WO2010124658A1 - 减压储气装置、喷气系统及机动车 - Google Patents

减压储气装置、喷气系统及机动车 Download PDF

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Publication number
WO2010124658A1
WO2010124658A1 PCT/CN2010/072399 CN2010072399W WO2010124658A1 WO 2010124658 A1 WO2010124658 A1 WO 2010124658A1 CN 2010072399 W CN2010072399 W CN 2010072399W WO 2010124658 A1 WO2010124658 A1 WO 2010124658A1
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WO
WIPO (PCT)
Prior art keywords
gas
chamber
gas storage
heat exchange
air
Prior art date
Application number
PCT/CN2010/072399
Other languages
English (en)
French (fr)
Inventor
丛洋
Original Assignee
Cong Yang
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.)
Filing date
Publication date
Priority claimed from CN200910107195.9A external-priority patent/CN101875300B/zh
Priority claimed from CN200910107196.3A external-priority patent/CN101876398B/zh
Application filed by Cong Yang filed Critical Cong Yang
Priority to BRPI1009927A priority Critical patent/BRPI1009927A2/pt
Priority to EP10769347A priority patent/EP2426393A1/en
Priority to SG2011080371A priority patent/SG175851A1/en
Priority to CA2760582A priority patent/CA2760582A1/en
Priority to JP2012507597A priority patent/JP5511943B2/ja
Publication of WO2010124658A1 publication Critical patent/WO2010124658A1/zh
Priority to IL215995A priority patent/IL215995A0/en
Priority to US13/285,513 priority patent/US8534059B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M21/00—Apparatus for supplying engines with non-liquid fuels, e.g. gaseous fuels stored in liquid form
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C1/00—Gas-turbine plants characterised by the use of hot gases or unheated pressurised gases, as the working fluid
    • F02C1/02—Gas-turbine plants characterised by the use of hot gases or unheated pressurised gases, as the working fluid the working fluid being an unheated pressurised gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D1/00—Wind motors with rotation axis substantially parallel to the air flow entering the rotor 
    • F03D1/02—Wind motors with rotation axis substantially parallel to the air flow entering the rotor  having a plurality of rotors
    • F03D1/025—Wind motors with rotation axis substantially parallel to the air flow entering the rotor  having a plurality of rotors coaxially arranged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D1/00—Wind motors with rotation axis substantially parallel to the air flow entering the rotor 
    • F03D1/04—Wind motors with rotation axis substantially parallel to the air flow entering the rotor  having stationary wind-guiding means, e.g. with shrouds or channels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D15/00—Transmission of mechanical power
    • F03D15/10—Transmission of mechanical power using gearing not limited to rotary motion, e.g. with oscillating or reciprocating members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D3/00—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor 
    • F03D3/02—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor  having a plurality of rotors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D3/00—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor 
    • F03D3/04—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor  having stationary wind-guiding means, e.g. with shrouds or channels
    • F03D3/0436—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor  having stationary wind-guiding means, e.g. with shrouds or channels for shielding one side of the rotor
    • F03D3/0445—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor  having stationary wind-guiding means, e.g. with shrouds or channels for shielding one side of the rotor the shield being fixed with respect to the wind motor
    • F03D3/0463—Wind motors with rotation axis substantially perpendicular to the air flow entering the rotor  having stationary wind-guiding means, e.g. with shrouds or channels for shielding one side of the rotor the shield being fixed with respect to the wind motor with converging inlets, i.e. the shield intercepting an area greater than the effective rotor area
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/30—Wind motors specially adapted for installation in particular locations
    • F03D9/32—Wind motors specially adapted for installation in particular locations on moving objects, e.g. vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2240/00—Components
    • F05B2240/90—Mounting on supporting structures or systems
    • F05B2240/94—Mounting on supporting structures or systems on a movable wheeled structure
    • F05B2240/941—Mounting on supporting structures or systems on a movable wheeled structure which is a land vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F17—STORING OR DISTRIBUTING GASES OR LIQUIDS
    • F17C—VESSELS FOR CONTAINING OR STORING COMPRESSED, LIQUEFIED OR SOLIDIFIED GASES; FIXED-CAPACITY GAS-HOLDERS; FILLING VESSELS WITH, OR DISCHARGING FROM VESSELS, COMPRESSED, LIQUEFIED, OR SOLIDIFIED GASES
    • F17C2265/00—Effects achieved by gas storage or gas handling
    • F17C2265/06—Fluid distribution
    • F17C2265/066—Fluid distribution for feeding engines for propulsion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/728—Onshore wind turbines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/74—Wind turbines with rotation axis perpendicular to the wind direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a reduced pressure gas storage device, a jet system, and a motor vehicle.
  • the above-mentioned invention firstly proposes a ventilating engine and a motor vehicle that use high-pressure gas as a main power and directly utilizes a wind-impedance airflow as an auxiliary power, and the vehicle does not need to convert the wind-resistant airflow into electric energy, and does not require a complicated electromechanical energy conversion system, simplifying
  • the structure of the motor vehicle provides a new way to save energy and find alternatives to fuel.
  • Patent application 2008/022556 discloses a combined blast engine comprising left and right damper engines having a second impeller and independently mounted on the left and right damper engines
  • the first high-pressure gas engine of an impeller, the first high-pressure gas engine and the surrounding first high-pressure gas engine, and the right first-pressure engine and the surrounding first high-pressure gas engine output power through the left power output shaft, the right power output shaft, and the exchange After the wheel and gear are driven, the main power is output.
  • the technical problem to be solved by the present invention is to provide a reduced pressure gas storage device, a jet system, and a motor vehicle that can continue to work stably.
  • a vacuum gas storage device comprising a gas storage container and a heat exchange device, the gas storage container having an air inlet for receiving compressed gas and for outputting gas The air outlet is for heating the gas in the input gas storage container.
  • the reduced pressure gas storage device further includes a pressure reducing valve, and the compressed gas is depressurized by the pressure reducing valve and then enters the gas storage container.
  • the heat exchange device includes a first heat exchange unit, the first heat exchange unit is provided with a first medium, and the first medium exchanges heat with a gas in the gas storage container to heat the gas.
  • the decompression gas storage device comprises a diffuser and a first circulation pump, the first heat exchange unit, the diffuser and the first circulation pump constitute an internal circulation cooling system, and the first medium is in the first heat exchange unit It is circulated in the air cooler, and the air cooler exchanges heat with the ambient air.
  • the first heat exchange unit has a first temperature adjustment chamber, the first temperature adjustment chamber surrounds the circumference of the gas storage container, and the first medium is installed between the first temperature adjustment chamber and the gas storage container, and both ends of the air cooler Each of the first temperature adjustment chambers is connected.
  • the heat exchange device further includes a second heat exchange unit, the air inlet, the first heat exchange unit, the second heat exchange unit and the air outlet are sequentially distributed, and the second heat exchange tube unit has a second temperature adjustment chamber and a second a medium and a heater, the second temperature adjustment chamber surrounds the gas storage container, the second medium is installed between the gas storage container and the second temperature adjustment chamber, the heater is installed on the second temperature adjustment chamber, and the second medium is heated The second medium exchanges heat with the gas in the gas storage container.
  • the second temperature adjustment chamber is coupled to the heat sink, the second medium circulates within the second temperature adjustment chamber and the heat sink, and the heat sink is in heat exchange with the ambient air.
  • a motor vehicle refrigeration system includes a gas storage container, a pressure reducing valve, a heat exchange device, a diffuser, and a first circulation pump, wherein the gas storage container receives compressed gas after being depressurized by a pressure reducing valve, the first The heat exchange unit, the diffuser and the first circulation pump constitute an internal circulation cooling system, and the first medium circulates in the first heat exchange unit and the air cooler, and the air cooler exchanges heat with the ambient air.
  • a compressed gas engine includes a housing, an impeller body mounted in the housing, and a jet system, the output of the air nozzle for injecting compressed gas into the impeller body within the housing.
  • the pressure reducing valve includes a casing, a valve core, an adjusting block and an elastic body.
  • the valve core is disposed inside the casing and is sealingly and slidingly engaged with the casing.
  • the casing has a casing axially extending through the casing and radially penetrates the casing.
  • An air passage of the housing the housing being connected to the intake duct, the air passage connecting the housing and the gas storage container, the valve core having a sealing end and an adjusting end, the elastic body being disposed between the adjusting block and the regulating end of the valve core
  • the adjusting block is fixed to the casing, and the valve core has a first position and a second position. In the first position, the sealing end blocks the intake pipe to disconnect the intake pipe and the gas storage container; in the second position, the sealed end Leave the intake duct to connect the intake duct to the gas storage container.
  • the pressure reducing valve includes a first control valve and a second control valve, the first control valve including a first valve seat having a cavity, a first valve plug, a second elastomer, a first gas line, and a second gas a conduit, a third gas conduit, and a fourth gas conduit, the first valve plug being disposed within the cavity and dividing the cavity into a first chamber and a second chamber, the first a valve plug sealingly mating with the first valve seat, the second elastomer being disposed in the second chamber and supporting the first valve plug, the second gas line connecting the first gas tube a second gas line connecting the first chamber and the second chamber, the fourth gas line and the first gas line are connected to the first chamber,
  • the cross-sectional area of the second gas line is smaller than the cross-sectional area of the third gas line, and the second control valve is connected to the third gas line and controls the flow rate of the gas in the third gas line,
  • the first valve plug has a first position and a second position in a sliding direction,
  • a jet system comprising a compressed gas container for storing compressed gas, a distributor for delivering compressed gas to a compressed gas engine, and a reduced pressure gas storage device, the output of the compressed gas container being connected to a reduced pressure gas storage device via a pipeline
  • the air inlet of the pressure reducing gas storage device is connected to the distributor.
  • a motor vehicle includes a wheel, a drive train, a compressed gas engine, and a jet system, the jet system, the compressed gas engine, the drive train, and the wheels being sequentially connected.
  • the beneficial effects of the present invention are: When the applicant of the present invention conducts running tests on a motor vehicle using a compressed gas engine, it is found that the power is often insufficient when the time is long. After each occurrence of this situation, the applicant only stopped the test and checked all parts of the motor vehicle, but still could not find the problem until an unexpected discovery that the air nozzle was condensed and frozen, and the gas could not be normally ejected. The situation was analyzed and it was found that the pressure reducing valve was also easy to freeze when it was working. In response to this situation, the gas in the input gas storage container is heated by providing a heat exchange device to eliminate the icing phenomenon. Moreover, by providing a diffuser, it is also possible to cool the ambient air, saving energy. By actively setting the heater, on the one hand, the stability of the compressed air operation can be further improved, and the heating problem of the motor vehicle can be solved.
  • FIG. 1 is a schematic structural view of a compressed air container, a jet system, and a compressed gas engine of a motor vehicle;
  • FIG. 2 is a schematic structural view of a gas pressure regulator of a motor vehicle in a closed position
  • Figure 3 is a schematic view showing the structure of a gas pressure regulator of a motor vehicle in an open position
  • Figure 4 is a cross-sectional view taken along line A-A of Figure 3;
  • Figure 5 is a schematic diagram showing the structure of a motor vehicle (only two wheels are shown);
  • Figure 6 is a top plan view of a motor vehicle
  • Figure 7 is a top plan view of an integrated windage engine and a compressed gas engine
  • Figure 8 is a front elevational view of the integrated windage engine and compressed gas engine
  • Figure 9 is a front elevational view of a compressor gas engine of a motor vehicle
  • Figure 10 is a top plan view of a compressed gas engine of a motor vehicle
  • 11 and 12 respectively show schematic diagrams of a windshield engine and a compressed gas engine in series and in series;
  • Figure 13 is a structural view of an air nozzle
  • Figure 14 is a plan view of a second embodiment of the motor vehicle
  • Figure 15 is a plan view of a third embodiment of the motor vehicle.
  • Figure 16 is a plan view of a fourth embodiment of a motor vehicle
  • Figure 17 is a structural view showing a flow regulating valve of a fifth embodiment of the motor vehicle when it is closed;
  • Figure 18 is a structural view showing a flow regulating valve of a fifth embodiment of the motor vehicle when it is opened;
  • 19 is a schematic structural view showing a connection relationship between a flow regulating valve of a fifth embodiment of the motor vehicle and a compressed gas container, a distributor, and a transmission mechanism;
  • Figure 20 is a plan view of a motor vehicle employing another windage resistant engine
  • 21 to 23 are respectively a front cross-sectional view, a side cross-sectional view, and a plan view of the windage engine of Fig. 20.
  • the motor vehicle of the present embodiment includes a jet system, a compressed gas engine 4, a wind resistance engine 3, 3', a drive train 11, and wheels 123.
  • the jet system has an air nozzle 60 having a main power output shaft 120, the air nozzle 60 of the jet system is jetted to the compressed gas engine 4, and the compressed gas engine 4 compresses and re-expands the gas to drive the main power of the compressed gas engine.
  • the output shaft 120 rotates, and the main power output shaft 120 drives the wheel 123 to rotate through the drive train 11.
  • the powertrain 11 may include a transmission 112, a universal transmission 113, and a transaxle 114 that are sequentially connected.
  • a first clutch 56 is connected between the main power output shaft 120 of the compressed gas engine 4 and the drive train 11, and the drive axle 114 is connected. Connect the wheels 123.
  • the jet system includes a compressed gas container 20 for storing compressed gas, a reduced pressure gas storage device, a distributor 30, and an air nozzle 60, and the output of the compressed gas container 20 is connected to a reduced pressure reservoir via a line 3.
  • the air inlet of the air device, the air outlet of the vacuum gas storage device is connected to the air nozzle 60 via the distributor 30, and the distributor 30 is configured to divide the gas outputted from the vacuum gas storage device into multiple gases, and the respective gases pass through corresponding The air nozzle 60 is ejected.
  • the reduced pressure gas storage device includes a gas storage container and a heat exchange device.
  • the gas storage container has a first gas chamber 2 having a first gas inlet 21 for gas input and a first gas outlet 22 for outputting gas. .
  • the two ends of the pipeline 3 are respectively connected to the compressed gas container 20 and the first air inlet 21 of the first air chamber 2, and the pipeline 3 may have one or more.
  • the cross-sectional area of the pipeline 3 is smaller than the sectional area of the compressed gas container 20. And the cross-sectional area of the first gas chamber 2.
  • the heat exchange device includes a first heat exchange unit 40, the first heat exchange unit 40 is mounted on the first gas chamber 2, and the first heat exchange unit 40 includes a first temperature adjustment chamber 41 and a first medium 42, the first temperature adjustment The chamber 41 surrounds the circumference of the first air chamber 2, and the first medium 42 is installed between the first temperature adjustment chamber 41 and the first air chamber 2, and the first medium 42 may be a liquid (such as water) or a gas, or Other media that can function as heat exchange.
  • the temperature of the first medium 42 is higher than the temperature of the gas in the first gas chamber 2, so that the compressed gas in the compressed gas container 20 is released to the first gas chamber 2 through the line 3, and is exchanged with the first medium 42 to be exchanged.
  • the first gas chamber 2 may be made of a material having better thermal conductivity to facilitate heat exchange between the gas in the first gas chamber 2 and the first medium 42.
  • the first temperature adjustment chamber 41 may be made of a material that is not thermally conductive or has poor thermal conductivity, so that heat is not easily dissipated into the ambient air.
  • the first heat exchange unit 40 is connected to the diffuser 5, and both ends of the diffuser 5 are connected to the first temperature adjustment chamber 41 to form a refrigeration cycle, and the first cooler pump 51 and the control are provided on the air cooler 5.
  • the first circulation pump 51 opens the closed first circulation pump switch 52. After the heat exchange with the gas in the first gas chamber 2, the temperature of the first medium 42 in the first temperature adjustment chamber 41 is lowered, and the temperature-reduced first medium 42 is performed in the diffuser 5 and the first temperature adjustment chamber 41. Cycling, the refrigerating air conditioner circulates the ambient air and exchanges heat with the diffuser 5 to cool the ambient air for cooling purposes.
  • the gas output from the compressed gas container 20 is heated by the first heat exchange unit 40 of the decompression gas storage device, and then ejected through the air nozzle 60, so that the air nozzle 60 is not condensed or even frozen due to the temperature being too low;
  • the first heat exchange unit 40 By connecting the first heat exchange unit 40 to the refrigerating air conditioner, the first medium 42 after cooling is used as a circulating medium to achieve the purpose of cooling the ambient air, thereby saving energy.
  • the air injection system may further include a gas pressure regulator 6 for maintaining the air pressure in the first air chamber 2 at a set air pressure.
  • the gas pressure regulator 6 includes a housing 610, a valve core 620, an elastomer 630, a locking block 640, and an adjustment block 650.
  • the housing 610 is mounted by a fastener 14 at a first air inlet 21 of the first air chamber 2, the housing 610 being partially located inside the first air chamber 2, and the housing 610 partially extending outside the first air chamber 2.
  • the housing 610 has a housing 611 extending axially through the housing and an air passage 612 extending radially through the housing.
  • the housing 611 is in communication with an intake duct 613 that communicates with the conduit 3, the gas Lane 612 is in communication with first plenum 2.
  • the valve core 620 is disposed inside the housing 611 and is sealingly fitted with the housing.
  • the two ends of the valve core 620 in the axial direction of the housing 610 are respectively a sealing end 621 and an adjusting end 622.
  • the sealing end 621 can seal the gas.
  • the elastic body 630 can be elastically deformed in the axial direction of the housing 610.
  • the two ends of the elastic body 630 respectively press against the adjusting end 620 of the valve core 620 and the adjusting block 650, and the adjusting block 650 is screwed to the housing 610, and the locking block 640 is locked.
  • the first and second air guiding holes are respectively axially penetrated, and the adjusting block 650 and the locking block 640 respectively have first and second air guiding holes 651 and 641, and the first and second air guiding holes are respectively screwed into the elastic body 630.
  • 651 and 641 are connected to introduce gas into the cavity 611 and act on the regulating end 622 of the valve core 620, and the diameter of the first air guiding hole 651 is smaller than the diameter of the second air guiding hole 641.
  • the sealing end 621 of the valve core has a truncated cone shape, and a sealing ring 623 having elasticity is fixed on the contour surface.
  • An elastic sealing ring 623 is also fixed to the contour surface of the regulating end of the valve body.
  • the cross-sectional area of the sealed end 621 of the spool is smaller than the cross-sectional area of the adjustment end 622.
  • the pressure acting on the sealed end 621 includes the gas pressure of the gas input from the line 3, and the pressure acting on the regulating end 622 includes the gas pressure of the gas in the first gas chamber 2 and the elastic force of the elastic body 630.
  • the elastic body is, for example, a spring, or other member that can be deformed in the axial direction of the housing 610.
  • the working principle of the gas pressure regulator is as follows: when the gas pressure of the gas input from the pipeline 3 is stabilized, a pressure reducing passage 614 is formed between the valve core 620 and the casing 610, so that the gas in the pipeline 3 can pass through the pressure reducing passage 614 and the gas.
  • the passage 612 enters the first air chamber 2; when the air pressure of the gas input from the pipeline is greater than the set air pressure, the air pressure of the input gas pushes the spool 620 to move toward the adjustment end 622 side, and the pressure reduction passage 614 increases in volume, first The air pressure in the air chamber 2 is reduced; when the air pressure of the gas input from the pipeline is less than the set air pressure, the force acting on the regulating end 622 is greater than the force acting on the sealing end 621, so that the valve core faces the sealing end 621 side. Moving, the pressure reducing passage 614 is reduced in volume, and the air pressure in the first pneumatic chamber 2 is increased.
  • the spool moves linearly according to the change in the force acting on the sealed end 621 and the regulating end 622, so that the air pressure in the first air chamber 2 can be stabilized at the set air pressure.
  • the sealing end 621 blocks the air passage 612 and the intake duct 613, and the gas in the line 3 cannot enter the first air chamber 2.
  • the preload of the elastomer 630 can be adjusted so that the initial set air pressure of the gas pressure regulator can be varied.
  • the reduced pressure gas storage device may further include a second gas chamber 7 and a second heat exchange unit 8.
  • the first gas chamber 2 is located before the second gas chamber 7.
  • the second air chamber 7 has a second air inlet 71 and a second air outlet 72, and the second air inlet 71 is connected to the first air outlet 22 of the first air chamber 2.
  • the second heat exchange unit 8 includes a second temperature adjustment chamber 81, a second medium 82, and a heater 83.
  • the second temperature adjustment chamber 81 surrounds the circumference of the second air chamber 7, and the second medium 82 is loaded into the second temperature adjustment chamber 81. Between the second chamber 7, the second medium 82 is such as a liquid or a gas.
  • the heater 83 is used to heat the second medium 82, such as a solar heater, an electric heater or a microwave heater, or other heaters that can be used for medium heating; the heater may have one or more, There may be one or more types of heaters.
  • the second temperature adjustment chamber 81 is connected to the radiator 9 of the heating air conditioner to form a heating cycle.
  • the radiator 9 is provided with a second circulation pump 901 and a second circulation pump switch 902 that controls the second circulation pump 901 to open and close.
  • the heated second medium 82 circulates in the second temperature adjustment chamber 81 and the radiator 9, and the heating air conditioner circulates the ambient air to exchange heat with the radiator 9, so that the ambient air is heated to achieve the purpose of heating. .
  • the gas can be further heated on the basis of the heating of the first heat exchange unit 40, making the air nozzle of the jet system more difficult to condense or even freeze.
  • the second intake port 71 of the second air chamber 7 may also be provided with a pressure reducing valve 6.
  • first temperature adjustment chamber 41 and the second temperature adjustment chamber 81 are connected by a pipeline to form a circulation loop, and the circulation loop is provided with a third circulation pump 903 and a third circulation pump switch for controlling the third circulation pump 903 to be turned on and off. 904.
  • the heat exchange device may only include a first heat exchange unit that utilizes heat exchange to heat the gas in the gas storage container, the number of the first heat exchange units may be one or more; the heat exchange device may also include only the heater
  • the second heat exchange unit may have one or more of the second heat exchange units; the heat exchange device may also include the first and second heat exchange units.
  • the first heat exchange unit not only the gas can be heated, but also the cooled first medium can be used as a medium to cool the interior of the vehicle.
  • the heated second medium acts as a medium for the purpose of warming the interior of the vehicle.
  • the windage engine has two symmetrical structures, which are a first damper engine 3 and a second damper engine 3', respectively.
  • the first windshield engine includes a first casing 117, a first impeller chamber 43, a first impeller 44, and a first impeller shaft 45.
  • the first impeller chamber 43 is surrounded by the first casing 117, and the first impeller 44 has a plurality of Each of the first impellers 44 is fixed on the first impeller shaft 45 and located inside the first impeller chamber 43, and the first casing 117 is provided with a first air inlet 1 for receiving the forward resistance fluid when the vehicle is running.
  • the air inlet 1 has an air inlet port and an air inlet port, and the air inlet port has a larger diameter than the air inlet port.
  • the first air inlet 1 communicates with the first impeller chamber 43 , and the resistance fluid is introduced into the first impeller chamber 43 through the first air inlet 1 to push the first impeller 44 and the first impeller shaft 45 to rotate, and is output through the first impeller shaft 45.
  • the second damper engine 3' has a second casing 117', a second impeller chamber 43', a second impeller 44', a second impeller shaft 45', and a second air inlet 1' for receiving a resistance fluid.
  • the first impeller chamber 43 and the second impeller chamber 43' are independently disposed and are not in communication with each other.
  • the first impeller shaft 45 and the second impeller shaft 45' are parallel and steered oppositely, a first transmission gear 46 is fixed to the first impeller shaft 45, and a second transmission gear 118 is fixed to the second impeller shaft 45'.
  • the motor vehicle also includes a first reversing device, a second reversing device, and an auxiliary power take-off shaft.
  • the first reversing device includes a reversing gear 119 and a conveyor belt 47.
  • the second reversing device includes a first transmission bevel gear 49 and a second transmission bevel gear 50 that are meshed and axially perpendicular, the reversing gear 119 and the first transmission gear 46.
  • the conveyor belt 47 Engaging and parallel to the axis, the conveyor belt 47 is wound around a first transmission bevel gear 49, a second transmission gear 118 and a reversing gear 119 which are distributed in a triangular shape, and the first transmission bevel gear 49 is fixed to the auxiliary power output shaft 130.
  • the power outputted by the first impeller shaft 45 and the second impeller shaft 45' is converted to the auxiliary power output shaft 130 via the first reversing device, and the power output from the auxiliary power output shaft 130 is converted to the motor vehicle by the second reversing device.
  • Drive train 11 The wind resistance engine can have two or more than one or two.
  • the impeller chamber of the damper engine is provided with a plurality of impellers fixed on the impeller shaft, and the resistance fluid drives the imp
  • the power output of the impeller shaft of the wind resistance engine can directly drive the drive train of the motor vehicle after being commutated by the reversing device, as shown in FIG. 11; or can be commutated through the reversing device and connected in series with the main power output shaft of the compressed gas engine.
  • the way to drive the drive train of a motor vehicle is shown in Figure 12.
  • the compressed gas engine 4 is disposed independently of the first and second damper engines 3, 3' and located behind the first and second damper engines 3, 3'.
  • the compressed gas engine 4 has a main power output shaft 120, and the second transmission bevel gear 50 is fixed at the end of the main power output shaft 120, and the first and second transmission bevel gears 49, 50 that are vertically meshed with each other serve the first,
  • the power outputted by the two-resistance engine 3, 3' is vertically commutated and output to the main power output shaft 120 of the compressed gas engine.
  • the motor vehicle is provided with a first clutch device 160 through which the power outputted by the first and second wind resistance engines 3, 3' is output to the auxiliary power output shaft 130, as shown in FIG.
  • the wind resistance engine has no power output, and the first clutch device 160 is separated, so that the auxiliary power output shaft 130 does not rotate with the main power output shaft 120, thereby reducing the starting load of the motor vehicle; the motor vehicle is in normal condition.
  • the first clutch device 160 is engaged, and the power output from the auxiliary power output shaft 130 and the power output from the main power output shaft 120 drive the power train 11 of the motor vehicle.
  • the first clutch device 160 is a conventional one-way clutch, an overrunning clutch, etc., and of course, other clutch devices having a disengaged and engaged state.
  • the compressed gas engine 4 further has a housing and a circular impeller body 74 disposed inside the housing 70.
  • the housing includes an annular side shell 72, an upper cover 73 and a lower cover 73', and the upper cover 73 and the lower cover 73' are respectively fixed to the upper end opening and the lower end opening of the annular side case 72, so that the side case 72, the upper side A closed impeller body chamber 68 is formed between the cover plate 73 and the lower cover plate 73'.
  • the impeller body 74 is located inside the impeller body chamber 68 and the middle portion of the impeller body 74 is sleeved on the main power output shaft 120.
  • a circular working chamber 69 uniformly distributed around the axis of the main power output shaft 120 is formed by notching the circumferential surface of the impeller body 74 and the inner surface of the side casing 72.
  • the working chamber 69 On the cross section of the axis of the vertical main power output shaft 120, the working chamber 69 has a triangular shape formed by connecting three curves end to end.
  • the working chamber 69 may have one turn or multiple turns.
  • the working cavity may be a through groove structure penetrating in the axial direction of the impeller body, the inner surface of the upper cover plate, the inner surface of the lower cover plate and the inner surface of the side case enclosing the working cavity; the working cavity may also be disposed on the circumference of the impeller body
  • the non-grooved structure in the middle of the face, the inner surface of the side case closes the working cavity; of course, the inner surface of the upper cover, the inner surface of the side cover closes the working cavity, or the inner surface and side of the lower cover
  • the inner surface of the shell encloses the working chamber, ie the working chamber is closed by the inner surface of the housing.
  • the inner surface of the side casing 72 is further provided with a plurality of injection ports 67 and a plurality of discharge ports 64, and the injection ports 67 and the discharge ports 64 are spaced apart from each other.
  • the inner side of the side shell 72 is further provided with an annular first-stage muffler chamber 63.
  • the outer surface of the side shell 72 is provided with a plurality of first-stage exhaust ports 65, and each of the spray outlets 64 corresponds to a first-stage exhaust port 65, and the discharge port 64
  • the primary exhaust port 65 is connected through the primary muffler chamber 63.
  • the injection port 67 is not in communication with the discharge port 64, the primary exhaust port 65, and the primary muffler chamber 63.
  • the discharge port 64 and the corresponding primary exhaust port 65 are offset by an angle on a circumference centered on the axis of the main power output shaft 120.
  • Each of the side casings 72 is fixed with a nozzle body 71 at a position corresponding to each of the injection ports 67.
  • Each of the nozzle seats 71 is fixed with two air nozzles 60, and both of the air nozzles 60 extend into the injection port 67.
  • Each of the air nozzles 60 is connected to a jet pipe 54, and the axes of the two air nozzles 60 on each of the jet inlets 67 have an acute angle.
  • the compressed gas of the compressed gas container 20 is sent to the working chamber 69 through the gas injection tube 54 and the air nozzle 60.
  • the gas injected from the air nozzle 60 pushes the impeller body 74 to rotate and is compressed in the working chamber 69.
  • the compressed gas temporarily stored in the working chamber 69 is expanded and ejected from the discharge port 64 at a high speed, and the reaction force at the time of ejection again pushes the impeller body 74 to rotate.
  • the impeller body 74 rotates, the main power output shaft 120 is driven to rotate, thereby driving the power train 11 of the motor vehicle.
  • each working chamber 69 there is a time difference between the gas injected from the receiving air nozzle 60 and the gas ejected from the ejection port 64. During this time difference, the gas is temporarily compressed in the working chamber 69 so that it is ejected. The reaction is greater and can provide more power to the motor vehicle. Since the working chamber 69 is closed by the inner surface of the housing, it is also convenient for the compressed gas to be temporarily stored in the working chamber 69.
  • the first heater 77 for heating the air nozzle 60 may be mounted on the air nozzle housing 71, and the first heater 77 may be a heating wire, the heating wire Embedded in the air nozzle housing 71; as shown in FIG. 13, the air nozzle 60 includes a nozzle body 617 having a cavity 618 extending in the axial direction, and a second heater 615 disposed on the air nozzle body 617.
  • the second heater 615 is a heating wire, and the heating wire is wound around the air nozzle body 617.
  • a heat insulating layer 616 is further disposed on the air nozzle body, and the second heater 615 is located between the heat insulating layer 616 and the air nozzle body 617.
  • the first and second heaters may be selected from the group consisting of electric heaters, microwave heaters, and solar heaters.
  • the motor vehicle further includes a first electric motor 53 that is power-connected to the main power output shaft 120 of the compressed gas engine 4 via a belt drive mechanism 51 that includes a pulley 511 and a belt 512 that is wound around the pulley 511.
  • the motor vehicle further includes a compressed gas reuse system for communicating the primary exhaust port 65 of the compressed gas engine with the impeller chambers 43, 43' of the drag resistant engine.
  • the compressed gas reuse system includes a primary exhaust pipe 57, a secondary muffler chamber 59, and a secondary exhaust pipe 58.
  • the inlet of the primary exhaust pipe 57 is in one-to-one correspondence with the primary exhaust port 65.
  • the outlet of the primary exhaust pipe 57 is collected to the secondary muffler chamber 59, and the secondary muffler 59 and the secondary exhaust pipe 58 are connected. In communication, the outlet of the secondary exhaust pipe 58 is in communication with both the first impeller chamber 43 and the second impeller chamber 43'.
  • the gas ejected at a high speed from the discharge port 64 of the compressed gas engine passes through the first muffler chamber 63 and the first-stage exhaust port 65, and then enters the first-stage exhaust pipe 57, and is silenced by the second muffler chamber 59 to enter the second-stage exhaust pipe.
  • the gas pipe 58 finally enters the first and second impeller chambers 43, 43' to drive the first and second impellers to rotate, thereby realizing the reuse of the compressed gas, thereby effectively saving energy and further improving the driving of the motor vehicle. force.
  • FIG. 14 which is a second embodiment of the motor vehicle of the present invention
  • the main difference between the embodiment and the first embodiment is that the first and second wind resistance engines 3, 3' are horizontally mounted, first, The two impeller shafts 45, 45' are horizontally mounted.
  • the first and second impeller shafts 45, 45' are perpendicular to the main power output shaft 120.
  • the first and second air-resistance engines 3, 3' are vertically mounted, and the first and second impeller shafts 45, 45' are vertically mounted as shown in FIG.
  • the rotation direction of the coaxial output is required for the transmission line.
  • the direction of rotation is perpendicular to each other and cannot be directly output to the power train.
  • the power output from the first and second wind resistance engines must be converted into the direction of rotation consistent with the drive train through the second reversing device.
  • FIG. 15 which is a third embodiment of the motor vehicle of the present invention
  • the main difference between this embodiment and the first embodiment is that the auxiliary power output shaft 130 shared by the first and second wind resistance engines 3, 3' is A second clutch device 111 is disposed between the main power output shafts 120 of the compressed gas engine 4, and the second clutch device 111 can realize the power connection or disconnection between the wind resistance engine and the compressed gas engine.
  • the windshield engine of this embodiment is also horizontally mounted.
  • a pressure reducing valve is further disposed between the distributor 30 of the motor vehicle and the compressed gas container 20, and the pressure reducing valve 40 includes a first control valve 300 and a second control valve 400.
  • the first control valve 300 includes a first valve seat 301, a first valve plug 302 and a resilient device 303.
  • the first valve seat 301 has a cavity 304 in which the first valve plug 302 is placed and associated with the first valve The seat 301 seals the sliding fit and the first valve plug 302 is located within the cavity 304 to divide the cavity 304 into a first chamber 305 and a second chamber 306.
  • the first control valve 300 further includes a first gas line 307, a second gas line 308, a third gas line 309, and a fourth gas line 310, the first gas line 307 is for receiving the input of the compressed gas container 20.
  • Compressed gas one end of the second gas line 308 is in communication with the first gas line 307, and the other end of the second gas line 308 is in communication with the second chamber 306, one end of the third gas line 309 and the second chamber
  • the other end of the third gas line 309 is in communication with the first chamber 305, and the first chamber 305 is connected to the distributor 30 through the fourth gas line 310.
  • the diameter of the first gas line 307 is greater than the diameter of the second gas line 308 and the diameter of the third gas line 309, and the diameter of the second gas line 308 is smaller than the diameter of the third gas line 309.
  • the first valve plug 302 has a closed position and an open position relative to the first valve seat 301. In the closed position, the first valve plug 302 blocks the junction of the first gas line 307 and the first chamber 305 to make the first gas The conduit 307 and the first chamber 305 are not in communication with each other; in the open position, the first valve plug 302 exits the junction of the first gas conduit 307 and the first chamber 305, causing the first gas conduit 307 and the first The chamber 305 is in communication.
  • the first valve plug 302 includes a cylindrical main body portion 311 having a larger diameter and a closed portion 312 having a smaller diameter and a needle shape.
  • the main body portion 311 is slidably engaged with the first valve seat 301, and the outer peripheral surface of the main body portion
  • the sleeve has a first sealing ring 316 that is resilient, and the body portion achieves a sealing fit with the first valve seat 301 through the first sealing ring 316.
  • the main body portion 311 has an inner cavity 317 extending axially.
  • the closing portion 312 is disposed in the inner cavity 317 and is linearly movable relative to the main body portion 311, and the closing portion 312 extends into the first chamber 305.
  • the elastic device 303 includes a first elastic body 313 and a second elastic body 314.
  • the first elastic body 313 is disposed in the inner cavity 317.
  • the two ends of the first elastic body 313 respectively press the connection closing portion 312 and the positioning block 315.
  • the two elastic bodies 314 are disposed in the second chamber 306.
  • the two ends of the second elastic body 314 are respectively fixed to the bottom portion 301a of the first valve seat 301 and the positioning block 315.
  • the positioning block 315 is fixed to the inner cavity 317 by a threaded fit. bottom of.
  • An elastic second seal ring 318 is fixed to an end surface of the top portion of the main body portion 311.
  • the second control valve 400 is disposed on the third gas line 309 for controlling the flow rate of the third gas line 309, and the flow size control includes a change control between the flow rate and the no flow rate, and a large flow rate and a small flow rate. Control between changes.
  • the second control valve 400 has a second valve plug 402 and a second valve seat 401.
  • the second valve plug 402 has a second body portion 404 and a cone 405 at the front end of the second body portion.
  • the second valve seat 401 has an air flow.
  • the passage 406, the air inlet 407 and the air outlet 408 of the air flow passage 406 are connected to the third gas line 309, and the air flow passage 406 is provided with a cone control cavity 410 matching the cone body, and the second body portion 404
  • the threaded engagement with the control chamber 410 is performed by threading the second gap 403 between the cone and the control chamber to control the flow of gas in the third gas line.
  • the second control valve can also be other existing gas flow control devices.
  • the second valve plug 402 is connected to the output end of the transmission mechanism, and the input end of the transmission mechanism is connected to the control switch of the motor vehicle.
  • the transmission mechanism 500 includes a first transmission mechanism 501 and a second transmission mechanism 502 that are connected to the power transmission.
  • the first transmission mechanism 501 is connected to the control switch and the second transmission mechanism 502.
  • the primary pulley 503 and the smaller driven pulley 504 are wound around the primary pulley 503 and the driven pulley 504.
  • the first transmission mechanism 501 moves to drive the driving pulley 503 to rotate, and then the driven pulley 504 is rotated by the belt 505, and the driven pulley 504 drives the second valve plug 402 to rotate, so that the second valve plug 402 is tightened or loosened relative to the second valve seat 401, that is, by changing the size of the second gap 403 between the first valve plug and the first valve seat, the flow rate of the third gas line is adjusted.
  • the second gap 403 is 0, the second control valve 400 is closed and the third gas line 309 is opened.
  • the head of the closing portion 312 blocks the boundary between the first gas line 307 and the first chamber 305.
  • the second seal ring 318 has a gap with the top portion 301b of the first valve seat 301 (or the second seal ring 318 has contacted the top portion 301b); when the compressed gas enters the pressure reducing valve, the compressed gas passes through the first gas line 307.
  • the second gas line 308 inflates into the second chamber 306. During the inflation process, if the control switch 7 is not opened, the air pressure in the second chamber 306 continues to push the first valve plug 302 to move toward the top portion 301b.
  • the head of the closure portion stably blocks the junction (the outer peripheral surface 320 of the closure portion 312 abuts against the inner wall 321 of the first gas line 307) until the second seal ring 318 abuts the top portion 301b (or the second seal ring) After the elastic deformation, the top portion 301b) is pressed; when the control switch 7 is opened, the second valve plug 402 is loosened to open the third gas line 309, and the gas in the second chamber 306 passes through the third gas tube.
  • the path 309 is output to the first chamber 305, and the air pressure in the second chamber 306 is lowered, and the pressure of the compressed gas is lowered.
  • the first valve plug 302 integrally moves toward the bottom 301a of the first valve seat.
  • the main body portion 311 and the closing portion 312 are in an equilibrium position, and the outer peripheral surface 320 of the closing portion is A first gap 319 through which the compressed gas passes is formed between the inner walls 321 of the first gas line.
  • the flow rate and air pressure of the gas in the third gas line may be changed, and the closing portion is moved up or down to change the first gap between the inner wall of the first gas pipe and the outer peripheral surface of the closed portion.
  • the flow rate and air pressure of the gas in the fourth gas pipeline are adjusted to facilitate manipulation.
  • the first and second elastic bodies such as springs that can be telescoped, may also be elastic sleeves, elastic pieces or other elements that can be deformed or elastically deformed in the sliding direction of the first valve plug.
  • the compressed gas in the compressed gas container can be regulated and output to the distributor.
  • the second elastic body 313 can serve as a buffering function, so that when the pressure reducing valve is closed, the rigid impact force of the first valve plug 302 and the first valve seat 301 can be effectively reduced, and the second elastic body can also improve the sealing.
  • the sealing property when the first gas line is sealed Since the cross-sectional area of the second gas line 308 is smaller than the cross-sectional area of the third gas line 309, the gas path of the entire flow control valve can be controlled, and the flow rate can be amplified to improve the control precision. .
  • the two dispensers correspond to two of the pressure reducing valves, and the two pressure reducing valves are controlled by the same control switch.
  • the second transmission mechanism includes two driven pulleys, two The driven pulleys respectively drive the second valve plugs of the two pressure reducing valves, as shown in FIG.
  • two or more pressure reducing valves provided in series are also provided to realize multi-stage control of the flow rate and air pressure of the compressed gas input to the gas distributor.
  • the pressure reducing valve may be entirely disposed in the heat exchange medium 600, and the heat exchange medium exchanges heat with the gas in the pressure reducing valve to heat the gas and then output it through the distributor.
  • the heat exchange medium 600 serves as a circulating medium of the diffuser 700 of the refrigerating air conditioner. After heat exchange with the gas in the pressure reducing valve, the heat exchange medium is cooled, and the cooled heat exchange medium circulates in the diffuser. The purpose of cooling the ambient air.
  • the heat exchange medium is a coolant that is corrosion-resistant, non-volatile, and has a good cooling effect.
  • the wind resistance engine 3 includes a casing 801, an impeller chamber 802, an auxiliary power output shaft 130, and a plurality of sets of impellers 804.
  • the impeller chamber 802 is surrounded by a casing 801.
  • Each group of impellers 804 has at least a plurality of impellers, and each impeller is fixed thereto.
  • the auxiliary power output shaft 130 and the respective impellers are staggered and distributed.
  • the impeller chamber 802 has an air inlet 805 for receiving a forward resistance fluid when the vehicle is running.
  • the air inlet 805 is a small outer bell mouth.
  • Each group of impellers 804 is located in the air inlet 805, and the impellers of each group are sequentially reduced in diameter from the outside to the inside.
  • the auxiliary power output shaft 130 is coaxial with the main power output shaft 120 of the compressed gas engine 4, and a second clutch device 111 is disposed between the main power output shaft 120 and the auxiliary power output shaft 130.
  • the impeller chamber has a first exhaust vent 806 and two symmetrical air outlets 807.
  • the first exhaust vent 806 is open at the side of the casing 801 and located behind the impeller 804, and the air inlet 805 Coaxial with the auxiliary power output shaft 130, the axis of the first exhaust vent 806 has an angle with the axis of the auxiliary power output shaft 130;
  • the second exhaust vent 807 is open at the end of the casing 801 and located at the impeller 804 Rearward, the axis of the second exhaust vent 807 has an angle with the axis of the auxiliary power output shaft 130.
  • the structure of the compressed gas engine is as described above.
  • the second clutch device 111 When starting, the second clutch device 111 is separated, the main power output shaft 120 and the auxiliary power output shaft 130 are disconnected, and the compressed gas engine 4 directly drives the power train of the motor vehicle without driving the impeller of the wind resistance engine 3 to rotate, effectively reducing the starting.
  • the second clutch device When in the running state, the second clutch device is engaged, the main power output shaft 120 and the auxiliary power output shaft 130 are dynamically connected, the resistance fluid pushes each group of impellers to rotate, the impeller drives the auxiliary power output shaft 130 to rotate, and the power of the auxiliary power output shaft 130 passes.
  • the main power output shaft 120 is transmitted to the drive train of the motor vehicle.
  • the power of the auxiliary power output shaft does not need to be commutated and then output, which simplifies the structure, shortens the power transmission line, and saves energy consumption. Due to the use of multiple sets of impellers 804, the resistance fluid in front of the vehicle can be utilized more efficiently.
  • a compressed gas supply system comprises a compressed gas container, a pressure reducing valve, a heat exchange device and an output line, wherein the output of the compressed gas container is connected to a pressure reducing valve via a pipeline, and the working gas is output after the pressure reducing valve is decompressed An output line for heating the pressure reducing valve.
  • the heat exchange device includes a vessel containing a coolant, and the pressure relief valve is placed in the coolant.
  • the compressed gas air supply system comprises a diffuser and a first circulating pump, wherein the container, the diffuser and the first circulating pump are in communication with each other, and the circulating fluid cooling system is formed by using the cooling liquid as a medium, and the air is exchanged with the ambient air through the air cooler. .
  • the heat exchange device includes a heating device for heating the output line.
  • the compressed gas supply system includes a radiator and a second circulation pump, and the heater, the diffuser and the second circulation pump are connected to each other to form a circulating heat dissipation system, and heat exchange with ambient air through the radiator.
  • a compressed gas vehicle refrigeration system includes a compressed gas container, a pressure reducing valve, and a container filled with a cooling liquid. The output of the compressed gas container is connected to a pressure reducing valve via a pipeline, and the working gas is output after the pressure reducing valve is decompressed.
  • the pressure reducing valve is a pressure reducing valve as shown in FIGS. 2 to 4, 17, and 18.

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Description

减压储气装置、喷气系统及机动车 技术领域
本发明是关于一种减压储气装置、喷气系统及机动车。
背景技术
为了避免严重的环境污染和将机动车在行驶过程中遇到的风阻气流直接加以利用，本发明的申请人提出了专利号为US 7,641,005 B2的美国专利申请，该发明公开了一种发动机，其包括呈对称结构布置的左、右风气发动机，左、右风气发动机包括叶轮室和装设在叶轮室内的叶轮、叶片，该发动机以压缩气体作为主动力、以接收运动风阻作为辅助动力，共同驱动叶轮、叶片运转产生动力输出，所述动力经中央主动力输出变速箱变速后驱动机动车运转。
上述发明首创性的提出了采用高压气体作为主动力并直接利用风阻气流作为辅助动力的风气发动机及机动车，该机动车不需要将风阻气流转换为电能，不需要复杂的机电能量转换系统，简化了机动车的结构，为节约能源和寻找燃油替代品提供了一个崭新的途径。
为了进一步优化风气发动机的性能，提高风气发动机及机动车的工作效率，在前述申请的基础上，本发明人的申请人又提出了美国申请号为12/377，513（WO 2008/022556）的专利申请，该专利申请公开了一种组合式风气发动机，其包括各自独立工作的具有第二叶轮的左、右风阻发动机及安装在左、右风阻发动机周围的多个具有第一叶轮的第一高压气体发动机，左风阻发动机及其周围的第一高压气体发动机、和右风阻发动机及其周围的第一高压气体发动机输出的动力经过左动力输出轴、右动力输出轴、换向轮、齿轮传动后输出主动力。
但是，由于上述以压缩气体作为主动力来源的风气发动机及机动车还是一种新兴的技术，仍有必要对该发明的风气发动机及采用该风气发动机的机动车的结构作进一步的完善和改进。特别是在动力性能方面，更是如此。
 技术问题
本发明所要解决的技术问题是提供一种能够持续稳定工作的减压储气装置、喷气系统及机动车。
 技术解决方案
本发明解决其技术问题所采用的技术方案是：一种减压储气装置，包括储气容器和热交换装置，所述储气容器具有用于接受压缩气体的进气口及用于输出气体的出气口，所述热交换装置用于对输入储气容器中的气体进行加热。
所述减压储气装置还包括减压阀，压缩气体经减压阀减压后进入储气容器。所述热交换装置包括第一热交换单元，所述第一热交换单元内装有第一介质，所述第一介质与储气容器内的气体进行热交换而使该气体被加热。所述的减压储气装置包括散冷器和第一循环泵，所述第一热交换单元、散冷器和第一循环泵构成内循环散冷系统，第一介质在第一热交换单元和散冷器内循环，散冷器与环境空气热交换。所述第一热交换单元具有第一温度调节室，第一温度调节室包围储气容器的四周，第一介质装于该第一温度调节室和储气容器之间，散冷器的两端均连接该第一温度调节室。
所述热交换装置还包括第二热交换单元，进气口、第一热交换单元、第二热交换单元及出气口顺次分布，第二热交换管单元具有第二温度调节室、第二介质及加热器，第二温度调节室包围储气容器的周围，第二介质装于储气容器和第二温度调节室之间，加热器安装在第二温度调节室上并对第二介质加热，第二介质与储气容器内的气体热交换。所述第二温度调节室与散热器连接，第二介质在第二温度调节室和散热器内循环，散热器与环境空气热交换。
一种机动车制冷系统，包括储气容器、减压阀，热交换装置、散冷器和第一循环泵，所述储气容器接受经减压阀减压后的压缩气体，所述第一热交换单元、散冷器和第一循环泵构成内循环散冷系统，第一介质在第一热交换单元和散冷器内循环，散冷器与环境空气热交换。
一种压缩气体发动机，包括壳体、装设在壳体内的叶轮体及喷气系统，所述喷气嘴的输出用于向所述壳体内的叶轮体上喷入压缩气体。
所述减压阀包括壳体、阀芯、调节块及弹性体，阀芯置于壳体内部并与壳体密封滑动配合，壳体具有轴向贯穿该壳体的壳腔及径向贯穿该壳体的气道，该壳腔与进气管道连接，该气道连接该壳腔与储气容器，阀芯具有密封端和调节端，弹性体置于调节块和阀芯的调节端之间，调节块与壳体固定，阀芯具有第一位置和第二位置，在第一位置，密封端堵住进气管道，使进气管道和储气容器断开；在第二位置，密封端离开进气管道，使进气管道和储气容器连通。
所述减压阀包括第一控制阀和二控制阀，所述第一控制阀包括具有空腔的第一阀座、第一阀塞、第二弹性体、第一气体管路、第二气体管路、第三气体管路及第四气体管路，所述第一阀塞置于所述空腔内并将所述空腔分隔为第一腔室和第二腔室，所述第一阀塞与所述第一阀座密封滑动配合，所述第二弹性体置于所述第二腔室内并支撑所述第一阀塞，所述第二气体管路连接所述第一气体管路和第二腔室，所述第三气体管路连接所述第一腔室和第二腔室，所述第四气体管路和第一气体管路均连接所述第一腔室，所述第二气体管路的截面积小于第三气体管路的截面积，所述第二控制阀与所述第三气体管路连接并控制所述第三气体管路中气体的流量，所述第一阀塞具有在滑动方向上的第一位置和第二位置，在所述第一位置时，所述第一阀塞堵住所述第一气体管路，使所述第一气体管路和第一腔室断开；在所述第二位置时，所述第一阀塞离开所述第一气体管路，使所述第一气体管路和第一腔室连通。
一种喷气系统，包括用于存储压缩气体的压缩气体容器、用于向压缩气体发动机输送压缩气体的分配器及减压储气装置，所述压缩气体容器的输出经管路接减压储气装置的进气口，所述减压储气装置的出气口与分配器连接。
一种机动车，包括车轮、传动系、压缩气体发动机及喷气系统，所述喷气系统、压缩气体发动机、传动系及车轮顺次连接。
 有益效果
本发明的有益效果是：本发明的申请人在对采用压缩气体发动机的机动车进行运行测试时，发现时间一长，常会出现动力不足的现象。每次出现这种情况后，申请人只有停止测试，对机动车的各个部分进行排查，但仍不能发现问题所在，直至一次外意发现喷气嘴冷凝结冰，不能正常喷出气体，通过对上述情况进行分析，进而发现减压阀工作时也很容易结冰。针对这种情况，通过设置热交换装置，对输入储气容器中的气体进行加热，消除了结冰现象。而且，通过设置散冷器，同时还能够使环境空气降温，节约了能源。通过主动设置加热器，一方面能进一步提高压缩空气工作的稳定性，又可以解决机动车的制热问题。
 附图说明
图1是机动车的压缩空气容器、喷气系统和压缩气体发动机连接时的结构示意图；
图2是机动车的气压调节器在关闭位置时的结构示意图；
图3是机动车的气压调节器在打开位置时的结构示意图；
图4是图3中A-A处的剖面图；
图5是机动车的结构示意简图(仅示出两个车轮)；
图6是机动车的俯视示意图；
图7是组装一体的风阻发动机和压缩气体发动机的俯视示意图；
图8是组装一体的风阻发动机和压缩气体发动机的主视示意图；
图9是机动车的压缩机气体发动机的主视示意图；
图10是机动车的压缩气体发动机的俯视示意图；
图11、12分别表示风阻发动机和压缩气体发动机并、串联时的原理图；
图13是喷气嘴的结构图；
图14是机动车第二实施方式的俯视图；
图15是机动车第三实施方式的俯视示；
图16是机动车第四实施方式的俯视图；
图17是机动车第五实施方式的流量调节阀关闭时的结构图；
图18是机动车第五实施方式的流量调节阀打开时的结构图；
图19是反映机动车第五实施方式的流量调节阀与压缩气体容器、分配器和传动机构连接关系的结构示意图；
图20是采用另一种风阻发动机的机动车的俯视图；
图21至图23分别是图20中的风阻发动机的主剖视示意图、侧剖视示意图及俯视图。
 本发明的实施方式
如图1至8所示，本实施方式机动车包括喷气系统、压缩气体发动机4、风阻发动机3、3’、传动系11及车轮123。喷气系统具有喷气嘴60，压缩气体发动机4具有主动力输出轴120，喷气系统的喷气嘴60向压缩气体发动机4喷气，压缩气体发动机4将气体先压缩再膨胀后，驱动压缩气体发动机的主动力输出轴120转动，主动力输出轴120通过传动系11带动车轮123转动。传动系11可以包括顺次连接的变速器112、万向传动装置113及驱动桥114，压缩气体发动机4的主动力输出轴120和传动系11之间设有连接第一离合装置56，驱动桥114连接车轮123。
如图1至图4所述，喷气系统包括存储压缩气体的压缩气体容器20、减压储气装置、分配器30和喷气嘴60，所述压缩气体容器20的输出经管路3接减压储气装置的进气口，所述减压储气装置的出气口经分配器30接喷气嘴60，分配器30用于将减压储气装置输出的气体分成多路气体，各路气体通过对应的喷气嘴60喷出。减压储气装置包括储气容器和热交换装置。储气容器具有第一气室2，第一气室2具有第一进气口21和第一出气口22，第一进气口21用于供气体输入，第一出气口22用于输出气体。管路3的两端分别连接压缩气体容器20和第一气室2的第一进气口21，管路3可以有一根或多根，管路3的截面积小于压缩气体容器20的截面积和第一气室2的截面积。热交换装置包括第一热交换单元40，第一热交换单元40装于第一气室2上，第一热交换单元40包括第一温度调节室41和第一介质42，该第一温度调节室41包围第一气室2的四周，第一介质42装入第一温度调节室41和第一气室2之间，该第一介质42可以是液体(如水)，也可以是气体，或者其它可以起到热交换作用的介质。第一介质42的温度高于第一气室2内气体的温度，使压缩气体容器20内的压缩气体通过管路3释放到第一气室2后，与第一介质42进行热交换，被加热后从第一气室2的第一出气口22输出。第一气室2可以由具有较佳导热性能的材料制成，从而便于第一气室2内的气体和第一介质42进行热交换。第一温度调节室41可以由不导热或导热性能较差的材料制成，使热量不易散发到环境空气中。
第一热交换单元40与散冷器5连接，散冷器5的两端均与第一温度调节室41连接，形成一个制冷循环回路，散冷器5上设有第一循环泵51及控制第一循环泵51开启关闭的第一循环泵开关52。与第一气室内2的气体热交换后，第一温度调节室41内的第一介质42的温度降低，该降温后的第一介质42在散冷器5和第一温度调节室41内进行循环，制冷空调器使环境空气循环而与散冷器5进行热交换，即可使环境空气降温，达到制冷的目的。
压缩气体容器20输出的气体被减压储气装置的第一热交换单元40加热后，再通过喷气嘴60喷出，使喷气嘴60处不会因温度太低而冷凝甚至结冰；同时，通过将第一热交换单元40与制冷空调器连接，以降温后的第一介质42作为循环媒介，达到使环境空气降温的目的，节约了能源。
如图2至图4所示，喷气系统还可包括气压调节器6，该气压调节器6用于将第一气室2内的气压保持在设定气压。气压调节器6包括壳体610、阀芯620、弹性体630、锁紧块640及调节块650。壳体610通过紧固件14安装在第一气室2的第一进气口21处，壳体610部分位于第一气室2内部，壳体610部分伸出第一气室2外。壳体610具有轴向贯穿该壳体的壳腔611及径向贯穿该壳体的气道612，该壳腔611与进气管道613连通，该进气管道613与管路3连通，该气道612与第一气室2连通。阀芯620置于壳腔611的内部并与该壳体密封滑动配合，阀芯620的在壳体610轴向上的两端分别为密封端621和调节端622，该密封端621可以密封气道612和进气管道613。弹性体630可以在壳体610的轴向上伸缩变形，弹性体630的两端分别抵压阀芯620的调节端620和调节块650，调节块650与壳体610螺纹连接，锁紧块640与壳体610螺纹连接并将调节块650紧压在弹性体630上，且调节块650和锁紧块640分别具有轴向贯穿的第一、二导气孔651、641，第一、二导气孔651、641连通而将气体导入壳腔611内并作用在阀芯620的调节端622上，且第一导气孔651的孔径小于第二导气孔641的孔径。阀芯的密封端621呈圆台形，其轮廓面上固定有具有弹性的密封圈623。阀芯的调节端的轮廓面上也固定有弹性密封圈623。在垂直壳体610轴线的截面上，阀芯的密封端621的截面积小于调节端622的截面积。作用在密封端621上的压力包括自管路3输入的气体的气压，作用在调节端622的压力包括第一气室2内气体的气压和弹性体630的弹性力。弹性体如弹簧，或其它可以在壳体610的轴向上伸缩变形的元件。
气压调节器的工作原理如下：由管路3输入的气体的气压稳定时,阀芯620与壳体610之间形成减压通道614，使管路3内的气体能够通过减压通道614、气道612进入第一气室2；当管路输入的气体的气压大于设定气压时，该输入气体的气压推动阀芯620向调节端622一侧移动，减压通道614体积增大，第一气室2内的气压减小；当管路输入的气体的气压小于设定气压时，作用在调节端622上的力大于作用在密封端621上的力，使阀芯向密封端621一侧移动，减压通道614体积减小，第一气压室2内的气压增大。当管路3输入的气体的气压变化时，阀芯根据作用在密封端621和调节端622上的力的变化直线移动，使第一气室2内的气压能够稳定在设定气压上。气压调节器关闭时，密封端621堵住气道612和进气管道613，管路3内的气体不能进入第一气室2。通过设置该气压调节器，使减压储气装置输出气体的气压能够稳定在设定气压。
通过旋紧或旋松调节块640，可以调节弹性体630的预紧力，从而可以改变气压调节器的初始设定气压。
减压储气装置还可以包括第二气室7和第二热交换单元8。在气流方向上，第一气室2位于第二气室7之前。第二气室7具有第二进气口71和第二出气口72，第二进气口71与第一气室2的第一出气口22连接。第二热交换单元8包括第二温度调节室81、第二介质82及加热器83，第二温度调节室81包围第二气室7的四周，第二介质82装入第二温度调节室81和第二气室7之间，第二介质82如液体或气体。加热器83用于对第二介质82进行加热，该加热器83如太阳能加热器、电加热器或微波加热器，或其它可以用于介质加热的加热器；加热器可以有一个或多个，加热器的种类也可以有一种或多种。第二温度调节室81与制热空调器的散热器9连接，形成制热循环回路。散热器9上设有第二循环泵901及控制第二循环泵901开启关闭的第二循环泵开关902。加热后的第二介质82在第二温度调节室81和散热器9内循环，制热空调器使环境空气循环而与散热器9进行热交换，即可使环境空气升温，达到制热的目的。通过该第二热交换单元8，可以在第一热交换单元40加热的基础上对气体进行进一步的加热，使喷气系统的喷气嘴更加不易冷凝甚至结冰。第二气室7的第二进气口71也可以设置减压阀6。
另外，第一温度调节室41和第二温度调节室81通过管路连接而形成循环回路，该循环回路上设有第三循环泵903及控制第三循环泵903开启关闭的第三循环泵开关904。
热交换装置可以仅包括利用热交换实现对储气容器内的气体加热的第一热交换单元，该第一热交换单元的数量可以有一个或多个；热交换装置也可以仅包括具有加热器的第二热交换单元，该第二热交换单元的数量可以有一个或多个；热交换装置也可以同时包括第一、二热交换单元。当采用第一热交换单元时，不仅可以对气体进行加热，而且可以将冷却后的第一介质作为媒介，起到使机动车内降温的目的。当采用第二热交换单元时，加热后的第二介质作为媒介，起到使机动车内升温的目的。
如图6至图8所示，风阻发动机有呈对称结构布置的两个，分别为第一风阻发动机3和第二风阻发动机3’。第一风阻发动机包括第一机壳117、第一叶轮室43、第一叶轮44及第一叶轮轴45，第一叶轮室43由第一机壳117围出，第一叶轮44有多个，各第一叶轮44固定在第一叶轮轴45上并位于第一叶轮室43内部，且第一机壳117上设有用于接收机动车行驶时前方阻力流体的第一进风口1，该第一进风口1具有进风口外口和进风口内口，进风口外口的口径大于进风口内口的口径。第一进风口1与第一叶轮室43连通，通过第一进风口1将阻力流体导入第一叶轮室43内部，推动第一叶轮44和第一叶轮轴45转动，通过第一叶轮轴45输出辅助动力。第二风阻发动机3’具有第二机壳117’、第二叶轮室43’、第二叶轮44’、第二叶轮轴45’及用于接收阻力流体的第二进风口1’。 第一叶轮室43和第二叶轮室43’独立设置而互不连通。第一叶轮轴45和第二叶轮轴45’平行且转向相反，第一叶轮轴45上固定有第一传动齿轮46，第二叶轮轴45’上固定有第二传动齿轮118。机动车还包括第一换向装置、第二换向装置及辅助动力输出轴。第一换向装置包括换向齿轮119和传送带47，第二换向装置包括相啮合且轴线垂直的第一传动锥齿轮49和第二传动锥齿轮50，换向齿轮119与第一传动齿轮46啮合且轴线平行，传送带47绕在呈三角形分布的第一传动锥齿轮49、第二传动齿轮118和换向齿轮119上，第一传动锥齿轮49固定在辅助动力输出轴130上。第一叶轮轴45和第二叶轮轴45’输出的动力经过第一换向装置转换到辅助动力输出轴130上，该辅助动力输出轴130输出的动力经过第二换向装置转换到机动车的传动系11。风阻发动机可以有两个，也可以有一个或两个以上。风阻发动机的叶轮室内装有固定在叶轮轴上的多个叶轮，阻力流体驱动叶轮和叶轮轴转动。
风阻发动机叶轮轴输出的动力经过换向装置换向后可以直接驱动机动车的传动系，如图11所示；也可以经过换向装置换向后通过与压缩气体发动机的主动力输出轴串联的方式来驱动机动车的传动系，如图12所示。
如图6至图8所示，压缩气体发动机4与第一、二风阻发动机3、3’独立设置并位于第一、二风阻发动机3、3’的后方。压缩气体发动机4具有主动力输出轴120，第二传动锥齿轮50固定在该主动力输出轴120的端部，通过相互垂直啮合的第一、二传动锥齿轮49、50起到将第一、二风阻发动机3、3’输出的动力垂直换向后输出到压缩气体发动机主动力输出轴120的目的。
机动车设有第一离合装置160，第一、二风阻发动机3、3’输出的动力通过该第一离合装置160输出到辅助动力输出轴130上，如图8所示。在机动车的起动阶段，风阻发动机没有动力输出，第一离合装置160分离，使辅助动力输出轴130不会随着主动力输出轴120转动，从而减轻了机动车的起动负荷；机动车在正常行驶阶段，第一离合装置160接合，辅助动力输出轴130输出的动力和主动力输出轴120输出的动力一起驱动机动车的传动系11。该第一离合装置160如现有的单向离合器、超越离合器等，当然，也可以为其它具有分离和接合状态的离合装置。
如图6至图10所示，压缩气体发动机4还具有壳体及置于该壳体70内部的一个圆形叶轮体74。壳体包括环形侧壳72、上盖板73及下盖板73’，上盖板73和下盖板73’分别固定在环形侧壳72的上端开口和下端开口，使该侧壳72、上盖板73和下盖板73’之间形成一个封闭的叶轮体室68，叶轮体74位于该叶轮体室68内部且该叶轮体74的中部固套在主动力输出轴120上。通过在叶轮体74与侧壳72内表面贴合的圆周面开槽而形成围绕主动力输出轴120的轴线均匀分布的一圈工作腔69。在垂直主动力输出轴120轴线的截面上，工作腔69呈由三条曲线首尾相连形成的三角状。工作腔69可以有一圈，也可以有多圈。工作腔可以为在叶轮体轴向上贯穿的通槽结构，上盖板的内表面、下盖板的内表面和侧壳的内表面封闭该工作腔；工作腔也可以为设在叶轮体圆周面中部的非通槽结构，侧壳的内表面封闭该工作腔；当然，也可以是上盖板的内表面、侧壳的内表面封闭该工作腔，或是下盖板的内表面、侧壳的内表面封闭工作腔，即工作腔被壳体的内表面封闭。
侧壳72的内表面还设有多个喷入口67和多个喷出口64，喷入口67和喷出口64相间分布。侧壳72的内部还设有环形的一级消音室63，侧壳72的外表面设有多个一级排气口65，每个喷出口64对应一个一级排气口65，喷出口64通过一级消音室63连通一级排气口65。喷入口67与喷出口64、一级排气口65、一级消音室63均不连通。喷出口64和对应的一级排气口65在以主动力输出轴120轴线为中心的圆周上错开一个角度。侧壳72上对应每个喷入口67的位置均固定有喷气嘴座体71，每个喷气嘴座体71固定有两个喷气嘴60，两个喷气嘴60均伸入该喷入口67。每个喷气嘴60连接一个喷气管54，且每个喷入口67上的两个喷气嘴60的轴线具有一个为锐角的夹角。压缩气体容器20的压缩气体通过喷气管54、喷气嘴60输送到工作腔69中，对于每个工作腔69，喷气嘴60喷入的气体推动叶轮体74转动并在工作腔69内被压缩暂存，当运动到喷出口64时，工作腔69内暂存的压缩气体膨胀后从喷出口64高速喷出，喷出时的反作用力再次推动叶轮体74转动。叶轮体74转动时，带动主动力输出轴120转动，进而驱动机动车的传动系11。
对于各工作腔69，从接收喷气嘴60喷入的气体到从喷出口64喷出气体之间，具有一个时间差，在该时间差内，气体在工作腔69内被压缩暂存，使喷出时的反作用力更大，能够给机动车提供更大的动力。由于工作腔69被壳体内表面封闭，所以也便于压缩气体在工作腔69内压缩暂存。 另外，为了防止压缩气体在输入到压缩气体发动机时冷凝，喷气嘴座体71上可以安装有用于对喷气嘴60加热的第一加热器77，第一加热器77可以是电热丝，该电热丝嵌入喷气嘴座体71内；如图13所示，喷气嘴60包括气嘴主体617，喷气嘴主体617具有在轴向上贯穿的空腔618，喷气嘴主体617上设置有第二加热器615，第二加热器615为电热丝，所述电热丝缠绕在所述喷气嘴主体617上。喷气嘴主体上还设置有隔热层616，所述第二加热器615位于隔热层616与喷气嘴主体617之间。第一、二加热器可以选自：电加热器、微波加热器、太阳能加热器。
机动车还包括第一电动机53，第一电动机53通过皮带传动机构51与压缩气体发动机4的主动力输出轴120动力连接，皮带传动机构51包括皮带轮511及绕在皮带轮511上的皮带512。
如图6至图8所示，机动车还包括压缩气体再利用系统，该压缩气体再利用系统用于连通压缩气体发动机的一级排气口65和风阻发动机的叶轮室43、43’。压缩气体再利用系统包括一级排气管57、二级消音室59及二级排气管58。一级排气管57的入口与一级排气口65一一对应连通，一级排气管57的出口汇集到二级消音室59，二级消音室59与二级排气管58的入口连通，二级排气管58的出口与第一叶轮室43和第二叶轮室43’均连通。从压缩气体发动机的喷出口64高速喷出的气体，顺次经过一级消音室63、一级排气口65后进入一级排气管57，经过二级消音室59消音后进入二级排气管58，最后再进入第一、二叶轮室43、43’来驱动第一、二叶轮转动，实现对压缩气体的再利用，从而能够有效的节约能源，并且能够进一步提高对机动车的驱动力。
如图14所示，其为本发明机动车的第二种实施方式，该实施方式与第一实施方式的主要区别在于：第一、二风阻发动机3、3’为卧式安装，第一、二叶轮轴45、45’均水平安装。第一、二叶轮轴45、45’与主动力输出轴120垂直。而第一实施方式中，第一、二风阻发动机3、3’为立式安装，第一、二叶轮轴45、45’竖直安装，如图8所示。对于第二实施方式，虽然第一、二风阻发动机的第一、二叶轮轴输出的动力经过第一次换向后转换成同轴输出，但由于该同轴输出的转动方向与传动系所需的转动方向相互垂直，不能直接输出给传动系，还必须通过第二换向装置才能将第一、二风阻发动机输出的动力转换成与传动系一致的转动方向上来。
如图15所示，其为本发明机动车的第三种实施方式，该实施方式与第一实施方式的主要区别在于：第一、二风阻发动机3、3’共用的辅助动力输出轴130与压缩气体发动机4的主动力输出轴120之间设有第二离合装置111，通过该第二离合装置111可以实现风阻发动机与压缩气体发动机动力连接或断开。该实施方式的风阻发动机也为卧式安装。
如图16至图19所示，机动车的分配器30和压缩气体容器20之间还设有减压阀，减压阀40包括第一控制阀300和第二控制阀400。第一控制阀300包括第一阀座301、第一阀塞302及弹性装置303，第一阀座301具有空腔304，第一阀塞302置于该空腔304内并与该第一阀座301密封滑动配合，第一阀塞302位于该空腔304内将该空腔304分隔为第一腔室305和第二腔室306。第一控制阀300还包括第一气体管路307、第二气体管路308、第三气体管路309及第四气体管路310，第一气体管路307用于接收压缩气体容器20输入的压缩气体，第二气体管路308的一端与第一气体管路307连通，第二气体管路308的另一端与第二腔室306连通，第三气体管路309的一端与第二腔室306连通，第三气体管路309的另一端与第一腔室305连通，第一腔室305通过第四气体管路310与分配器30连接。第一气体管路307的直径大于第二气体管路308的直径和第三气体管路309的直径，第二气体管路308的直径小于第三气体管路309的直径。第一阀塞302相对第一阀座301具有封闭位置和打开位置，在封闭位置时，第一阀塞302堵住第一气体管路307和第一腔室305的交界处，使第一气体管路307和第一腔室305互不连通；在打开位置时，第一阀塞302离开第一气体管路307和第一腔室305的交界处，使第一气体管路307和第一腔室305连通。
第一阀塞302包括直径较大的柱状主体部311和直径较小且头部为针状的封闭部312，该主体部311与第一阀座301滑动配合，且该主体部的外周面上套有具有弹性的第一密封圈316，该主体部通过该第一密封圈316实现与第一阀座301的密封配合。该主体部311具有轴向贯穿的内腔317，该封闭部312置于该内腔317并可相对该主体部311直线移动，且该封闭部312伸入第一腔室305。弹性装置303包括第一弹性体313和第二弹性体314，第一弹性体313置于该内腔317内，第一弹性体313的两端分别抵压连接封闭部312和定位块315，第二弹性体314置于第二腔室306内，第二弹性体314的两端分别与第一阀座301的底部301a和定位块315固定，该定位块315通过螺纹配合固定在该内腔317的底部。主体部311顶部的端面上固定有弹性第二密封圈318。
第二控制阀400设置在第三气体管路309上，其用于控制第三气体管路309的流量大小，该流量大小控制包括有流量和无流量之间的变化控制及大流量和小流量之间的变化控制。第二控制阀400具有第二阀塞402及第二阀座401，第二阀塞402具有第二主体部404及位于该第二主体部前端的锥形体405，第二阀座401具有一个气流通道406，该气流通道406的进气口407和出气口408与第三气体管路309连接，在该气流通道406上设有与该锥形体吻合的锥形控制腔410，第二主体部404与控制腔410螺纹配合，通过螺纹调节锥形体和控制腔之间的第二间隙403大小，进而控制第三气体管路中气体的流量。当然，本领域的技术人员能够理解，第二控制阀也可以为其它现有的气体流量控制装置。第二阀塞402与传动机构的输出端连接，传动机构的输入端接机动车的控制开关。传动机构500包括动力连接的第一传动机构501和第二传动机构502，第一传动机构501连接该控制开关和第二传动机构502，第二传动机构502如皮带传动机构，其包括直径较大的主动带轮503及直径较小的从动带轮504，皮带505绕在该主动带轮503和从动带轮504上。操作控制开关时，第一传动机构501运动，而带动主动带轮503转动，进而通过皮带505带动从动带轮504转动，从动带轮504带动第二阀塞402转动，使第二阀塞402相对第二阀座401旋紧或旋松，即通过改变第一阀塞和第一阀座之间的第二间隙403的大小，来实现对第三气体管路流量大小的调节，该第二间隙403为0时，第二控制阀400关闭，第三气体管路309断开。
压缩气体未进入减压阀时，在第一、二弹性体313、314的弹性力作用下，封闭部312的头部堵住第一气体管路307和第一腔室305的交界处，此时，第二密封圈318与第一阀座301的顶部301b具有间隙(或第二密封圈318已经接触该顶部301b)；压缩气体进入该减压阀时，压缩气体通过第一气体管路307、第二气体管路308向第二腔室306内充气，在充气过程中，如控制开关7未打开，则第二腔室306内的气压继续推动第一阀塞302向顶部301b运动，使封闭部的头部稳定的堵住该交界处(封闭部312的外周面320紧贴第一气体管路307的内壁321)，直至第二密封圈318抵住该顶部301b(或第二密封圈318弹性变形后紧压该顶部301b)；当打开控制开关7时，第二阀塞402被旋松，使第三气体管路309导通，第二腔室306内的气体通过第三气体管路309输出到第一腔室305，第二腔室306内的气压下降，压缩气体的气压使第一阀塞的封闭部脱离该交界处，使压缩气体经过第一腔室305、第四气体管路310进入分配器30，在压缩气体通过第一腔室进入第四气体管路的过程中，第一阀塞302整体向第一阀座的底部301a移动，当作用在第一阀塞302上的力平衡时，主体部311和封闭部312处于平衡位置，封闭部的外周面320与第一气体管路的内壁321之间形成供压缩气体通过的第一间隙319。当压缩气体容器停止供气时，在第一、二弹性体的作用力下，第一阀塞的封闭部重新堵住第一气体管路和第一腔室的交界处，封闭部紧贴第一气体管路的内壁。
调节第二控制阀时，可以改变第三气体管路中气体的流量、气压，使封闭部向上或向下移动，使第一气体管路内壁和封闭部外周面之间的第一间隙发生改变，进而实现对第四气体管路中气体的流量、气压的调节，便于操控。
第一、二弹性体如可以伸缩的弹簧，也可以为弹性套筒、弹片或其它能够在第一阀塞的滑动方向上伸缩变形或弹性变形的元件。
通过设置减压阀，可以将压缩气体容器中的压缩气体调压后输出到分配器。通过第二弹性体313可以起到缓冲的作用，使减压阀关闭时，可以有效减小第一阀塞的302与第一阀座301的刚性冲击力，同时第二弹性体也可以提高封闭部对第一气体管路密封时的密封性。由于第二气体管路308的截面积小于第三气体管路309的截面积，所以可以实现对整个流量控制阀的气路进行控制，同时可以起到将流量放大的作用，提高了控制的精度。
当分配器有两个时，两个分配器对应两个所述的减压阀，由同一个控制开关控制该两个减压阀，此时，第二传动机构包括两个从动带轮，两个从动带轮分别带动两个减压阀的第二阀塞，如图19所示。当然，也开以有串联设置的两个以上的减压阀，实现对输入到气体分配器的压缩气体的流量、气压的多级控制。
另外，如图16所示，该减压阀可以整体置于热交换介质600中，该热交换介质与减压阀内的气体进行热交换，使该气体被加热后再通过分配器输出。热交换介质600作为制冷空调器的散冷器700的循环介质，在与减压阀内的气体热交换后，热交换介质被冷却，冷却后的热交换介质在散冷器内循环，起到使环境空气降温的目的。该热交换介质如防腐、不易挥发且冷却效果好的冷却液。
如图20至图23所示，其为机动车的风阻发动机的另一种实施方式。风阻发动机3包括机壳801、叶轮室802、辅助动力输出轴130及多组叶轮804，叶轮室802由机壳801围出，每组叶轮804均有至少多个叶轮，各叶轮均固定在该辅助动力输出轴130上且各个叶轮错开分布，该叶轮室802具有用于接受机动车行驶时前方阻力流体的进风口805，该进风口805为外大内小的喇叭口。各组叶轮804均位于该进风口805内，且各组叶轮由外向内的直径依次减小。辅助动力输出轴130与压缩气体发动机4的主动力输出轴120同轴线，且该主动力输出轴120和辅助动力输出轴130之间设有第二离合装置111。另外，该叶轮室具有一个第一排风口806和对称设置的两个第二排风口807，第一排风口806开在机壳801的侧部并位于叶轮804的后方，进风口805与辅助动力输出轴130同轴线，该第一排风口806的轴线与辅助动力输出轴130的轴线具有夹角；第二排风口807开在机壳801的端部并位于叶轮804的后方，该第二排风口807的轴线与辅助动力输出轴130的轴线具有夹角。压缩气体发动机的结构如前述。
起动时，第二离合装置111分离，主动力输出轴120和辅助动力输出轴130断开，压缩气体发动机4直接传动机动车的传动系而不需要带动风阻发动机3的叶轮转动，有效减小起动时的负载。处于行驶状态时，第二离合装置接合，主动力输出轴120和辅助动力输出轴130动力连接，阻力流体推动各组叶轮转动，叶轮带动辅助动力输出轴130转动，辅助动力输出轴130的动力通过主动力输出轴120传递到机动车的传动系。
由于辅助动力输出轴120和主动力输出轴130同轴线，不需要将辅助动力输出轴的动力换向后再输出，简化了结构，缩短了动力传动线路，节省了能耗。由于采用多组叶轮804，可以更加有效的利用机动车前方的阻力流体。
一种压缩气体供气系统，包括压缩气体容器、减压阀、热交换装置和输出管路，所述压缩气体容器的输出经管路接减压阀，减压阀减压后输出的工作气体接输出管路，所述热交换装置用于对减压阀进行加热。热交换装置包括装有冷却液的容器，所述减压阀置于所述的冷却液中。压缩气体供气系统包括散冷器和第一循环泵，所述容器、散冷器和第一循环泵相互联通，以冷却液为介质构成循环散冷系统，通过散冷器与环境空气热交换。所述热交换装置包括加热装置，所述加热装置用于对所述输出管路进行加热。压缩气体供气系统包括散热器和第二循环泵，所述加热器、散冷器和第二循环泵相互联通构成循环散热系统，通过散热器与环境空气热交换。一种压缩气体机动车制冷系统，包括压缩气体容器、减压阀、装有冷却液的容器，所述压缩气体容器的输出经管路接减压阀，减压阀减压后输出的工作气体接输出管路，所述减压阀置于所述的冷却液中，所述容器、散冷器和第一循环泵相互联通以冷却液为介质构成循环散冷系统，通过散冷器与环境空气热交换。所述减压阀如图2至图4、图17、图18所示的减压阀。
以上内容是结合具体的优选实施方式对本发明所作的进一步详细说明，不能认定本发明的具体实施只局限于这些说明。对于本发明所属技术领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干简单推演或替换，都应当视为属于本发明的保护范围。

Claims (14)

  1. 一种减压储气装置，其特征在于：包括储气容器和第一热交换装置，所述储气容器具有用于接受压缩气体的进气口及用于输出气体的出气口，所述热交换装置用于对输入储气容器中的气体进行加热。
  2. 根据权利要求1所述的减压储气装置，其特征在于：所述第一热交换装置包括第一热交换单元，所述第一热交换单元内装有第一介质，所述第一介质与储气容器内的气体进行热交换而使该气体被加热。
  3. 根据权利要求2所述的减压储气装置，其特征在于：包括第一散冷器和第一循环泵，所述第一热交换单元、第一散冷器和第一循环泵构成内循环散冷系统，第一介质在第一热交换单元和第一散冷器内循环，第一散冷器与环境空气热交换。
  4. 根据权利要求3所述的减压储气装置，其特征在于：所述第一热交换单元具有第一温度调节室，第一温度调节室包围储气容器的四周，第一介质装于该第一温度调节室和储气容器之间，第一散冷器的两端均连接该第一温度调节室。
  5. 根据权利要求2-4中任意一项所述的减压储气装置，其特征在于：所述第一热交换装置还包括第二热交换单元，进气口、第一热交换单元、第二热交换单元及出气口顺次分布，第二热交换管单元具有第二温度调节室、第二介质及第一加热器，第二温度调节室包围储气容器的周围，第二介质装于储气容器和第二温度调节室之间，第一加热器安装在第二温度调节室上并对第二介质加热，第二介质与储气容器内的气体热交换。
  6. 根据权利要求5所述的减压储气装置，其特征在于：所述第二温度调节室与第一散热器连接，第二介质在第二温度调节室和第一散热器内循环，第一散热器与环境空气热交换。
  7. 根据权利要求1-6中任意一项所述的减压储气装置，其特征在于：还包括减压阀，压缩气体经减压阀减压后进入储气容器。
  8. 根据权利要求7所述的减压储气装置，其特征在于：还包括第二热交换装置，第二热交换装置用于对减压阀进行加热。
  9. 根据权利要求8所述的减压储气装置，其特征在于：所述第二热交换装置包括装有冷却液的容器，所述减压阀浸泡于所述冷却液中。
  10. 根据权利要求9所述的减压储气装置，其特征在于：还包括第二散冷器和第二循环泵，所述容器、第二散冷器和第二循环泵相互连通，以冷却液为介质构成循环散冷系统，通过第二散冷器与环境空气热交换。
  11. 根据权利要求7-10中任意一项所述的减压储气装置，其特征在于：所述减压阀包括壳体、阀芯、调节块及弹性体，阀芯置于壳体内部并与壳体密封滑动配合，壳体具有轴向贯穿该壳体的壳腔及径向贯穿该壳体的气道，该壳腔与进气管道连接，该气道连接该壳腔与储气容器，阀芯具有密封端和调节端，弹性体置于调节块和阀芯的调节端之间，调节块与壳体固定，阀芯具有第一位置和第二位置，在第一位置，密封端堵住进气管道，使进气管道和储气容器断开；在第二位置，密封端离开进气管道，使进气管道和储气容器连通。
  12. 根据权利要求7-10中任意一项所述的减压储气装置，其特征在于：所述减压阀包括第一控制阀和二控制阀，所述第一控制阀包括具有空腔的第一阀座、第一阀塞、第二弹性体、第一气体管路、第二气体管路、第三气体管路及第四气体管路，所述第一阀塞置于所述空腔内并将所述空腔分隔为第一腔室和第二腔室，所述第一阀塞与所述第一阀座密封滑动配合，所述第二弹性体置于所述第二腔室内并支撑所述第一阀塞，所述第二气体管路连接所述第一气体管路和第二腔室，所述第三气体管路连接所述第一腔室和第二腔室，所述第四气体管路和第一气体管路均连接所述第一腔室，所述第二气体管路的截面积小于第三气体管路的截面积，所述第二控制阀与所述第三气体管路连接并控制所述第三气体管路中气体的流量，所述第一阀塞具有在滑动方向上的第一位置和第二位置，在所述第一位置时，所述第一阀塞堵住所述第一气体管路，使所述第一气体管路和第一腔室断开；在所述第二位置时，所述第一阀塞离开所述第一气体管路，使所述第一气体管路和第一腔室连通。
  13. 一种喷气系统，包括用于存储压缩气体的压缩气体容器及用于向压缩气体发动机输送压缩气体的分配器，其特征在于：还包括权利要求1-12中任意一项所述的减压储气装置，所述压缩气体容器的输出经管路接减压储气装置的进气口，所述减压储气装置的出气口与分配器连接。
  14. 一种机动车，包括车轮、传动系及压缩气体发动机，其特征在于：还包括权利要求13所述的喷气系统，所述喷气系统、压缩气体发动机、传动系及车轮顺次连接。
PCT/CN2010/072399 2009-05-01 2010-05-03 减压储气装置、喷气系统及机动车 WO2010124658A1 (zh)

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