WO1998032963A1 - Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air - Google Patents

Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air Download PDF

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Publication number
WO1998032963A1
WO1998032963A1 PCT/FR1998/000109 FR9800109W WO9832963A1 WO 1998032963 A1 WO1998032963 A1 WO 1998032963A1 FR 9800109 W FR9800109 W FR 9800109W WO 9832963 A1 WO9832963 A1 WO 9832963A1
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WO
WIPO (PCT)
Prior art keywords
air
pressure
compressed air
piston
expansion
Prior art date
Application number
PCT/FR1998/000109
Other languages
French (fr)
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WO1998032963A9 (en
Inventor
Guy Negre
Cyril Negre
Original Assignee
Guy Negre
Cyril Negre
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=9503011&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1998032963(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority to EP98903101A priority Critical patent/EP0954691B1/en
Priority to BR9807503A priority patent/BR9807503A/en
Priority to HU0001726A priority patent/HUP0001726A3/en
Priority to DE69819687T priority patent/DE69819687T2/en
Priority to EA199900670A priority patent/EA001782B1/en
Priority to IL13102998A priority patent/IL131029A0/en
Priority to KR10-1999-7006637A priority patent/KR100394890B1/en
Priority to JP10531669A priority patent/JP2000514901A/en
Priority to CA002278227A priority patent/CA2278227C/en
Priority to SK969-99A priority patent/SK96999A3/en
Application filed by Guy Negre, Cyril Negre filed Critical Guy Negre
Priority to AT98903101T priority patent/ATE254241T1/en
Priority to APAP/P/1999/001594A priority patent/AP9901594A0/en
Priority to AU59943/98A priority patent/AU737162B2/en
Publication of WO1998032963A1 publication Critical patent/WO1998032963A1/en
Publication of WO1998032963A9 publication Critical patent/WO1998032963A9/en
Priority to HK00101418A priority patent/HK1022506A1/en

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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.

Abstract

The invention concerns a method for recuperating ambient thermal energy for an engine or vehicles equipped with pollution-free motors functioning with injection of secondary compressed air in the combustion chamber (2) and having a reservoir for storing highly compressed air (23). The highly compressed air contained in the reservoir is, previous to its being injected into the chamber (2), expanded in a system with variable volume such as a piston-cylinder assembly (54, 55), producing a work which is used by mechanical means or the like. This expansion- to the injecting pressure- with work causes the air to cool to a very low temperature. This air is then propelled into a heat exchanger (41) where it is heated, thus increasing in pressure and/or in volume by recuperating a supply of thermal energy derived from the atmosphere. The invention is applicable to all engines equipped with compressed air injection and to the production of conditioned air in the vehicle.

Description

PROCEDE ET DISPOSITIF DE RECUPERATION DE L'ENERGIE THERMIQUE AMBIANTE POUR VEHICULE EQUIPE DE MOTEUR DEPOLLUE A INJECTION D' AIR COMPRIME ADDITIONNEL METHOD AND DEVICE FOR RECOVERING AMBIENT THERMAL ENERGY FOR A VEHICLE EQUIPPED WITH AN ADJUSTMENT ENGINE WITH ADDITIONAL COMPRESSED AIR INJECTION
L'invention concerne les véhicules terrestres et plus particulièrement ceux équipés avec des moteurs dépollués ou dépolluants à chambre de combustion indépendante ou non, fonctionnant avec injection d'air comprimé additionnel, et comportant un réservoir d'air comprimé haute pression.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.
L'auteur a décrit dans sa demande de brevet publié WO 96/27737 un procédé de dépollution de moteur à chambre de combustion externe indépendante, fonctionnant suivant un principe bi-modes à deux types d'énergie, utilisant soit un carburant conventionnel tel essence ou gasoil sur route (fonctionnement mono-mode à air-carburant), soit, à basse vitesse, notamment en zone urbaine et suburbaine, une addition d'air comprimé dans la chambre de combustion (ou tout autre gaz non polluant) à l'exclusion de tout autre carburant, (fonctionnement mono-mode à air, c'est à dire avec addition d'air comprimé). Dans sa demande de brevet FR 9607714, Fauteur a décrit l'installation de ce type de moteur en fonctionnement mono-mode, avec addition d'air comprimé, sur les véhicules de services, par exemple des autobus urbains.The author described in his published patent application WO 96/27737 a method for depolluting an engine with an independent external combustion chamber, operating according to a dual-mode principle with two types of energy, using either a conventional fuel such as petrol or diesel on the road (single-mode air-fuel operation), i.e., at low speed, especially in urban and suburban areas, an addition of compressed air in the combustion chamber (or any other non-polluting gas) excluding any other fuel (single-mode air operation, i.e. with the addition of compressed air). In his patent application FR 9607714, Fauteur described the installation of this type of engine in single-mode operation, with the addition of compressed air, on service vehicles, for example city buses.
Dans ce type de moteur, en mode air-carburant, le mélange air carburant est aspiré et comprimé dans une chambre d'aspiration et de compression indépendante. Puis ce mélange est transféré, toujours en pression, dans une chambre de combustion indépendante et à volume constant pour y être enflammé afin d'augmenter la température et la pression dudit mélange. Après l'ouverture d'un transfert reliant ladite chambre de combustion ou d'expansion à une chambre de détente et d'échappement, ce mélange sera détendu dans cette dernière pour y produire un travail. Les gaz détendus sont ensuite évacués à l'atmosphère à travers un conduit d'échappement. En fonctionnement à air plus air comprimé additionnel qui nous intéresse plus particulièrement dans le cadre de l'invention, à faible puissance, l'injecteur de carburant n'est plus commandé ; dans ce cas, l'on introduit dans la chambre, de combustion, sensiblement après l'admission dans cette dernière de l'air comprimé -sans carburant- provenant de la chambre d'aspiration et de compression, une petite quantité d'air comprimé additionnel provenant d'un réservoir externe où l'air est stocké sous haute pression, par exemple 200 bars, et à la température ambiante. Cette petite quantité d'air comprimé à température ambiante va s'échauffer au contact de la masse d'air à haute température contenue dans la chambre de combustion ou d'expansion, va se dilater et augmenter la pression régnant dans la chambre pour permettre de délivrer lors de la détente un travail moteur. Ce type de moteur bi-modes ou bi-énergies (air et essence ou air et air comprimé additionnel) peut également être modifié pour une utilisation préférentielle en ville par exemple sur tous véhicules et plus particulièrement sur des autobus urbains ou autres véhicules de services (taxis bennes à ordures etc.), en mono-mode air-air comprimé additionnel, par suppression de tous les éléments de fonctionnement du moteur avec le carburant traditionnel.In this type of engine, in air-fuel mode, the air fuel mixture is sucked and compressed in an independent suction and compression chamber. Then this mixture is transferred, still under pressure, to an independent combustion chamber and at constant volume to be ignited in order to increase the temperature and the pressure of said mixture. After the opening of a transfer connecting said combustion or expansion chamber to an expansion and exhaust chamber, this mixture will be expanded in the latter to produce work there. The expanded gases are then discharged to the atmosphere through an exhaust pipe. In operation with air plus additional compressed air which interests us more particularly within the framework of the invention, at low power, 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) 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.
Le moteur fonctionne seulement en mono-mode avec l'injection d'air comprimé additionnel dans la chambre de combustion qui devient ainsi une chambre d'expansion. En outre, l'air aspiré par le moteur peut être filtré et purifié à travers un ou plusieurs filtres à charbon ou autre procédé mécanique, chimique, tamis moléculaire, ou autres filtres afin de réaliser un moteur dépolluant. L'emploi du terme « air » dans le présent texte s'entend « tout gaz non polluant ».The engine only works in single mode with the injection of additional compressed air into the combustion chamber which thus becomes an expansion chamber. In addition, 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. The use of the term "air" in this text means "any non-polluting gas".
Dans ce type de moteur, l'air comprimé additionnel est injecté dans la chambre de combustion ou d'expansion sous une pression d'utilisation déterminée en fonction de la pression régnant dans la chambre et sensiblement plus élevée que cette dernière, pour permettre son transfert par exemple 30 bars. Pour ce faire il est utilisé un détendeur de type conventionnel qui effectue une détente sans travail n'absorbant pas de chaleur, donc sans abaissement de température permettant ainsi d'injecter dans la chambre de combustion ou d'expansion un air détendu (au environ de 30 bars dans notre exemple) et à température ambiante. Ce procédé d'injection d'air comprimé additionnel peut également être utilisé sur des moteurs conventionnels 2 ou 4 temps où ladite injection d'air comprimé additionnel est effectué dans la chambre de combustion de moteur sensiblement au point mort haut allumage.In this type of engine, 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. To do this, 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.
Le procédé suivant l'invention, propose une solution qui permet d'augmenter la quantité d'énergie utilisable et disponible. Il est caractérisé par les moyens mis en oeuvre et plus particulièrement par le fait que, l'air comprimé contenu dans le réservoir de stockage sous très haute pression, par exemple 200 bars, et à température ambiante, par exemple 20 degrés, préalablement à son utilisation finale à une pression inférieure par exemple 30 bars, est détendu à une pression proche de celle nécessaire à son utilisation finale, dans un système à volume variable, par exemple un piston dans un cylindre, produisant un travail qui peut être récupéré et utilisé par tous moyens connus, mécanique, électrique, hydraulique ou autre. Cette détente avec travail a pour conséquence de refroidir à très basse température, par exemple moins 100° C, l'air comprimé détendu à une pression proche de celle d'utilisation. Cet -air comprimé détendu à sa pression d'utilisation, et à très basse température est ensuite envoyé dans un échangeur avec l'air ambiant, va se réchauffer jusqu'à une température proche de la température ambiante, et va augmenter ainsi sa pression et/ou son volume, en récupérant de l'énergie thermique empruntée à l'atmosphère.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.
Les avantages de ce procédé suivant l'invention sont considérables, d'une part il est produit un travail, lors de la détente, qui peut être utilisé soit directement sur l'arbre moteur, soit indirectement, par exemple en entraînant des accessoires mécaniques électriques ou autres, et d'autre part, l'on récupère un apport d'énergie thermique gratuite en utilisant la température de l'atmosphère qui provoque une augmentation de pression et/ou de volume de l'air et par voie de conséquence, augmente l'autonomie d'utilisation.The advantages of this method according to the invention are considerable, on the one hand, a work is produced, during expansion, which can be used either directly on the motor shaft, or indirectly, for example by driving electrical mechanical accessories. or other, and on the other hand, we recover a free thermal energy supply by using the temperature of the atmosphere which causes an increase in air pressure and / or volume and consequently increases autonomy of use.
L'homme de l'art peut calculer la quantité d'air très haute pression à fournir au système de détente avec travail, de même que les caractéristiques et volumes de ce dernier afin d'obtenir en fin de cette détente avec travail la pression d'utilisation finale choisie et la température la plus froide possible et ce, en fonction de l'utilisation du moteur. Une gestion électronique des paramètres permet d'optimiser à tous moments les quantités d'air comprimé utilisées et récupérées. L'homme de l'art peut également calculer le dimensionnement et les caractéristiques de l'échangeur thermique qui peut utiliser tous concepts connus dans ce domaine sans changer le procédé de l'invention.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.
Il est également possible selon le procédé de l'invention d'utiliser partiellement ou non, et de réchauffer tout ou partie de l'air détendu et à basse température, sur les zones chaudes du moteur par exemple dans le système de refroidissement des cylindres et/ou de la culasse ou autre. Selon une autre caractéristique de l'invention, le travail effectué par la détente est utilisé pour réaliser une assistance pneumatique à un système de surcompression des gaz dans la chambre de combustion ou d'expansion.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. According to another characteristic of the invention, 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.
Selon une autre caractéristique de l'invention, le système de détente avec travail peut être utilisé pour produire de l'électricité par exemple un noyau mobile dans un enroulement, remplaçant avantageusement l'alternateur du véhiculeAccording to another characteristic of the invention, 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
Selon une autre caractéristique du procédé de l'invention, l'échangeur air- air peut être aménagé pour climatiser le véhicule en été, par soufflage et distribution dans le véhicule de l'air de réchauffage qui se refroidit en traversant le radiateur et en cédant ses calories à l'air détendu.According to another characteristic of the process of the invention, 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.
En outre les caractéristiques particulières d'utilisation de l'invention qui viennent d'être décrites ci-dessus peuvent être combinées sans pour autant en changer le principe, par exemple le réchauffage de l'air frais détendu peut être effectué en deux étages avec d'une part de l'air atmosphérique puis du refroidissement ou vice versa, de même qu'il est possible de récupérer en début de course de l'énergie électrique puis en fin de course de l'énergie mécanique d'assistance.In addition, 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.
Il est également possible d'effectuer l'opération de détente avec travail en deux ou plusieurs opérations telle que, une détente avec travail (utilisée par tous moyens connus) à une pression intermédiaire puis réchauffage dans un échangeur air air, avant une nouvelle détente avec travail (également utilisée par tous moyens connus) et réchauffage.It is also possible to carry out the expansion operation with work in two or more operations such as, expansion with work (used by all known means) at an intermediate pressure then reheating in an air-air exchanger, before a further expansion with work (also used by all known means) and reheating.
D'autres buts, avantages et caractéristiques de l'invention apparaîtrons à la lecture de la description à titre non limitatif de plusieurs modes de réalisations particulières faites en regard des dessins annexés où:Other objects, advantages and characteristics of the invention will appear on reading the non-limiting description of several particular embodiments made with reference to the appended drawings where:
- La figure 1 représente schématiquement, vu en coupe transversale, un moteur dépollué équipé d'un dispositif d'assistance pneumatique à la commande d'un piston de surcompression.- Figure 1 shows schematically, seen in cross section, a depolluted engine equipped with a pneumatic assistance device for controlling a supercompression piston.
- La figure 2 représente le même dispositif en début de détente moteur. - La figure 3 représente le même dispositif en fin de détente moteur.- Figure 2 shows the same device at the start of engine expansion. - Figure 3 shows the same device at the end of engine expansion.
- La figure 4 représente un dispositif pneumatique générateur d'énergie électrique.- Figure 4 shows a pneumatic device generating electrical energy.
- La figure 5 représente un dispositif pneumatique mixte générateur d'énergie électrique et mécanique. - La figure 6 représente schématiquement, vu en coupe transversale, un dispositif de récupération d'énergie thermique environnante directement utilisée sur l'arbre moteur.- Figure 5 shows a mixed pneumatic device generating electrical and mechanical energy. - Figure 6 shows schematically, seen in cross section, a device for recovering surrounding thermal energy directly used on the motor shaft.
- La figure 7 représente schématiquement un dispositif d'utilisation de l'échangeur permettant la climatisation du véhicule. La figure 1 représente, schématiquement, vu en coupe transversale, un moteur dépollué et son installation d'alimentation en air comprimé, comportant une chambre d'aspiration et de compression 1, une chambre de combustion ou d'expansion 2 à volume constant dans laquelle est implanté un injecteur d'air additionnel 22 alimenté en air comprimé stocké dans un réservoir très haute pression 23 et une chambre de détente et d'échappement 4. La chambre d'aspiration et de compression 1 est reliée à la chambre de combustion ou d'expansion 2 par un conduit 5 dont l'ouverture et la fermeture sont commandées par un volet étanche 6. La chambre de combustion ou d'expansion 2 est reliée à la chambre de détente et d'échappement 4 par un conduit ou transfert 7 dont l'ouverture et la fermeture sont commandées par un volet étanche 8. La chambre d'aspiration et de compression 1 est alimentée en air par un conduit d'admission 13 dont F ouverture est commandée par une soupape 14 et, en amont duquel est implanté un filtre à charbon dépolluant 24.- Figure 7 shows schematically a device for using the exchanger for air conditioning the vehicle. 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.
La chambre d'aspiration et de compression 1 fonctionne comme un ensemble de compresseur à piston où un piston 9 coulissant dans un cylindre 10 est commandé par une bielle 11 et un vilebrequin 12. La chambre de détente et d'échappement 4 commande un ensemble classique de moteur à piston avec un piston 15 coulissant dans un cylindre 16, qui entraîne par l'intermédiaire d'une bielle 17 la rotation d'un vilebrequin 18. L'échappement de l'air détendu s'effectuant à travers un conduit d'échappement 19 dont l'ouverture est commandée par une soupape 20. La rotation du vilebrequin 12 de la chambre d'aspiration et de compression 1 est commandée à travers une liaison mécanique 21 par le vilebrequin moteur 18 de la chambre de détente et d'échappement 4.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.
Selon l'invention, dans la chambre de combustion 2 est ménagé un volume de surcompression constitué d'un cylindre 25 dans lequel se meut un piston 26, dont les déplacements sont commandés par un levier à pression 27 et 28. Entre le levier à pression et sa came de commande 29 entraînée en rotation par le moteur et phase avec ce dernier, est positionné un dispositif d'assistance. Ce dispositif d'assistance est constitué d'un piston 30 coulissant dans un cylindre 31 fermé des deux côtés, le piston 30 étant relié par une tige 32 à un roulement 33 qui porte sur la came de commande 29 et d'autre part par un système de tige et bielle 34 au levier à pression 27,28 de commande du piston surpresseur 26. Le piston 30 détermine donc dans le cylindre deux chambres étanches 35 et 36, une chambre de détente et de travail 35 du côté de la came 29, et une chambre de contre pression 36 du côté du levier à pression. Un conduit d'admission d'air haute pression 37 débouche dans la chambre de détente et de travail 35, l'ouverture et la fermeture de ce conduit est commandée par une électrovanne 38. Un conduit d'échappement 39 débouche également dans la chambre de détente et de travail 35, l'ouverture et la fermeture de ce conduit étant commandées par une électrovanne 40. Le conduit d'échappement 39 est relié d'autre part à un échangeur thermique air air ou radiateur 41 lui-même relié par un conduit 42 à une capacité tampon à pression finale d'utilisation quasi constante 43. La chambre de contre pression 36 est reliée à travers un conduit 44 à la capacité tampon 43 qui alimente également par un conduit 45 l'injecteur d'air additionnel 22.According to the invention, in the combustion chamber 2 is formed 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. 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.
Lors du fonctionnement du moteur en mode air air comprimé additionnel fig ' l, le piston de compression vient de refouler dans la chambre d'expansion 2 de l'air comprimé à haute température, alors que le piston de surcompression 26 est à son point mort bas, l'injecteur additionnel 22 est alors commuté pour injecter dans la chambre une petite quantité d'air additionnel à température ambiante et à une pression légèrement supérieure à celle régnant dans la chambre d'expansion 2. Une première augmentation de pression est alors constatée dans la chambre d'expansion 2. L' électrovanne 38 commandée par un calculateur s'ouvre pour admettre une petite quantité d'air à très haute pression et à température ambiante, provenant du réservoir de stockage 23 puis se referme alors que simultanément, la came 29 commence à repousser le piston d'assistance 30. L'air comprimé très haute pression qui a été admis dans la chambre de détente et de travail 35 va repousser le piston d'assistance 30, qui va lui-même, par l'intermédiaire des tige et bielle 34 et du levier à pression 27,28 repousser à son point mort haut le piston de surcompression 26 augmentant encore la pression dans la chambre d'expansion 2. Durant la course du piston d'assistance 30, l'air comprimé contenu dans la chambre d'assistance 35 va se détendre en produisant un travail et subir une importante baisse de température, sa pression en fin de course étant sensiblement égale à la pression de l'air contenu dans la chambre de contre pression 36. Durant ces opérations, le piston moteur 15, commandant la chambre de détente 4 est arrivé à son point mort haut, fig 2, et le volet étanche 8 est ouvert pour permettre la détente de l'air comprimé contenu dans la chambre d'expansion 2 et produire le travail moteur. La came 29 maintient durant cette détente le piston de surcompression 26 à son point mort haut, et du fait du levier à pression les forces dues à la pression de la chambre 2 ne sont pas retransmises à la came 29 de même que les pressions sensiblement égales dans la chambre d'assistance 35 et la chambre de contre pression 36 n'exercent aucun couple sur ladite came. La détente fournissant le travail moteur dans la chambre de détente et d'échappement 4 étant effectuée, Fig 3, le volet étanche 8 est refermé. La came 29, dans sa rotation autorise à nouveau le déplacement du piston d'assistance, le volet étanche 6 s'ouvre pour permettre l'admission d'une nouvelle charge dans la chambre de combustion ou d'expansion 2, l' électrovanne 40 s'ouvre; sollicité par le ressort de rappel 46 et par la pression dans la chambre 2 le piston d'assistance 30 va rejoindre sa position initiale refoulant dans l'échangeur air air, ou le radiateur 41 l'air comprimé mais détendu et à basse température contenu dans la chambre d'assistance 35. Cet air va ainsi, grâce à l'échangeur, se réchauffer jusqu'à une température proche de l'ambiante et augmenter de volume en rejoignant la capacité tampon 43 en ayant récupéré une quantité d'énergie non négligeable dans l'atmosphère.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. During the stroke of the assistance piston 30, 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. During these operations, 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. The expansion supplying the engine work in the expansion and exhaust chamber 4 being carried out, FIG. 3, the sealed flap 8 is closed. The cam 29, in its rotation again authorizes the displacement of the assistance piston, the watertight flap 6 opens to allow the admission of a new charge into the combustion or expansion chamber 2, the solenoid valve 40 opens; biased by the return spring 46 and by the pressure in the chamber 2, the assistance piston 30 will return to its initial position driving back into the air-air exchanger, or the radiator 41 the compressed but relaxed air at low temperature contained in assistance chamber 35. 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.
Selon une caractéristique du procédé de l'invention la détente avec travail peut être utilisée pour fournir de l'énergie électrique au véhicule. Un exemple de dispositif pour la mise en oeuvre de ce procédé est dessiné sur la figure 4 où l'on peut voir un dispositif très semblable au dispositif d'assistance décrit ci-dessus et ayant de nombreux points communs avec ce dernier, constitué d'un piston 30 coulissant dans un cylindre 31 fermé des deux côtés. Le piston 30 est solidaire d'une tige 34 qui porte un noyau de ferrite 49 passant à l'intérieur d'un enroulement 50, et dont l'extrémité est reliée à un ressort de rappel 46. Le piston 30 détermine donc dans le cylindre deux chambres étanches 35 et 36, une chambre de détente et de travail 35, et une chambre de contre pression 36 du coté de la tige 34. Un conduit d'admission d'air haute pression 37 débouche dans la chambre de détente et de travail 35, l'ouverture et la fermeture de ce conduit sont commandées par une électrovanne 38. Un conduit d'échappement 39 débouche également dans la chambre de détente et de travail 35, F ouverture et la fermeture de ce conduit étant commandées par une électrovanne 40. Le conduit d'échappement 39 est relié d'autre part à un échangeur thermique air air ou radiateur 41 lui-même relié par un conduit 42 à une capacité tampon à pression finale d'utilisation quasi constante 43. La chambre de contre pression 36 est reliée à travers un conduit 44 à la capacité tampon 43 qui alimente également par un conduit 45 l'injecteur d'air additionnel 22. Lors du fonctionnement du moteur en mode air comprimé, selon le procédé de l'invention, et en fonction de la consommation d'air comprimé par l'injecteur d'air additionnel 22, F électrovanne 38 est ouverte puis refermée pour admettre une charge d'air comprimé très haute pression dans la chambre 35. Sollicité par la différence de pression entre les chambres 35 et 36, le piston 30 se déplace en comprimant le ressort 46 en entraînant par sa tige 34 le mouvement du noyau de ferrite 49 dans l'enroulement 50, produisant ainsi un courant électrique. La détente avec travail de la charge d'air comprimé haute pression à température ambiante produit un abaissement de la température. Lorsque l'on atteint l'équilibre de pression ou plutôt d'effort entre les chambres, F électrovanne 40 est ouverte et poussé par le ressort de rappel 46, le piston 30 et le noyau de ferrite 49 retrouvent leur position initiale refoulant dans l'échangeur air air, ou le radiateur 41, l'air comprimé mais détendu et à très basse température contenu dans la chambre de pression et de détente 35. Cet air va ainsi, grâce à l'échangeur, se réchauffer jusqu'à une température proche de l'ambiante et augmenter de volume en rejoignant la capacité tampon 43 en ayant récupéré une quantité d'énergie non négligeable dans l'atmosphère.According to a characteristic of the method of the invention, 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. 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. 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.
Selon une autre caractéristique de l'invention, les deux dispositifs décrits ci-dessus peuvent également être avantageusement combinés, en effet la pression est maximale en tout début de course du piston 30, alors que l'effort nécessaire pour faire fonctionner le levier à pression est moins important. Ce dispositif, ainsi combiné, est décrit figure 5 où l'on peut voir entre le système d'assistance et le levier à pression -tels -que décrits sur les figures 1 à 3, implanté sur la tige de commande 34 un noyau de ferrite 49 coulissant dans un enroulement de fil de cuivre 50, similaires à ceux décrits sur la figure 4. Lors du fonctionnement il devient donc possible de pouvoir récupérer de l'énergie électrique au début de la course dans des enroulements 50 prévus à cet effet, puis de fonctionner ensuite, selon le mode décrit sur les figures 1 à 3. Selon une des caractéristiques préférentielles de l'invention, un autre dispositif d'application et de mise en oeuvre du procédé de l'invention est montré sur la figure 6 où la détente produit un travail qui peut directement être utilisé sur l'arbre moteur, où un ensemble bielle 53 et piston de travail 54, est attelé directement sur l'arbre moteur 18. Ce piston 54 coulisse dans un cylindre borgne 55 et détermine une chambre de travail 35 dans laquelle débouche d'une part un conduit d'admission d'air haute pression 37 dont l'ouverture et la fermeture sont commandées par une électrovanne 38, et d'autre part un conduit d'échappement 39 relié à l'échangeur thermique air air ou radiateur 41 lui-même relié par un conduit 42 à une capacité tampon à pression finale d'utilisation quasi constante 43. Lors du fonctionnement lorsque le piston de travail 54 est à son point mort haut, l'électro vanne 38 est ouverte puis refermée afin d'admettre une charge d'air comprimé très haute pression qui va se détendre en repoussant le piston 54 jusqu'à son point mort bas et entraîner par l'intermédiaire de la bielle 53 le vilebrequin moteur 18. Lors de la course de remontée du piston 54, l'électrovanne d'échappement 40 est alors ouverte et l'air comprimé mais détendu et à très basse température contenu dans la chambre de travail est refoulé dans l'échangeur air air ou radiateur 41. Cet air va ainsi se réchauffer jusqu'à une température proche de l'ambiante et augmenter de volume en rejoignant la capacité tampon 43 en ayant récupéré une quantité d'énergie non négligeable dans l'atmosphère.According to another characteristic of the invention, 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. According to one of the preferred characteristics of the invention, 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. During operation when the working piston 54 is at its top dead center, 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. During the upward stroke of the piston 54, 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.
La figure 7 représente, vu en perspective, un échangeur thermique air-air 41 tel que décrit sur les figures précédentes, équipé selon le dispositif de mise en oeuvre du procédé de l'invention décrit ci-après, pour climatiser le véhicule avec un conduit d'arrivé d'air à très basse température 39 et un conduit de départ après réchauffage de l'air 42 pour son utilisation finale, l'air de l'atmosphère destiné à le réchauffer est collecté à travers un conduit 55 et soufflé à travers le radiateur par un ventilateur 56. En cédant ses calories à l'air comprimé contenu dans le radiateur, l'air de l'atmosphère se refroidit et est collecté dans un conduit 56 ou un volet mobile 57 permet d'en diriger tout ou partie suivant son ouverture, vers l'habitacle du véhicule pour en assurer la climatisation. La régulation du flux d'air réfrigéré peut être opérée selon tous moyens connus en ce domaine tel que masque sur le radiateur, volets, addition d'air chaud etc.. sans pour autant changer le principe de cette caractéristique de l'invention. Ce dispositif peut être utilisé en combinaison avec les autres dispositifs décrits précédemment sans changer pour autant le principe de l'invention qui vient d'être décrite. 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. By yielding its calories to the compressed air contained in the radiator, 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.

Claims

REVENDICATIONS
1.- Procédé de récupération d'énergie thermique environnante pour moteurs ou véhicules équipés de moteurs dépollués ou dépolluant fonctionnant avec injection d'air additionnel dans la chambre de combustion ou d'expansion et ayant un réservoir de stockage d'air comprimé haute pression caractérisé en ce que l'air comprimé contenu dans le réservoir de stockage haute pression, est, préalablement à son utilisation finale à pression inférieure, détendu à une pression proche de celle nécessaire à son utilisation finale, dans un système à volume variable, par exemple un piston dans un cylindre, produisant un travail qui a pour conséquence de refroidir à basse température l'air comprimé ainsi détendu et en ce que cet air comprimé et détendu à sa pression d'utilisation est envoyé dans un échangeur thermique, pour se réchauffer, et augmenter ainsi sa pression et/ou son volume par récupération d'un apport d 'énergie thermique. 1.- Method for recovering surrounding thermal energy for engines or vehicles equipped with depolluted or depolluting engines operating with injection of additional air into the combustion or expansion chamber and having a high pressure compressed air storage tank characterized in that the compressed air contained in the high-pressure storage tank is, prior to its final use at lower pressure, 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 has the consequence of cooling at low temperature the compressed air thus expanded and in that this compressed air and expanded to its operating pressure is sent to a heat exchanger, to heat up, and thus increasing its pressure and / or its volume by recovering a supply of thermal energy.
2.- Procédé selon la revendication 1 caractérisé en ce que l'air comprimé détendu et à basse température est envoyé dans un échangeur thermique avec de l'air environnant à température ambiante, pour se réchauffer jusqu'à une température sensiblement égale à ladite température ambiante et, augmenter ainsi sa pression et/ou son volume en ayant récupéré un apport d'énergie thermique provenant de l'atmosphère. 2.- Method according to claim 1 characterized in that the compressed compressed air and at low temperature is sent into a heat exchanger with surrounding air at room temperature, to warm up to a temperature substantially equal to said temperature ambient and, thus increase its pressure and / or its volume by having recovered a contribution of thermal energy coming from the atmosphere.
3.- Procédé selon la revendication 1 ou 2, caractérisé en ce que, tout ou partie de l'air détendu à très basse température est réchauffé sur les zones chaudes du moteur servant ainsi de complément au système de refroidissement de ce dernier, en combinaison ou non avec son passage dans l'échangeur thermique.3.- Method according to claim 1 or 2, characterized in that all or part of the air relaxed at very low temperature is heated on the hot areas of the engine thus serving as a complement to the cooling system of the latter, in combination or not with its passage through the heat exchanger.
4.- Application du procédé suivant les revendications 1 à 3, caractérisé en ce que le travail produit lors de la détente dans le système à volume variable est récupéré et utilisé par des moyens mécaniques, électriques, pneumatiques ou hydrauliques en complément de puissance au moteur.4.- Application of the method according to claims 1 to 3, characterized in that the work produced during expansion in the variable volume system is recovered and used by mechanical, electrical, pneumatic or hydraulic means in addition to engine power .
5.- Application du procédé suivant la revendication 2 caractérisé en ce que, l'air ambiant qui traverse l'échangeur air-air et qui est refroidi est utilisé pour assurer la climatisation du véhicule. 5.- Application of the method according to claim 2 characterized in that the ambient air which passes through the air-air exchanger and which is cooled is used to provide air conditioning of the vehicle.
6.- Dispositif pour l'application du procédé de l'invention selon la revendication 4, caractérisé en ce que, le système à volume variable est constitué d'un piston (30), muni de tiges de commande et/ou de transmission de mouvement (32, 34), coulissant dans un cylindre (31) fermé des deux côtés et déterminant ainsi dans ledit cylindre d'un côté une chambre de détente et de travail (35) dans laquelle débouche un conduit d'admission d'air haute pression (37) dont l'ouverture et la fermeture sont commandées par une électrovanne (38) pour permettre l'admission d'une charge d'air comprimé haute pression qui va se détendre en repoussant le piston, en produisant un travail et en se refroidissant à basse température, et un conduit d'échappement (39) dont l'ouverture et la fermeture sont commandées par une électrovanne (40) permettant lors du retour du piston (30) de propulser Fair comprimé détendu et à basse température dans l'échangeur thermique (41) où il va se réchauffer jusqu'à une température proche de l'ambiante en augmentant ainsi de volume, pour être ensuite dirigé en sortie de radiateur vers une capacité à pression quasi constante (43) elle même reliée d'une part à l'injecteur d'air comprimé additionnel (22), et d'autre part à la chambre de contrepression (36) permettant de réguler la pression de fin de détente et d'équilibrer les pressions de part et d'autre de ce dernier afin que ledit piston puisse être repoussé à son point de départ par un ressort (46).6.- Device for applying the method of the invention according to claim 4, characterized in that, the variable volume system consists of a piston (30), provided with control rods and / or transmission movement (32, 34), sliding in a cylinder (31) closed on both sides and thus determining in said cylinder on one side an expansion and working chamber (35) into which opens a high air intake duct pressure (37), the opening and closing of which are controlled by a solenoid valve (38) to allow the admission of a charge of high pressure compressed air which will relax by pushing the piston, producing work and being cooling at low temperature, and an exhaust duct (39), the opening and closing of which are controlled by a solenoid valve (40) making it possible, when the piston (30) returns, to propel the relaxed compressed tablet at low temperature into the heat exchanger (41) where it will r warm up to a temperature close to ambient, thereby increasing the volume, to then be directed at the radiator outlet to an almost constant pressure capacity (43) which is itself connected on the one hand to the additional compressed air injector (22), and on the other hand to the back-pressure chamber (36) making it possible to regulate the pressure at the end of expansion and to balance the pressures on either side of the latter so that said piston can be pushed back to its starting point by a spring (46).
7.- Dispositif pour l'application selon la revendication 4 caractérisé en ce que le système de détente produisant un travail permet de réaliser une assistance à la commande d'un piston de surpression (26) coulissant dans un cylindre (25) débouchant dans la chambre de combustion ou d'expansion (2) permettant d'effectuer une surcompression de l'air contenu dans la chambre de combustion alors que le phasage est assuré par une came (29), alors que la détente de la charge d'air comprimé haute pression admise dans la chambre de travail et de détente (35) repousse le piston (30) qui par l'intermédiaire de sa tige de commande (34) agit sur un levier à pression (27,28) qui repousse le piston de surcompression (26) augmentant ainsi la pression dans la chambre de combustion ou d'expansion (2), et par voie de conséquence la performance du moteur. 7.- Device for the application according to claim 4 characterized in that the expansion system producing a work makes it possible to carry out assistance with the control of an overpressure piston (26) sliding in a cylinder (25) opening into the combustion or expansion chamber (2) enabling the air contained in the combustion chamber to be overcompressed while phasing is ensured by a cam (29), while the expansion of the compressed air charge high pressure admitted into the working and expansion chamber (35) pushes back the piston (30) which by means of its control rod (34) acts on a pressure lever (27,28) which pushes back the over-compression piston (26) thereby increasing the pressure in the combustion or expansion chamber (2), and consequently the performance of the engine.
8.- Dispositif pour l'application selon la revendication 4 caractérisé en ce que le système de détente produisant un travail est utilisé pour fournir de l'énergie électrique, la tige de commande (34) étant équipée d'un noyau de ferrite (49) circulant dans un enroulement (50), l'ensemble étant rappelé par un ressort (46). 8.- Device for the application according to claim 4 characterized in that the expansion system producing a work is used to supply electrical energy, the control rod (34) being equipped with a ferrite core (49 ) circulating in a winding (50), the assembly being returned by a spring (46).
9.- Dispositif selon les revendications 7 et 8, caractérisé en ce que le système de détente produisant un travail est utilisé de manière mixte pour produire de l'électricité par l'intermédiaire d'un noyau de ferrite et d'un enroulement (49) ainsi que pour effectuer une surpression de l'air contenu dans la chambre de combustion ou d'expansion (2) tel que décrit dans la revendication 6. 9.- Device according to claims 7 and 8, characterized in that the expansion system producing work is used in a mixed manner to produce electricity via a ferrite core and a winding (49 ) as well as for carrying out an overpressure of the air contained in the combustion or expansion chamber (2) as described in claim 6.
10.- Dispositif pour l'application et la mise en oeuvre du procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'air comprimé haute pression contenu dans le réservoir de stockage (23) est détendu dans un système à volume variable constitué d'un piston (54) relié par l'intermédiaire d'une bielle (53 ) au vilebrequin moteur (18) et coulissant dans un cylindre borgne (55) déterminant au dessus dudit piston une chambre de travail .dans laquelle débouche un conduit d'admission d'air haute pression (37) dont l'ouverture et la fermeture sont commandées par une électrovanne (38) pour permettre l'admission d'une charge d'air comprimé haute pression qui va se détendre en repoussant le piston (54), en produisant un travail directement récupéré sur l'arbre moteur (18) et en se refroidissant à très basse température, et un conduit d'échappement (39) dont l'ouverture et la fermeture sont commandées par une électrovanne (40) permettant lors du retour du piston (54) vers son point mort haut de refouler l'air comprimé détendu et à basse température dans l'échangeur thermique (41) ou il va se réchauffer jusqu'à une température proche de l'ambiante en augmentant ainsi de volume, pour être ensuite dirigé en sortie du radiateur vers une capacité à pression quasi constante (43) elle-même reliée à l'injecteur d'air comprimé additionnel (22). 10.- Device for applying and implementing the method according to any one of claims 1 to 4, characterized in that the high pressure compressed air contained in the storage tank (23) is expanded in a system variable volume consisting of a piston (54) connected via a connecting rod (53) to the engine crankshaft (18) and sliding in a blind cylinder (55) determining above said piston a working chamber .in which opens a high pressure air intake duct (37), the opening and closing of which are controlled by a solenoid valve (38) to allow the admission of a charge of high pressure compressed air which will relax by pushing back the piston (54), by producing a work directly recovered on the motor shaft (18) and by cooling to very low temperature, and an exhaust duct (39) whose opening and closing are controlled by a solenoid valve (40) allowing during re turn the piston (54) towards its top dead center to discharge the compressed compressed air at low temperature into the heat exchanger (41) or it will heat up to a temperature close to ambient, thus increasing the volume , to then be directed at the outlet of the radiator to an almost constant pressure capacity (43) itself connected to the additional compressed air injector (22).
11.- Dispositif pour l'application selon la revendication 5 caractérisé en ce que l'air ambiant est canalisé et soufflé par un ventilateur (56) à travers un collecteur (55) pour se refroidir en cédant ses 11.- Device for the application according to claim 5 characterized in that the ambient air is channeled and blown by a fan (56) through a collector (55) to cool by yielding its
PCT/FR1998/000109 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air WO1998032963A1 (en)

Priority Applications (14)

Application Number Priority Date Filing Date Title
AU59943/98A AU737162B2 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air
SK969-99A SK96999A3 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air
CA002278227A CA2278227C (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air
DE69819687T DE69819687T2 (en) 1997-01-22 1998-01-22 METHOD AND DEVICE FOR RECOVERY OF ENVIRONMENTAL HEAT FOR VEHICLES WITH AN ENVIRONMENTALLY FRIENDLY ENGINE WITH ADDITIONAL COMPRESSED AIR
BR9807503A BR9807503A (en) 1997-01-22 1998-01-22 Ambient energy recovery process and device for vehicles equipped with a clean engine with additional compressed air injection
IL13102998A IL131029A0 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with a pollution-free engine with secondary compressed air
KR10-1999-7006637A KR100394890B1 (en) 1997-01-22 1998-01-22 Method and Device for Recuperating Ambient Thermal Energy for Vehicle Equipped with an Pollution-Free Engine with Secondary Compressed Air
EP98903101A EP0954691B1 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air
HU0001726A HUP0001726A3 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air
EA199900670A EA001782B1 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-freeengine with secondary compressed air
JP10531669A JP2000514901A (en) 1997-01-22 1998-01-22 Method and apparatus for recovering heat energy around a vehicle equipped with a pollution-free engine using compressed secondary air
AT98903101T ATE254241T1 (en) 1997-01-22 1998-01-22 METHOD AND DEVICE FOR RECOVERING AMBIENT HEAT FOR VEHICLES WITH ENVIRONMENTALLY FRIENDLY ENGINE WITH ADDITIONAL COMPRESSED AIR
APAP/P/1999/001594A AP9901594A0 (en) 1997-01-22 1998-01-22 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air.
HK00101418A HK1022506A1 (en) 1997-01-22 2000-03-07 Method and device for recuperating ambient thermal energy for vehicle equipped with an pollution-free engine with secondary compressed air

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FR9700851A FR2758589B1 (en) 1997-01-22 1997-01-22 PROCESS AND DEVICE FOR RECOVERING AMBIENT THERMAL ENERGY FOR VEHICLE EQUIPPED WITH DEPOLLUTE ENGINE WITH ADDITIONAL COMPRESSED AIR INJECTION
FR97/00851 1997-01-22

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EP (1) EP0954691B1 (en)
JP (1) JP2000514901A (en)
KR (1) KR100394890B1 (en)
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AP (1) AP9901594A0 (en)
AT (1) ATE254241T1 (en)
AU (1) AU737162B2 (en)
BR (1) BR9807503A (en)
CA (1) CA2278227C (en)
CZ (1) CZ295952B6 (en)
DE (1) DE69819687T2 (en)
EA (1) EA001782B1 (en)
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FR (1) FR2758589B1 (en)
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CN104454228B (en) * 2013-10-30 2016-06-01 摩尔动力(北京)技术股份有限公司 External internal combustion piston oil engine
CN103899431B (en) * 2014-04-30 2016-01-20 郭远军 A kind of V-type negative pressure power equipment and work method thereof
FR3066227B1 (en) * 2017-05-09 2019-06-07 Peugeot Citroen Automobiles Sa INTERNAL COMBUSTION ENGINE WITH HIGH PRESSURE ISOTHERMAL COMPRESSION OF AN ADJUSTED AIR FLOW
CN108087393A (en) * 2017-11-28 2018-05-29 江苏金荣森制冷科技有限公司 The tubing type industrial constant-temperature machine of hydraulic pressure bypass with piston type relief valve
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CN111120090A (en) * 2020-02-10 2020-05-08 梁秋萍 Energy storage type power device
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FR2797429A1 (en) 1999-08-12 2001-02-16 Guy Negre Transport network comprising fleet of vehicles, boat and compressed air charging station installed near waterway comprising wave powered turbine driving air compressor
WO2001012983A1 (en) 1999-08-12 2001-02-22 Guy Negre Transport network comprising a fleet of vehicles, boat and station for recharging such a transport system with compressed air
FR2831598A1 (en) 2001-10-25 2003-05-02 Mdi Motor Dev Internat COMPRESSOR COMPRESSED AIR-INJECTION-MOTOR-GENERATOR MOTOR-GENERATOR GROUP OPERATING IN MONO AND PLURI ENERGIES
FR2837530A1 (en) 2002-03-21 2003-09-26 Mdi Motor Dev Internat Group of individual co-generation units in local network, uses centralized control of co-generation installation that has for each building a motor-compressor motor-alternator unit
WO2003081012A1 (en) 2002-03-21 2003-10-02 Mdi Motor Developement International S.A. Individual cogeneration plant and local network
FR2838769A1 (en) 2002-04-22 2003-10-24 Mdi Motor Dev Internat Variable flow reducing valve for compressed air injection engine comprising high pressure air tank and buffer capacity utilizes pilot valve cams controlling rocker arm rods to change lever arm ratio and determine valve lift
WO2004014715A2 (en) 2002-08-13 2004-02-19 Mdi Motor Development International S.A. Convenient, modular urban and suburban transport vehicle
FR2843577A1 (en) 2002-08-13 2004-02-20 Mdi Motor Dev Internat Urban passenger transport system uses short passenger modules each with compressed air power transmission and central control
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JP2008544153A (en) * 2005-06-24 2008-12-04 エムディーアイ−モーター・ディベロップメント・インターナショナル・エス．エー． A low-temperature engine-compressor unit with an active chamber that continuously burns "cold" at constant pressure
US8276384B2 (en) 2006-07-21 2012-10-02 Mdi-Motor Development International S.A. Ambient temperature thermal energy and constant pressure cryogenic engine
US8191350B2 (en) 2006-09-05 2012-06-05 Mdi-Motor Development International S.A. Compressed-air or gas and/or additional-energy engine having an active expansion chamber
EP1914058A1 (en) 2006-10-16 2008-04-23 MDI Motor Development International S.A. Method of manufacture of a structural shell of an economical car
CN103452589A (en) * 2013-08-22 2013-12-18 安徽农业大学 Air distribution mechanism for two-stage type air power engine
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RU199020U1 (en) * 2020-03-24 2020-08-07 Вячеслав Степанович Калекин PISTON ENGINE

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WO1998032963A9 (en) 1999-07-29
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OA11186A (en) 2003-05-13
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CN1092758C (en) 2002-10-16
SK96999A3 (en) 2000-05-16

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