a pneumatic rotary engine) with heating of the working fluid (compressed air) to influence the process of increasing its energy potential, efficiency and increase in ATZ mileage.

The task is solved due to the fact that in this KSU of the vehicle, which contains two engines that use different sources of energy - heat in the mode of the internal combustion engine (ICE) and energy of compressed air in the mode of the pneumatic engine, it is made with the possibility of the passage of the working fluid from pneumatic cylinders through a heat exchanger connected to a heat accumulator, installed on board the ATZ. The heat accumulator accumulates and stores heat from the exhaust gas system of the intake pipe of the muffler, and the internal combustion engine (ICE) is mechanically connected to the transmission mechanism, which connects it to the wheels of the drive bridge of the ICE, the transmission mechanism is made in the form of a planetary mechanism, one shaft of which connected to the engine, the second - to the driving wheels of the ATZ and the autonomous compressor, and the heat accumulator accumulates heat in the mode of operation of the combined power plant (CPU) - internal combustion engine (ICE) and stores it for some time, which allows the use of the accumulated heat in the heat accumulator from exhaust gases for heating compressed air during the operation of air motors.

The device is explained by the drawing, on which the proposed KSU is shown in the form of a block diagram, where: 1 - internal combustion engine; 2 - planetary drive axle transmission mechanism; C - autonomous three-stage compressor; 4 - wheels of the DVZ drive axle; 5 - heat accumulator system filter; b - electric pump; 7 - electronic control unit; 8 - check valve; 9 - wheels of the drive bridge of pneumatic motors; 10 - rotary pneumatic motors; 11 - pneumatic cylinders; 12 - air receiver; 13 - high pressure reducer; 14 - electronic pressure regulator with electropneumovalve; 15 - cyclic fuel supply pedal; 16 - heat exchanger; 17 - heat accumulator; 18 - bypass valve; 19 - exhaust manifold of the exhaust gas system.

The energy carrier in the pneumatic system is air compressed to high pressure (for example, 25-30 MPa), stored in pneumatic cylinders 11 at ambient temperature. The air coming from the cylinders 11 is throttled in the high-pressure reducer 13 to an operating pressure of 0.6-1.5

MPa with a significant decrease in temperature below the ambient temperature (for example, to minus 60 "С).

To increase the efficiency of pneumatic motors and the energetic activity of compressed air, before the latter enters the pneumatic motors and performs work, it must be preheated.

The installation works as follows. From the high-pressure reducer 13, air enters the heat exchanger 16 to raise the air temperature to a level that exceeds the ambient temperature (for example, more than 300-400 "С). At the same time, the hot coolant that heats the compressed air is the exhaust gases of the exhaust system of the internal combustion engine 1 , and the heat exchanger 16 is connected to the heat accumulator 17, in which heat from the exhaust gas system of the internal combustion engine is accumulated and stored. air in order to increase its energy activity.

In the process of heating, the density of compressed air decreases, and, therefore, the consumption of the working fluid to perform the operating cycle in pneumatic motors 10 decreases. A decrease in the specific air consumption per unit of power during the operation of pneumatic motors 10 leads to

To increase the efficiency of the KSU as a whole, and also allows to increase the mileage of the ATZ between gas cylinder fillings. To quickly turn on and off the supply of heated compressed air to the pneumatic motors 10, there is an electronic pressure regulator with an electropneumatic valve 14, which are structurally an adjustable throttle device that provides such a level of pressure of compressed air at the inlet to the pneumatic motors 10, at which the required mode of movement of the ATZ is achieved, which set by the cyclic fuel supply pedal 15. Installed between the electronic pressure regulator with the electropneumatic valve 14 and the pneumatic motors 10, the air receiver 12 exists to smooth out the pressure pulsations that occur due to the unevenness of the air supply to the rotary pneumatic motors 10.

The outer surface of the air receiver 12 is thermally insulated from the environment.

The consistency of the operation of the internal combustion engine 1 or pneumatic engines 10 is provided by the electronic control unit 7, which receives information about the modes of operation of the engines, which comes from the cyclic fuel supply pedal 15, from sensors that register each of the modes of operation and the presence of compressed air in the pneumatic cylinders 11.

Compressed air is pumped into pneumatic cylinders 11 in stationary conditions, and can also enter them through the non-return valve 8 from the autonomous compressor 3, located on board the ATZ. This makes it possible to replenish the air reserves in the cylinders of 11 KSU during its movement. Planetary mechanism 2 allows you to load compressor C from zero to maximum performance, which is limited only by the power of the internal combustion engine.

Management of the work of KSU elements is carried out in the following sequence. The driver, with the help of the cyclic fuel supply pedal 15, sets the required mode of operation of the engines (depending on the speed of the ATZ or the amount of load, the electronic control unit selects, operates

internal combustion engines or air engines or even all engines working simultaneously to achieve more power). Signals from the pedal 15 and sensors registering the modes of operation of the engines and the presence of compressed air in the pneumatic cylinders 11 are sent for processing to the electronic control unit 7. After processing the received signals by the program of the electronic control unit 7, the control signal is distributed in the required proportion between the corresponding engine system 1 or rotary pneumatic motors 10 and an electronic pressure regulator with an electropneumatic valve 14.

The program, with full air consumption and other equal conditions, provides optimal conditions for the operation of internal combustion engines 1 or rotary pneumatic engines 10, for example, provides minimum specific fuel consumption or maximum torque.

Thus, the following tasks are solved: - the possibility of utilization of the thermal energy of the exhaust gas system of the internal combustion engine, as well as its accumulation and further use, is provided; - in the mode of operation of pneumatic motors of the KSU, the possibility of heating the working medium (compressed air) in the heat exchanger is provided in order to increase its energy activity; - during stops on the route (traffic jams, traffic lights, etc.) the internal combustion engine does not work, the pneumatic engines work, ensuring the movement of the ATZ, and at this time the working fluid (compressed air) is heated in a heat exchanger connected to the heat accumulator installed on board the ATZ, the heat accumulator intended for accumulation and storage of thermal energy of exhaust gases; - pneumatic motors are used when the ATZ is moving from a standstill and at low speeds, when the operation of the internal combustion engine is extremely uneconomical; - compressed air, necessary for the operation of pneumatic motors, is heated in the heat exchanger to 300-400 C; - KSU works independently in internal combustion engine mode with minimum specific fuel consumption; - in the case of inefficient operation of the internal combustion engine, it is possible to connect a differential compressor for renewing pneumatic cylinders with compressed air (working body), the operating conditions of which are coordinated with the general control system of the KSU; - the inertial mass of the ATZ is used in braking modes by using an autonomous compressor to pump air into pneumatic cylinders.

The proposed combined power plant is a technically complete solution. Its industrial suitability is obvious and confirmed by the conducted tests.

Claims (1)

UTILITY MODEL FORMULA A motor vehicle combined power plant (CPU) containing an engine that uses different sources of energy - thermal energy, as an internal combustion engine (ICE), and compressed air energy, as a pneumatic engine, the engine operates alternately, and when operating in in the heat engine mode, the heat energy of the exhaust gases is accumulated in the heat accumulator and is used to heat the compressed air, and the KSU is made with the possibility of passing the working fluid from pneumatic cylinders through the heat accumulator, in which the heat exchanger of the intake pipe of the muffler is installed to accumulate and store the heat from the exhaust gases for a certain time, and the engine is mechanically connected to the transmission mechanism, which transmits the torque to the wheels of the drive axle, the transmission mechanism is made in the form of a planetary mechanism, one shaft of which is connected to the hybrid engine, and the second - to the driving wheels of the motor vehicle (ATZ) and an autonomous compressor , which is different due to the fact that several engines are used, working according to different physical principles (two pneumatic rotary engines, a motor-wheel and an internal combustion engine (ICE), and the heat exchanger is made separately from the heat accumulator, they are connected to each other by pipelines, in the system of which a high-boiling liquid flows, which is heated during the operation of the internal combustion engine from the exhaust gas system, the installed heat accumulator accumulates and stores heat, during the operation of pneumatic motors, compressed air is heated in the heat exchanger to increase the energy activity of the working fluid, namely compressed air, before the latter enters the engine. i x Me Ko x Z zototossnyum In KM posossessnyu x in KI | x Kch that in; z ki K u Uh shi x I uh I x i se che x H xxx ve TI u uk uuu che; 5 and eh, to the wind that i daTati oh t Her i 1 ho x medi i K i deya U : : J i is t Ye x x /! Monet, p ni ShK u r. i MN | NO B x ! and thing | | b sha she 5: No! K kh ho Kore ny sh ki v N: ЧХ Х Ю Ю ее! shi s SHE passive DEC; ledfennyaya o i V. i v ia REK, p DN De kash VA hofovvnv Z gishe X 7 -- S oi GOoOu I BUT I 4, no! Eh i veke she x HO B tu sa N yah i te I N CHI HOM 0 doro Her! Kk u i JAK o: she y ha I N i y ke, N SO i i Y 7 i i i i shin i I (in Gn Ko p / E i Ol ochki i sht I i i EOM am N to : Shk Cat І І ME | ОВ Khuro busommommmm і і і і solution SY V ma Lk and Zh nann Shi 5.4 N KT nnv FC en ge y y R besgoosnooeeooohh Y B ZK rn shki / g Y Y Mosnennnntsttttiutnnnnnnnok y eh gu Mun I 7 i 7 V X v Koh Anya i V, y 7 -a ka I p g what i mya 7 Z peck 2 and E kn in B 7 and F 7; with I 7 y and ke zh zh zh zhzhzhzhzhzhzhzhzhya and KE / S i y ; и и Ж и 7 и t 7 и и и и; Connections; и и WE и и г, І е і Х і і / і І - NO У - І т ві У КК