WO2011157861A1

WO2011157861A1 - Pneumatic propulsion drive system

Info

Publication number: WO2011157861A1
Application number: PCT/ES2010/000411
Authority: WO
Inventors: Jose Antonio Maldonado Del Castillo
Original assignee: Jose Antonio Maldonado Del Castillo
Priority date: 2010-06-16
Filing date: 2010-10-09
Publication date: 2011-12-22
Also published as: ES2379069B1; ES2379069A1

Abstract

The invention relates to a pneumatic propulsion drive system comprising a motor having at least one cylinder defining an internal propulsion chamber containing a moving piston that is connected to a rod and in turn connected to a crankshaft. The upper wall of the propulsion chamber is provided with a valve for supplying compressed air to the chamber. Said valve can be actuated electromagnetically or mechanically in which case the valve is actuated by a striker located on the piston head. The motor is located in a circuit comprising a drum or tank of compressed air for supplying the motor by means of pipes or hoses and connectors, and an auxiliary compressor for maintaining the pressure of said tank.

Description

PNEUMATIC IMPULSION DRIVE SYSTEM

Sector of the technique

The invention is within the motorization and automotive sector in relation to the application of a different system of DRIVE IMPULSION, a clean and inexpensive clean tire system. A Pneumatic Drive System (S.I.N.) that APPLYING to the elements of conventional blasting engines, you get great economic and technical results. The difference between one system and another is precisely that the EXPLOSION CHAMBER AND THE FOUR TIMES that compose it, work differently from the chamber of PNEUMATIC IMPULSION S.I.N, and its TWO TIMES, by the complementary conjunction of the LA VALVULA S.I.N. (1A) or (IB) and THE EXHAUST OR RETURN VALVE (8), CYLINDER (4) PISTON (3) of the Pneumatic Drive System (S.I.N).

State of the art

Currently, within the field of motorization and automotive, the energy system to be patented is a project on the technical application of an innovative PNEUMATIC IMPULSOR SYSTEM.

The fundamental objective of the Pneumatic Drive System (SIN), is the use of THE PNEUMATICS as a driving energy, in order to reduce pollution and overcome the increasingly high barriers, economically speaking, the cost to the economy the use of fossil fuel, and apply the use of good, clean and cheap alternative energy, such as this PNEUMATIC system of PROPULSION.

Technical problems raised

The Pneumatic Drive System (SIN), is an alternative, possible and capable of presenting a clean motorization, unlike what happens with the Internal Combustion Engines, - until now the Hydrogen could replace the fossil energy -, but It is very expensive to obtain, since oxygen is something that is free in the atmosphere but not the hydrogen that must be produced, in addition to its high degree of instability.

When fossil fuels are burned, the sulfur, nitrogen and carbon released are combined with oxygen to form oxides. When these oxides are released into the air, they react chemically with the water vapor in the atmosphere, forming sulfuric acid, acid

SUBMISSION SHEET (Rule 26) E 2010/000411

two

nitric and carbonic acid, respectively.

Those water vapors that contain acids - commonly known as acid rain - enter the water cycle and, therefore, harm the quality of life of cities, forests, soils, lakes and streams.

The sector of manufacturers of automotive vehicles is evolving to try to bring to the market engines of lower consumption, both for their economic savings and to achieve a less polluting environmental impact.

Detailed description of the invention

The present invention that is presented, is a new drive system based on the NEUMATICA and is composed of: a) THE VALVE WITHOUT MECHANICAL ACTION (I ^a ) in conjunction with THE EXHAUST VALVE or RETURN (Fig 1) and

b) THE VALVE S.I.N. ELECTROMAGNETIC (IB) in conjunction with THE ESCAPE VALVE or RETURN. (Fig 2)

The System has the same elements as conventional explosion engines, but with a big difference, and this one is in the IMPULSION CHAMBER, which replaces the EXPLOSION CHAMBER, to incorporate the PNEUMATIC IMPULSION CHAMBER.

Example:

If a traditional engine is used and the drive system is changed and the Pneumatic Drive Motor System (S.I.N) is installed, the main parts are the following:

Valve SIN (1A) and (IB) (Fig 1 and 2)

Cylinder (4) (Fig 1)

Piston (3) - Mechanical action hammer (2) (Fig 1)

And these APPLIED to:

Connecting rod (5) (Fig 1 and 2)

Crankshaft (6) (Fig 1 and 2)

Steering wheel The system achieves the same rotational movement of the Crankshaft (6), generating a driving force of the same type, although with different characteristics to those of the explosion system, but with better results since, through the Innovation of the Pneumatic Drive System (SIN) the following advantages are achieved: No contamination by C02.

Minimum noise pollution

No dependence on fossil fuels.

Energy saving.

Greater autonomy

The Pneumatic Drive System (S.I.N)

It feeds on compressed air, which converts pneumatic energy into mechanical energy, through the VALVE S.I.N. (1A) or (IB), THE PERCUTOR (2) forms a morphological part of the PISTON (3) for a mechanical action to the S.I.N. Valve. (1A) (Mechanical) moving inside CYLINDER (4), linked to the ROPE (5), and in turn to the CRANKSHAFT (6) by the PNEUMATIC IMPULSION. (Fig. 1). As mentioned above, the Pneumatic Drive System (SIN) is composed of the same elements as conventional explosion engines, but with a big difference: THE DRIVE CHAMBER that is composed of THE VALVE WITHOUT (1A) or ( IB) (if e electro-magnetic) is a fundamental piece, for the IMPULSION CHAMBER, the main mechanism fixed in it, different from that of the explosion engine, since it does not make any explosion, which effects are injections of compressed air in the CYLINDER (4).

To achieve this transformation of energy, two different operations must be carried out in a staggered manner. Each of these operations is carried out in a stroke of the PISTON (3) (displacement from the PMS-Highest Point Maximum), to the PMI-Bottom Maximum Point) called time and, as the System has two times that are what you need to perform the complete cycle, the CRANKSHAFT (6) will make a complete revolution, adding the two Careras, this means that each race corresponds to a half turn in the CRANKSHAFT or (180 ° of turn).

The Race begins at the point P.M.S. of the PISTON (3) and the PERCUTOR (2), by mechanically connecting the latter with the VALVE WITHOUT (1A), which will allow, - by the connection between both, - PERCUTOR AND VALVE S.I.N. (1A), the input of COMPRESSED AIR in the CYLINDER (4), generating the sufficient driving force to move the PISTON (3) by the CYLINDER (4) towards the PMI transmitting a rectilinear movement to the ROPE (5) and it is at CRANKSHAFT (6), turning the race into a rotating movement.

ADVANTAGES OF THE SYSTEM

I ^a .- Increase the number of drives per turn of the CRANKSHAFT (6) That is, when in an engine of explosion, - of four cylinders-, they are made TWO explosions per revolution, in the Pneumatic Drive System (SIN) there are FOUR impulses per revolution

2 ^a .- It is cheap and can be used in unlimited quantities.

3 ^a .- - It is not necessary to recycle

4 ^a .- It is transported easily through the pipes or hoses and _t once used in the drive, it is reused when returning to the BOILER (7) or

DEPOSIT. This circumstance simplifies the supply of the System

Pneumatic drive motor (S.I.N)

5 ^a . - Compressed air can be stored in the Boiler () or

Deposit. The boiler (7) with compressed air can operate for a while with the auxiliary compressor stopped or damaged.

6 ^a . - It is less sensitive to temperature variations than oils, guaranteeing safe work even at extreme temperatures.

7 ^a .- It has no risk of fire, therefore it is not necessary to have anti-blasting facilities

8 ^a . -It is clean and, in case of leakage or lack of sealing in the components, it does not dirty, does not contaminate and does not cause breakdowns in the vehicle.

9 ^a . - The pneumatic components are simpler to manufacture and have a lower economic cost

System caracteristics. A basic circuit of pneumatics is formed by the following components:

- Compressor. (12) (Fig. 5)

- Boiler o Deposit (7) (Fig. 5)

- Pipelines or Hoses (13) (Fig. 5)

- Connect or Racord.

Employing compressed air as an energy source, until now, was more expensive than using electric power. However, compressed air is a recommended energy source and widely used in the industry.

COMPRESSED AIR GENERATOR IN THE PNEUMATIC IMPULSION SYSTEM (S.I.N)

The compressed air used by the Pneumatic Drive Motor System (S.I.N) is generated by THEIR PNEUMATIC DRIVE MOTOR SYSTEM. Therefore THE COMPRESSOR is the System (S.I.N).

It is a pneumatic drive mechanical assembly, which injects the compressed air to the CYLINDER (4) by the VALVE WITHOUT (1 A) or (1 B) and THE OWN COMPRESSED AIR used for the RETURN DRIVE TO THE BOILER (by means of the EXHAUST VALVE or RETURN (8), driven by the CYLINDER itself (4).) Main parts of the System (SIN) are:

The flow that is able to provide in the circuit. Its unit of measure is cubic meter per hour (m3 / h).

-The maximum pressure that can be supplied is measured in (bar).

A Auxiliary Compressor (12) is incorporated into the System (S.I.N) (Fig. 5) that is connected to the circuits and performs its mission in the following way:

- It also directly feeds the pneumatic circuit and maintains the pressure of the BOILER (7) in its optimum operating conditions with regard to the pressure of the COMPRESSED AIR.

- The compressed air stored in the CARDERIN (7), from which the System itself is supplied (S.I.N), works with medium and high pressures (6 to 12 bar) 1.- THE SYSTEM (S.I.N), CYCLES AND OPERATION

THE IMPULSION With VALVE WITHOUT f 1A¾;

It can be applied to an engine with four or more cylinders. The SIN System works at TWO TCEMPOS or runs: DRIVE and ESCAPE or RETURN.

The IMPULSION with this type of valve is MECHANICAL (Fig. 1) and starts at the PMS, that is at 0 ^or the turn of the CRANKSHAFT (6) where the PERCUTOR (2) of the PISTON (3) mechanically connects to the the sensor of the SIN VALVE (1A), which when introduced into said SIN VALVE (1A), opens mechanically by pushing, allowing the entry of COMPRESSED AIR into the CYLINDER (4), thus generating a sufficient driving force to displace the PISTON (3) to the PMI transmitting a rectilinear movement that the CRANKSHAFT (6) converts into a rotary movement.

THE IMPULSION WITH VALVE WITHOUT f IB):

It can be applied to an engine with four or more cylinders. The SIN System works at TWO TCEMPOS or runs: DRIVE and ESCAPE or RETURN. The IMPULSION, in this valve mode, is carried out in an ELECTRO-MAGNETIC way (Fig. 2) and starts at the PMS, that is at 0 ° of the turn of the CRANKSHAFT (6), where an electrical impulse, generated by sensors of opening or closing on the ELECTRO-MAGNETIC VALVE WITHOUT (IB), allowing the entry of AIR COMPRESSED in the CYLINDER (4), thus generating a sufficient driving force to move the PISTON (3) _^ towards the PMI, transmitting a rectilinear movement that the CRANKSHAFT (6) converts into a rotary movement. The ESCAPE p RETQRNQ:

The second stroke begins in the P.M.I at 180 ° of the turn of the CRANKSHAFT (6) opening the ESCAPE VALVE (8) mechanically by CAMS or ELECTROMAGNETICALLY by means of sensors. At the start of the PISTON uphill race (3) on its way to the P.M.S. It expels the air that was introduced in the first time or race. The COMPRESSED AIR of the first race is returned to the BOILER. o DEPOSIT (7). The ESCAPE VALVE (8) leaving the CYLINDER (4) optimal for the next time or IMPULSION. Example:

The next PISTON (3) -of the IMPULSION order (1,3,4,2), will perform the same process described above and so on. If the command of IMPULSION is -1 -3 -4 -2, this means that each impulse in each CYLINDER (4) will be carried out in this order, and since the 4 elbows of the CRANKSHAFT (6) are located at 90 ° one of the another, four - 4 IMPULSIONS will be obtained in each complete turn of the CRANKSHAFT (6).

In a Cylinder of a conventional explosion engine, DOS -2- EXPLOSIONS PER RETURN are performed, instead in the PNEUMATIC IMPULSION MOTOR S.I.N. FOUR - 4 - IMPULSIONS PER RETURN are performed.

The system S.I.N. It has the advantage that the BOILER (7) is fed with the compressed air used for the DRIVE, thus getting the self-supply generated by the SISTEMA S.I.N.

The BOILER or DEPOSIT (7) (Fig. 5) of compressed air, is attached to the engine BY TWO WAYS:

(A) .- IMPULSION line, which goes from the BOILER (7) to the engine,

(B) - ESCAPE or RETURN line that goes from the Engine to the BOILER (7)

These two lines are composed of two elements (2): HOSE (13) and HOSE (13-E / R). (Fig. 5)

The output of the BOILER (7) through the HOSE (13), goes to the DISTRIBUTOR OR DISTRIBUTOR (10) (Fig. 5) and from this, to each one of the VALVES SIN (1A or IB) -according to the option chosen: mechanical or electro-magnetic- of each CYLINDER (4), located in the CYLINDER HEAD, perpendicularly in the geometrical center or in the exact central axis of each CYLINDER ( 4). To balance the DIFFERENCE that may exist in the general supply, that is: what is spent by IMPULSION and what is recovered by the ESCAPE or RETURN, the System is equipped with a COMPRESSOR (12) (Fig. 5) or AUXILIARY compressor to keep the BOILER (7) at an optimal pressure regime, by means of ELECTRO PRESSURE VALVES.

Fundamental elements that make up the System S.I.N VALVULA S.I.N. (1 A) (Fig. 1 and 2):

It is the Compressed Air inlet valve on the CYLINDER (4). This valve obtains its opening mechanically by the action of the PERCUTOR (2) that is part of the head of the PISTON (3). PERCUTOR (2) (Fig. 1):

It is a fundamental part of the SIN System. It is located in the exact center of the head of the PISTON (3), for a mechanical system, with a length of 10m / m and a diameter of 4m / m, and it is the piece that effects, the opening of the VALVE S.I.N. (1 A) mechanically and at the exact moment of P.M.S. (Maximum Higher Point).

The PISTON (3) (Fig. 1) is composed as a conventional explosion piston, that is, it is formed by: the PERCUTOR (2), the segments and the mocking or connecting rod anchor

VALVE S.I.N. (1 B) (Fig. 3):

It is the Compressed Air inlet valve on the CYLINDER (4). This valve obtains its opening electro-magnetically by the action of sensors that regulate its opening and closing, according to the degrees of turn of the CRANKSHAFT (6), that is: it will open at 0 ° and close at 180 ° of the turn of the CRANKSHAFT (6).

The PISTON (3) (Fig.3), for the System with VALVE S.I.N. Electromagnetic (I B) is formed by: the segments and the mocking or connecting rod anchor.

ROPE (5): (Fig. 1, 2, 3)

This piece is already known in traditional mechanics, and consists of two parts: Head and Bigfoot. It is secured to the PISTON by a pin or BURLÓN and the other end of the CONCRETE, -Container head-, goes anchored on bushings to the CRANKSHAFT elbow (6). CRANKSHAFT (6) (Fig. 1, 2, 3):

It constitutes an axis with cranks or elbows, with two or more points that rest on a bench integrated in the upper part of the CRANKCASE and which is then covered by the engine block itself.

MOTOR BLOCK:

It is the one that allows the CRANKSHAFT (6) to be able to turn smoothly. The crankshaft elbows (when there is more than one cylinder), rotate eccentrically with respect to the axis. In each of the elbows are fixed the bearings or bearings of the connecting rods that transmit to the Crankshaft the force that the IMPULSES develop in the pistons during the races.

STEERING WHEEL (16)

In an engine with the PNEUMATIC IMPULSION SYSTEM S.I.N. of

DOS -2- TCEMPOS, the CRANKSHAFT (6) turns only half turn for each IMPULSION that takes place in the chamber of the CYLINDER (4), or of each piston; that is to say, that for every IMPULSION that is produced in the CYLINDER (4), the CRANKSHAFT (6) must complete, by its own impulse, one more turn. Therefore, while in the first of the IMPULSION times the PISTON (3) "delivers energy" useful, in the other time "enough energy is consumed" so that the crankshaft can be kept rotating by inertia. This situation requires that, part of the energy that is produced in the IMPULSION, it is necessary to accumulate it in some way to keep turning the CRANKSHAFT (6) during the following time, EXHAUST or RETURN, without losing momentum. This function is in charge of a metallic mass called INERTIA STEERING WHEEL, that is to say, a toothed metal wheel, located at the end of the axis of the CRANKSHAFT (6), that absorbs or accumulates part of the kinetic energy that is produced during the time of IMPULSION, returning it to the crankshaft to keep it spinning. DISTRIBUTOR (17) (Fig 5)

It is a very common device in pneumatics, whose task is to distribute the same fluid with the same pressure to several mechanisms in a given system. It is composed of a general HOSE (13) inlet, and four outlets that go to each of the S.I.N. VALVES.

LUBRICATION.- (Fig 4)

The pressure in the lubrication circuit depends on the rate of rotation of the system and the viscosity of the oil. The oil pump has the same advantages for this system as in the explosion system, but without explosion, you just have to cool the temperature produced by the friction in the CYLINDER (4) the CRANKSHAFT (6) and THE ROPE (5).

The temperature is the reflection of the amount or level of heat energy that the bodies have to cool, in our case, it is necessary to remove the heat energy produced by the friction in the system.

ENGINE COOLING: (Fig 5)

Among the most commonly used cooling methods is the environmental air itself or the forced air draft that is obtained with the help of fans. These cooling methods are used only in engines that develop low power and small vehicles. For larger engines, the most widely used and most efficient cooling system is to circulate water inside the block and the cylinder head. To extract the heat from the water once it has traveled inside the engine, an external radiator consisting of tubes and cooling fins is used. When the water goes through the radiator tubes, it transfers the heat to the environment, aided by the natural air that flows through the pipes and the air draft of a fan that forces it to pass through these tubes. STARTING MOTOR.- It is constituted by a special electric motor, which momentarily develops a great power to start the System. This action causes the CRANKSHAFT (6) to rotate, to push the ROPE (5) and the PISTON (3) of the engine to start moving, and the PERCUTOR (2) to connect with the VALVE WITHOUT (1 A) and AIR INJECTION COMPRESSED in d CYLINDER (4) and the engine starts, since the PNEUMATIC IMPULSION is done mechanically.

Claims

I ^a .- Pneumatic Mechanism (1) (2) (3) (4) (5) which, associated with the mechanical -LO, converts the rectilinear movement of the piston generated by the pneumatic drive, in the revolving movement of the Crankshaft (6) .

2 .- tire according to claim 1 Mechanism 2 is characterized by the association of pneumatic mechanical parts to generate a mechanical rotary (2) (3) (4) (5) (6) motor drive (1A) (IB) and.

3 ^a .- Mechanical-pneumatic mechanism according to claim 1, which is a motor system based on rectilinear pneumatic pulses of the 20 pistons version (1A) or (IB) impellers such as explosion systems, but without explosion (2) (3) (4) (5) and (6), therefore, in the absence of an explosion, no gases are emitted, and no greenhouse gas emissions, and what is more without dependence on oil.

5 4 ^a .- Pneumatic Mechanism according to claim 1, is a motor system based on the same driving principles as the explosion systems (1A) or (IB) (2) (3) (4) (5) and (6), but without explosion, and having no explosion, cancels the existence of noise, being the least polluting and quietest automotive

0

5 .- Mechanism tire according to claim 1, automotive inflatable (1A) mechanical (lB) electro-magnetic (3) (4) (5) and (6), is a solution to problems involving pollution product the combustion of petroleum derivatives, especially in 5 urban areas, as well as helping to solve the dependence generated by this type of fuel.

6 .- Mechanism tire according to claim 1, which need not be connected to the mains supply, generates its own power Pneumatic 0 (compressed air) ((1A) (IB) so it does not need any fuel storage and generates a sufficient amount of energy (compressed air) for its propulsion.

7 ^a .- Pneumatic Mechanism according to claim 1, is an automotive system, with the characteristics of independence, mobility and freedom that gives it its own energy: Compressed air.

8 ^a .- Pneumatic Mechanism according to claim 1, keep in mind that the technology used is the Pneumatic Drive (1A) (IB) as 0 form

SUBMISSION SHEET (Rule 26) of own fuel, generated by the Pneumatic Drive System ((1A) or (IB) and which converts it into a driving force for the automotive industry.

9 ^a. - Pneumatic Mechanism according to claim 1, which does not use fuel for its operation since the fuel is the atmosphere itself or the air. This means that it does not use any type of fuel to power the SIM System, nor for the operation of said System (1A) (IB).

SUBMISSION SHEET (Rule 26)