Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
  • F02G1/00—Hot gas positive-displacement engine plants
  • F02G1/02—Hot gas positive-displacement engine plants of open-cycle type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
  • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
  • F01B17/02—Engines
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
  • F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
  • F25B9/00—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point
  • F25B9/002—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant
  • F25B9/004—Compression machines, plants or systems, in which the refrigerant is air or other gas of low boiling point characterised by the refrigerant the refrigerant being air

Definitions

• the invention relates to land vehicles and more particularly those equipped with depolluted or depolluting engines with independent or non-combustion chamber, operating with injection of additional compressed air, and comprising a high-pressure compressed air tank.
• the fuel injector is no longer controlled; in this case, a small amount of compressed air is introduced into the combustion chamber , substantially after the admission into the latter of the compressed air - without fuel - coming from the suction and compression chamber. additional from an external tank where the air is stored under high pressure, for example 200 bars, and at room temperature. This small quantity of compressed air at room temperature will heat up in contact with the mass of high temperature air contained in the combustion or expansion chamber, will expand and increase the pressure prevailing in the chamber to allow deliver when the engine is triggered.
• This type of dual-mode or dual-energy engine air and gasoline or additional air and compressed air
• air and gasoline or additional air and compressed air can also be modified for preferential use in the city, for example on all vehicles and more particularly on city buses or other service vehicles. (refuse collection taxis etc.), in additional single air-compressed air mode, by eliminating all the engine operating elements with traditional fuel.
• the engine only works in single mode with the injection of additional compressed air into the combustion chamber which thus becomes an expansion chamber.
• the air drawn in by the engine can be filtered and purified through one or more carbon filters or other mechanical, chemical, molecular sieve, or other filters in order to produce a depolluting engine.
• air in this text means "any non-polluting gas”.
• the additional compressed air is injected into the combustion or expansion chamber under a working pressure determined as a function of the pressure prevailing in the chamber and significantly higher than the latter, to allow its transfer. for example 30 bars.
• a regulator of the conventional type is used which performs a work-less expansion which does not absorb heat, therefore without lowering the temperature, thus making it possible to inject a relaxed air into the combustion or expansion chamber (about 30 bars in our example) and at room temperature.
• This method of injecting additional compressed air can also be used on conventional 2 or 4-stroke engines where said injection of additional compressed air is carried out in the engine combustion chamber substantially at top ignition dead center.
• the method according to the invention provides a solution which makes it possible to increase the amount of usable and available energy. It is characterized by the means used and more particularly by the fact that the compressed air contained in the storage tank under very high pressure, for example 200 bars, and at room temperature, for example 20 degrees, prior to its final use at a lower pressure, for example 30 bars, is expanded to a pressure close to that necessary for its final use, in a variable volume system, for example a piston in a cylinder, producing a work which can be recovered and used by all known means, mechanical, electrical, hydraulic or other.
• This expansion with work has the consequence of cooling at very low temperature, for example minus 100 ° C., the compressed compressed air to a pressure close to that of use.
• This compressed air expanded to its operating pressure, and at a very low temperature is then sent to an exchanger with the ambient air, will heat up to a temperature close to ambient temperature, and will thus increase its pressure and / or its volume, by recovering thermal energy borrowed from the atmosphere.
• Those skilled in the art can calculate the quantity of very high pressure air to be supplied to the expansion system with work, as well as the characteristics and volumes of this latter in order to obtain at the end of this expansion with work the chosen end-use pressure and the coldest possible temperature, depending on the use of the engine. Electronic management of the parameters enables the quantities of compressed air used and recovered to be optimized at all times. Those skilled in the art can also calculate the dimensioning and the characteristics of the heat exchanger which can use any concept known in this field without changing the process of the invention.
• the method of the invention it is also possible according to the method of the invention to use partially or not, and to heat all or part of the relaxed air and at low temperature, on the hot zones of the engine for example in the cylinder cooling system and / or the cylinder head or other.
• the work performed by the trigger is used to provide pneumatic assistance to a system for over-compression of the gases in the combustion or expansion chamber.
• the expansion system with work can be used to produce electricity, for example a moving core in a winding, advantageously replacing the alternator of the vehicle
• the air-air exchanger can be fitted out to cool the vehicle in summer, by blowing and distributing in the vehicle warming air which cools down by passing through the radiator and yielding his calories looking relaxed.
• the particular characteristics of use of the invention which have just been described above can be combined without changing the principle thereof, for example the heating of the relaxed fresh air can be carried out in two stages with d part of the atmospheric air and then cooling or vice versa, just as it is possible to recover electrical energy at the start of the race and then mechanical assistance energy at the end of the race.
• FIG. 1 shows schematically, seen in cross section, a depolluted engine equipped with a pneumatic assistance device for controlling a supercompression piston.
• FIG. 4 shows a pneumatic device generating electrical energy.
• FIG. 5 shows a mixed pneumatic device generating electrical and mechanical energy.
• FIG. 6 shows schematically, seen in cross section, a device for recovering surrounding thermal energy directly used on the motor shaft.
• FIG. 1 represents, diagrammatically, seen in cross section, a depolluted engine and its compressed air supply installation, comprising a suction and compression chamber 1, a combustion or expansion chamber 2 at constant volume in which is located an additional air injector 22 supplied with compressed air stored in a very high pressure tank 23 and an expansion and exhaust chamber 4.
• the suction and compression chamber 1 is connected to the combustion chamber or d 'expansion 2 by a duct 5, the opening and closing of which are controlled by a sealed flap 6.
• the combustion or expansion chamber 2 is connected to the expansion and exhaust chamber 4 by a duct or transfer 7, of which opening and closing are controlled by a sealed flap 8.
• the suction and compression chamber 1 is supplied with air by an intake duct 13, the opening of which is controlled by a valve 14 and, e n upstream of which a depolluting carbon filter is installed 24.
• the suction and compression chamber 1 functions as a piston compressor assembly where a piston 9 sliding in a cylinder 10 is controlled by a connecting rod 11 and a crankshaft 12.
• the expansion and exhaust chamber 4 controls a conventional assembly piston engine with a piston 15 sliding in a cylinder 16, which drives through a connecting rod 17 the rotation of a crankshaft 18.
• the exhaust of the relaxed air being effected through a duct exhaust 19, the opening of which is controlled by a valve 20.
• the rotation of the crankshaft 12 of the suction and compression chamber 1 is controlled through a mechanical connection 21 by the engine crankshaft 18 of the expansion and exhaust chamber 4.
• an overcompression volume consisting of a cylinder 25 in which a piston 26 moves, the movements of which are controlled by a pressure lever 27 and 28.
• an assistance device Between the pressure lever and its control cam 29 driven in rotation by the motor and phase with the latter, is positioned an assistance device.
• This assistance device consists of a piston 30 sliding in a cylinder 31 closed on both sides, the piston 30 being connected by a rod 32 to a bearing 33 which bears on the control cam 29 and on the other hand by a rod and connecting rod system 34 to the pressure lever 27, 28 for controlling the booster piston 26.
• the piston 30 therefore determines in the cylinder two sealed chambers 35 and 36, an expansion and working chamber 35 on the side of the cam 29, and a back pressure chamber 36 on the side of the pressure lever.
• a high pressure air intake duct 37 opens into the expansion and working chamber 35, the opening and closing of this duct is controlled by a solenoid valve 38.
• a duct exhaust 39 also opens into the expansion and working chamber 35, the opening and closing of this duct being controlled by a solenoid valve 40.
• the exhaust duct 39 is connected on the other hand to an air air heat exchanger or radiator 41 itself connected by a conduit 42 to a buffer capacity at final pressure of almost constant use 43.
• the back-pressure chamber 36 is connected through a conduit 44 to the buffer capacity 43 which also feeds through a conduit 45 the additional air injector 22.
• the compression piston When the engine is operating in additional compressed air air mode fig ' l, the compression piston has just discharged into the expansion chamber 2 of the compressed air at high temperature, while the overcompression piston 26 is in neutral low, the additional injector 22 is then switched to inject a small amount of additional air into the chamber at ambient temperature and at a pressure slightly higher than that prevailing in the expansion chamber 2. A first pressure increase is then observed in the expansion chamber 2.
• the solenoid valve 38 controlled by a computer opens to admit a small amount of air at very high pressure and at room temperature, coming from the storage tank 23 then closes while simultaneously, the cam 29 starts to push back the assistance piston 30.
• the very high pressure compressed air which has been admitted into the expansion and working chamber 35 will push back the pist there is assistance 30, which goes itself, by means of the rod and connecting rod 34 and of the pressure lever 27,28 push the supercompression piston 26 to its top dead center further increasing the pressure in the expansion chamber 2.
• the compressed air contained in the assistance chamber 35 will relax while producing work and undergo a significant drop in temperature, its pressure at the end of the stroke being substantially equal to the pressure of the air contained in the back-pressure chamber 36.
• the driving piston 15, controlling the expansion chamber 4 has arrived at its top dead center, FIG 2, and the sealed flap 8 is opened to allow the expansion of the compressed air contained in the expansion chamber 2 and produce the engine work.
• the cam 29 maintains during this expansion the over-compression piston 26 at its top dead center, and due to the pressure lever the forces due to the pressure of the chamber 2 are not retransmitted to the cam 29 as are the pressures substantially equal in the assistance chamber 35 and the back-pressure chamber 36 exert no torque on said cam.
• This air will thus, thanks to the exchanger, heat up to a temperature close to ambient and increase in volume by joining the buffer capacity 43 having recovered a significant amount of energy in the atmosphere.
• the trigger with work can be used to supply electrical energy to the vehicle.
• An example of a device for implementing this method is drawn in FIG. 4 where one can see a device very similar to the assistance device described above and having many points in common with the latter, consisting of a piston 30 sliding in a cylinder 31 closed on both sides.
• the piston 30 is integral with a rod 34 which carries a ferrite core 49 passing inside a winding 50, and the end of which is connected to a return spring 46.
• the piston 30 therefore determines in the cylinder two sealed chambers 35 and 36, a relaxation and working chamber 35, and a back-pressure chamber 36 on the side of the rod 34.
• a high pressure air intake duct 37 opens into the relaxation and working chamber 35, the opening and closing of this duct are controlled by a solenoid valve 38.
• An exhaust duct 39 also opens into the expansion and working chamber 35, the opening and closing of this duct being controlled by a solenoid valve 40
• the exhaust duct 39 is connected on the other hand to an air-air heat exchanger or radiator 41 itself connected by a duct 42 to a buffer capacity at final pressure of almost constant use 43.
• the back-pressure chamber 36 is related to t through a conduit 44 to the buffer capacity 43 which also feeds through a conduit 45 the additional air injector 22.
• the solenoid valve 38 When the engine is operating in compressed air mode, according to the method of the invention, and according to the consumption of compressed air by the additional air injector 22, the solenoid valve 38 is opened and then closed to admit a charge of very high pressure compressed air into the chamber 35. Solicited by the pressure difference between the chambers 35 and 36, the piston 30 moves by compressing the spring 46 by causing its rod 34 to move the ferrite core 49 in the winding 50, thereby producing an electric current. The expansion with work of the charge of high pressure compressed air at room temperature produces a lowering of the temperature.
• the solenoid valve 40 When the pressure equilibrium or rather of force between the chambers is reached, the solenoid valve 40 is opened and pushed by the return spring 46, the piston 30 and the ferrite core 49 return to their initial position driving back into the air air exchanger, or the radiator 41, the compressed but relaxed air at very low temperature contained in the pressure and expansion chamber 35. This air will thus, thanks to the exchanger, heat up to a close temperature ambient and increase in volume by joining the buffer capacity 43 having recovered a significant amount of energy in the atmosphere.
• the two devices described above can also be advantageously combined, in fact the pressure is maximum at the very start of the stroke of the piston 30, while the effort required to operate the pressure lever is less important.
• This device thus combined, is described in FIG. 5 where one can see between the assistance system and the pressure lever -as described in FIGS. 1 to 3, located on the rod of controls 34 a ferrite core 49 sliding in a winding of copper wire 50, similar to those described in FIG. 4. During operation, it therefore becomes possible to be able to recover electrical energy at the start of the race in windings 50 provided for this purpose, and then to operate thereafter, according to the mode described in FIGS. 1 to 3.
• FIG. 6 another device for applying and implementing the method of the invention is shown in FIG. 6 where the trigger produces work which can be directly used on the motor shaft, where a connecting rod 53 and working piston 54 assembly is directly coupled to the motor shaft 18.
• This piston 54 slides in a blind cylinder 55 and determines a working chamber 35 into which opens on the one hand a high pressure air intake duct 37 whose opening and closing are controlled by a solenoid valve 38, and on the other hand rt an exhaust duct 39 connected to the air air heat exchanger or radiator 41 itself connected by a duct 42 to a buffer capacity at almost constant final pressure of use 43.
• the solenoid valve 38 is opened and then closed in order to admit a charge of very high pressure compressed air which will relax by pushing the piston 54 back to its bottom dead center and driving through of the connecting rod 53 the engine crankshaft 18.
• the exhaust solenoid valve 40 is then open and the compressed but relaxed air at very low temperature contained in the working chamber is discharged into the air air or radiator exchanger 41. This air will thus heat up to a temperature close to ambient and increase in volume by joining the buffer capacity 43 having recovered a significant amount of energy. in the air.
• FIG. 7 represents, seen in perspective, an air-air heat exchanger 41 as described in the preceding figures, equipped according to the device for implementing the method of the invention described below, for air conditioning the vehicle with a duct air inlet at very low temperature 39 and an outlet duct after heating the air 42 for its final use, the air from the atmosphere intended to heat it is collected through a duct 55 and blown through the radiator by a fan 56.
• the air in the atmosphere cools and is collected in a duct 56 or a movable flap 57 makes it possible to direct all or part of it following its opening, towards the passenger compartment of the vehicle to provide air conditioning.
• the regulation of the flow of refrigerated air can be carried out by any means known in this field such as a mask on the radiator, shutters, addition of hot air, etc. without changing the principle of this characteristic of the invention.
• This device can be used in combination with the other devices described above without changing the principle of the invention which has just been described.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Engine Equipment That Uses Special Cycles (AREA)
• Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Exhaust Gas After Treatment (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Supply Devices, Intensifiers, Converters, And Telemotors (AREA)
• Supercharger (AREA)
• Air-Conditioning For Vehicles (AREA)
• Fluid-Pressure Circuits (AREA)
• Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)

Priority Applications (14)

Applications Claiming Priority (2)

Publications (2)

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ID=9503011

Family Applications (1)

Country Status (22)

Cited By (14)

Families Citing this family (17)

Citations (4)

• 1997
  • 1997-01-22 FR FR9700851A patent/FR2758589B1/fr not_active Expired - Fee Related
• 1998
  • 1998-01-22 AT AT98903101T patent/ATE254241T1/de not_active IP Right Cessation
  • 1998-01-22 KR KR10-1999-7006637A patent/KR100394890B1/ko not_active IP Right Cessation
  • 1998-01-22 IL IL13102998A patent/IL131029A0/xx unknown
  • 1998-01-22 AU AU59943/98A patent/AU737162B2/en not_active Ceased
  • 1998-01-22 PL PL98334707A patent/PL334707A1/xx unknown
  • 1998-01-22 WO PCT/FR1998/000109 patent/WO1998032963A1/fr active IP Right Grant
  • 1998-01-22 HU HU0001726A patent/HUP0001726A3/hu unknown
  • 1998-01-22 CA CA002278227A patent/CA2278227C/fr not_active Expired - Fee Related
  • 1998-01-22 AP APAP/P/1999/001594A patent/AP9901594A0/en unknown
  • 1998-01-22 BR BR9807503A patent/BR9807503A/pt active Search and Examination
  • 1998-01-22 DE DE69819687T patent/DE69819687T2/de not_active Expired - Fee Related
  • 1998-01-22 CN CN98801846A patent/CN1092758C/zh not_active Expired - Fee Related
  • 1998-01-22 EP EP98903101A patent/EP0954691B1/fr not_active Expired - Lifetime
  • 1998-01-22 EA EA199900670A patent/EA001782B1/ru not_active IP Right Cessation
  • 1998-01-22 TR TR1999/01736T patent/TR199901736T2/xx unknown
  • 1998-01-22 JP JP10531669A patent/JP2000514901A/ja active Pending
  • 1998-01-22 CZ CZ19992502A patent/CZ295952B6/cs not_active IP Right Cessation
  • 1998-01-22 ES ES98903101T patent/ES2213891T3/es not_active Expired - Lifetime
  • 1998-01-22 SK SK969-99A patent/SK96999A3/sk unknown
• 1999
  • 1999-06-22 OA OA9900161A patent/OA11186A/fr unknown
• 2000
  • 2000-03-07 HK HK00101418A patent/HK1022506A1/xx not_active IP Right Cessation

Patent Citations (4)

Non-Patent Citations (1)

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