UA141329U - COMBINED POWER PLANT OF THE VEHICLE - Google Patents

Abstract

The combined power plant (CCU) of a vehicle contains an engine that uses various energy sources - thermal energy as an internal combustion engine (ICE) and compressed air energy as a pneumatic engine. The engine runs alternately, and when operating in the heat engine mode, the thermal energy of the cooling system fluid accumulates in the heat accumulator and is used to heat the compressed air. The CCU is made with the possibility of passing the working fluid from the pneumatic cylinders through the heat accumulator, in which the heat exchanger of the cooling system of the internal combustion engine is installed to accumulate and store a certain amount of heat from the liquid of the cooling system. 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 engine, and the other - with the driving wheels of the vehicle (ATZ) and a stand-alone compressor. Use several engines 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 interconnected by mains, in the system of which flows the liquid heated during the operation of the internal combustion engine from the liquid of the cooling 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

The combined power plant (CPU) of a motor vehicle contains an engine that uses different energy sources - thermal energy, such as an internal combustion engine (ICE), and compressed air energy, such as a pneumatic engine. The engine works alternately, and when operating in the heat engine mode, the thermal energy of the cooling system liquid is stored in the heat accumulator and used to heat the compressed air. The KSU is made with the possibility of passing the working fluid from the pneumatic cylinders through the heat accumulator, in which the heat exchanger of the internal combustion engine cooling system is installed to accumulate and store for a certain time the heat from the liquid of the cooling system. 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 engine, and the second - to the driving wheels of the motor vehicle (ATZ) and an autonomous compressor. Several engines operating according to different physical principles are used (two pneumatic rotary engines, a motor-wheel and an 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 liquid that is heated during the operation of the internal combustion engine from the liquid of the cooling 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 body, namely compressed air before it reaches the engine.

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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 power plant of a vehicle (Ukrainian patent Mo 125527 "Combined power plant of a motor vehicle" dated 10.05.2018), which contains an engine that uses different sources of energy - heat in the mode of operation of the internal combustion engine (ICE) and energy of compressed air in the mode operation of a pneumatic engine and is powered by cylinders with compressed air.

The above-mentioned useful model is based on the task of reducing the consumption of hydrocarbon fuel and, as a result, reducing the harmful impact on the environment.

The given task is solved by the fact that the specified CSU of the vehicle, which contains an engine that uses different sources of energy - heat in the mode of operation of the internal combustion engine (ICE) and energy of compressed air in the mode of operation of the pneumatic engine, is made with the possibility of passing the working fluid from pneumatic cylinders through a heat exchanger installed in a heat accumulator that accumulates and stores heat from the heat exchanger of the cooling system, and the engine is mechanically connected to the transmission mechanism connecting it 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 with an engine, the second - with the driving wheels of the ATZ and an autonomous compressor, moreover, the heat accumulator accumulates heat in the mode of operation of the combined power plant (CSU) - internal combustion engine (ICE) and stores it for some time, which allows you to use the heat accumulated in the heat accumulator from the system cooling for

From the heating of compressed air in the operating mode of the pneumatic motor.

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 in two modes, in the internal combustion engine and pneumatic engine mode, is not provided to achieve greater power and economy; - 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 several engines, working according to different physical principles (such as an internal combustion heat engine and pneumatic) with heating of the working fluid (compressed air) to influence the process of increasing its energy potential, efficiency and increasing mileage ATZ.

The task is solved due to the fact that in this CSU of the vehicle, which contains several engines that use different energy sources - heat in the internal combustion engine (ICE) mode and compressed air energy in the pneumatic engine mode, it is made with the possibility of the passage of the working fluid from pneumatic cylinders through the heat exchanger connected to the heat accumulator, installed on board the ATZ. The heat accumulator accumulates and stores heat from the internal combustion engine cooling system, which is mechanically connected to the transmission mechanism, which connects it to the wheels of the driving axle of the internal combustion engine, the transmission mechanism is made in the form of a planetary mechanism, one shaft of which is connected to the engine, the second - to by 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 you to use the heat accumulated in the heat accumulator from the exhaust gases to heat the compressed air at operation of pneumatic motors.

The drawing shows the proposed KSU 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; 6 - 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 - radiator of the internal combustion engine cooling 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 "C).

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, over 70-80 "С). At the same time, the hot coolant that heats the compressed air is the liquid of the internal combustion engine cooling system 1, and the heat exchanger 16 is connected to the heat accumulator 17, in which heat from the internal combustion engine cooling system is accumulated and stored. The heat accumulator 17 is charged with a high-boiling liquid, which passes through the filter of the heat accumulator system 5 and the electric pump 6, enters the heat exchanger 16, in which the heat is transferred to compressed air for the purpose its increase in energy activity.

In the process of heating, the density of compressed air decreases, and, therefore, the consumption of the working fluid to perform the work 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 an increase in the efficiency of the KSU as a whole, and also allows you to increase the mileage of the ATZ between refilling pneumatic cylinders. To quickly turn on and off the supply of heated compressed air to 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 compressed air pressure at the inlet to the pneumatic motors 10, at which the required ATZ movement mode is achieved, which is set by the cyclic fuel supply pedal 15. It is installed between an electronic pressure regulator with an electropneumatic valve 14 and pneumatic motors 10, the air receiver 12 exists to smooth out 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 Z from zero to maximum performance, which is limited only by the power of DV3Z.

Management of the work of KSU elements is carried out in the following sequence. The driver, using 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 7 selects, operates

Internal combustion engine 1 or pneumatic engines 10 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 liquid of the internal combustion engine cooling system is provided, as well as its accumulation and further use;

- 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 body (compressed air) is heated in the 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 70...80 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 the braking modes by using an automatic compressor to pump air into the pneumatic cylinders.

The proposed combined power plant is a technically complete solution, its industrial suitability is obvious and confirmed by the tests carried out.

Claims (1)

UTILITY MODEL FORMULA A combined power plant (CPU) of a motor vehicle containing 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 works alternately, and when operating in the thermal mode of the engine, the thermal energy of the cooling system fluid is stored in a thermal accumulator and is used to heat compressed air, and the KSU is made with the possibility of passing the working fluid from pneumatic cylinders through the heat accumulator, in which a heat exchanger of the internal combustion engine cooling system is installed to accumulate and store for a certain time heat from the cooling system fluid, and 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 engine, and the second - to the driving wheels of the motor vehicle (ATZ) and an autonomous compressor, which distinguishes due to the fact that it uses several engines operating 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 which liquid flows, which is heated during the operation of the internal combustion engine from the liquid of the cooling 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 it reaches the engine. Х У я «бек ше их се p кю I и M и ИЗ ж Dennntrtnnya still ke U eerennya lodge M 3 pe B to their nu yi eni yi yi İZ to grow the SPIRIT oh E M b yi U yi ! Ky yah Z frkhodiyoyuyuyuyuyuyu oo noh yo t Z i their Khotini Bitu zv UT GU SYA o her i: 5 pek in Io 8: s M zh V KO s niny v a go: 5 : ne OR N s Ko -. Dazodu do ro t : : і і | ! EE o ho oba 1 20 V. pav nyny she xx in V Ka Ne KU K t until now Fat : Dretoooovo Ese I ti yuyu i h A She Z NN right ME OO E TATO che im i i rey dations ZOV k OB 1: : і 2 I іі ях 3 ve NN t I: IV sya h Kv U yi Koh yi go Her Yaku it I CK se ih ii iya PEN Oh i: GU N ZU Ky kh E Ya t yi : Х У ; KE her KI: POHMMMMMMMI: OM Z NU KE: they 11 th E though : z NEN YN PMM: M ne M Ne ay shk NI VEN W x ne : ron WHILE: KE RA 5 RE 53 V dih Y B r: TIV y ZMU 1 IV KZ Kak Zh, i an M U Be E I 1 NU: i I I. i z 7 V iii tet I KK rohyusyuso Z sosoy U TK tia N SCHO Evil Y p nn 1: x i; SK t sya ke: y ICT nn VNA A Vo NK in all VI ryn man a mynina KK t KD KKU, y MO t I Her Ku is 7 th Ye Me v ka okon 7 2 yah N hkkkhkhkkyu kyu, koi U 7 zhu ; ( va Ya yah SYCH y y EN Ko I I vi K. y x y u and how y Her Zh Y "M zh : y : EY IZ 7 SCHI Y s, y I N x Y schi y p hi y Ow