WO2020018161A1 - Moteur à gaz comprimé - Google Patents

Moteur à gaz comprimé Download PDF

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Publication number
WO2020018161A1
WO2020018161A1 PCT/US2019/027620 US2019027620W WO2020018161A1 WO 2020018161 A1 WO2020018161 A1 WO 2020018161A1 US 2019027620 W US2019027620 W US 2019027620W WO 2020018161 A1 WO2020018161 A1 WO 2020018161A1
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WO
WIPO (PCT)
Prior art keywords
piston assembly
piston
compressed gas
side cavity
rod
Prior art date
Application number
PCT/US2019/027620
Other languages
English (en)
Inventor
Barry Walter COLE
Original Assignee
Us Air Technology, Inc.
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
Application filed by Us Air Technology, Inc. filed Critical Us Air Technology, Inc.
Priority to CN201980060134.3A priority Critical patent/CN113167115A/zh
Priority to EP19721931.4A priority patent/EP3824161A1/fr
Publication of WO2020018161A1 publication Critical patent/WO2020018161A1/fr
Priority to US17/150,007 priority patent/US20210231111A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements
    • F01B1/08—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders arranged oppositely relative to main shaft and of "flat" type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B17/00—Reciprocating-piston machines or engines characterised by use of uniflow principle
    • F01B17/02—Engines
    • F01B17/025—Engines using liquid air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B21/00—Combinations of two or more machines or engines
    • F01B21/02—Combinations of two or more machines or engines the machines or engines being all of reciprocating-piston type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B25/00—Regulating, controlling, or safety means
    • F01B25/02—Regulating or controlling by varying working-fluid admission or exhaust, e.g. by varying pressure or quantity

Definitions

  • Compressed gas engines can be used as an alternative to internal combustion engines to supply rotational mechanical energy to various machines.
  • compressed gas engines typically require highly compressed gas to match the energy content per unit mass that is contained in a combustible fuel, such as gasoline.
  • a combustible fuel such as gasoline.
  • the operation of typical compressed gas engines can result in the rapid decompression of the compressed gas, leading to a significant reduction in the temperature of the air and possible freezing of the compressed gas engine.
  • Certain embodiments of the disclosed invention may include a compressed gas engine.
  • the compressed gas engine may include a first crankshaft, a first set of piston assemblies, a second set of piston assemblies, and a first valve assembly.
  • the first set of piston assemblies may be coupled to the first crankshaft and comprise a first piston assembly having a first diameter and a second piston assembly having a second diameter.
  • the second set of piston assemblies may be operatively coupled to the first crankshaft and comprise a third piston assembly having the first diameter and a fourth piston assembly having the second diameter.
  • the second set of piston assemblies may be positioned on the crankshaft opposite the first set of piston assemblies such that the piston assemblies of the first set of piston assemblies and the piston assemblies of the second set of piston assemblies having the same diameter are aligned.
  • An open-side cavity of the first piston assembly may be fluidly coupled to and receive compressed air from a compressed air source.
  • a rod-side cavity of the second piston assembly may be fluidly coupled to and receive partially expanded compressed air from a rod-side cavity of the
  • Certain embodiments of the disclosed invention may include of operating a compressed gas engine.
  • the method may include flowing compressed gas from a compressed gas source into a rod-side cavity of a first piston assembly of a first set of piston assemblies operatively coupled to a crankshaft, the first piston assembly having a first diameter.
  • the method may further include flowing compressed gas from the compressed gas source into an open-side cavity of a second piston assembly of a second set of piston assemblies operatively coupled to the crankshaft and opposite the first set of piston assemblies, the second piston assembly having the first diameter and being aligned with the first piston assembly.
  • the method may also include forcing partially expanded compressed gas to flow from an open-side cavity of the first piston assembly into an open-side cavity of a third piston assembly of the first set of piston assemblies, the third piston assembly having a second diameter.
  • the method may further include forcing partially expanded compressed gas to flow from a rod-side cavity of the second piston assembly into a rod-side cavity of a fourth piston assembly of the second set of piston assemblies, the fourth piston assembly having the second diameter and being aligned with the third piston assembly.
  • FIG. 1 is a schematic view of a compressed gas engine system according to one or more embodiments.
  • FIG. 2A is a schematic diagram of an engine module of FIG. 1 according to one or more embodiments.
  • FIG. 2B is a cross-sectional view of the engine module of FIG. 2A along line
  • FIGS. 3A-3E are schematic diagrams illustrating the flow of compressed gas through the engine module of FIG. 2 A according to one or more embodiments.
  • FIG. 4 is a schematic diagram of an engine module according to one or more embodiments.
  • FIG. 5A is a schematic diagram of the compressed gas engine of FIG. 1 according to one or more embodiments.
  • FIG. 5B is a cross-sectional view of the compressed gas engine of FIG. 5A along line B-B.
  • FIGS. 6A-6J are schematic diagrams illustrating the flow of compressed gas through an engine module according to one or more embodiments.
  • any component described with regard to a figure in various embodiments of the invention, may be equivalent to one or more like-named components described with regard to any other figure.
  • descriptions of these components will not be repeated with regard to each figure.
  • each and every embodiment of the components of each figure is incorporated by reference and assumed to be optionally present within every other figure having one or more like-named components.
  • any description of the components of a figure is to be interpreted as an optional embodiment, which may be implemented in addition to, in conjunction with, or in place of the embodiments described with regard to a corresponding like-named component in any other figure.
  • ordinal numbers e.g ., first, second, third, etc.
  • an element i.e ., any noun in the application.
  • the use of ordinal numbers is not to necessarily imply or create any particular ordering of the elements nor to limit any element to being only a single element unless expressly disclosed, such as by the use of the terms“before”,“after”,“single”, and other such terminology. Rather, the use of ordinal numbers is to distinguish between the elements.
  • a first element is distinct from a second element, and the first element may encompass more than one element and succeed (or precede) the second element in an ordering of elements.
  • the term“about,” when used in conjunction with a target value means within a value 10% of the target value.
  • the present disclosure provides a compressed gas engine system.
  • the compressed gas engine system supplies rotational energy to rotating components, e.g., a generator, a gearbox, or a pump.
  • the compressed gas engine system may also be used to supply rotational energy to other types of rotating components, e.g., boat propellers, electrical generators, and drive shafts for vehicles.
  • the rotating components are not limited by the aforementioned examples.
  • FIG. 1 is a schematic diagram of a compressed gas engine system (100), according to one or more embodiments.
  • the compressed gas engine system (100) includes a compressed gas engine (102) fluidly coupled to a compressed gas source (104) and a decompressed gas container (106), and operatively coupled to one or more rotating components (108).
  • the compressed gas engine system (100) also includes an engine management system (110) that controls the operation of the compressed gas engine (102).
  • the engine management system (110) controls a valve assembly (not shown) used to control the flow of compressed gas through the compressed gas engine (102).
  • the valve assembly may include spool valves or solenoid valves.
  • the valve assembly may include other types of valves, e.g., ball valves, rotary valves, or other types of flow control valves.
  • the valves are not limited by the aforementioned examples.
  • the compressed gas engine (102) decompresses the compressed gas received from the compressed gas source (104) in two or more stages, as discussed in more detail below, to provide the rotating component(s) (108) with rotational energy through a driveshaft (112) or similar structure.
  • the decompression takes place in one or more engine modules (114, 116) that are operatively coupled together to provide a single output to the rotating component(s) (108).
  • two engine modules (114, 116) are shown, this disclosure is not thereby limited.
  • the compressed gas engine (102) may include one, three, or more engine modules (114, 116).
  • the decompressed gas After passing through the compressed gas engine (102), the decompressed gas typically remains at a pressure that is above ambient air pressure and is exhausted to the decompressed gas container (106) for storage.
  • the gas stored in the decompressed gas container (106) can then be recompressed using less input energy than would otherwise be required to compress the gas that powers the compressed gas engine system (100). Alternatively, the decompressed gas can be exhausted to the atmosphere.
  • the compressed gas engine (102) may decompress compressed air, compressed nitrogen, or any other compressed gas to provide the rotational energy to the rotating component(s) (108). Additionally, the compressed gas engine (100) may utilize a liquefied gas, e.g., liquid nitrogen. However, in such cases, the compressed gas engine system (100) includes an expansion device (not shown) that heats the vaporizing liquefied gas to ensure the resulting compressed gas is at an appropriate temperature for use in the compressed gas engine (100).
  • FIG. 2A is an engine module 114 of FIG. 1 according to one or more embodiments.
  • the engine module 114 includes multiple piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) that each include a rod assembly (206) that divides the internal cavity (208) of the piston assembly (200A, 200B, 202A, 202B, 204 A, 204B) into an open-side cavity (210) and a rod-side cavity (212).
  • the rod assembly (206) includes a rod (214) that is coupled to a piston (215) through a pivot (not shown) and that extends through the rod-side cavity (212) of the piston assembly (200A, 200B, 202A, 202B, 204A, 204B).
  • the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) also include an open-side port (216) in fluid communication with the open-side cavity (210) and a rod-side port (218) in fluid communication with the rod-side cavity (212).
  • the diameter of piston assemblies 204A and 204B is greater than the diameter of piston assemblies 202A and 202B, which, in turn, is greater than the diameter of piston assemblies 200 A and 200B.
  • the diameter of piston assemblies 202A and 202B is within a range of 1.5 to 1.6 times the diameter of piston assemblies 200A and 200B
  • the diameter of piston assemblies 204A and 204B is within a range of 1.5 to 1.6 times the diameter of piston assemblies 202A and 202B.
  • the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) may have diameters of different sizes and/or diameter ratios.
  • the rod assemblies (206) are coupled to a crankshaft (220) through bearing assemblies (222) that allow the crankshaft (220) to rotate within the bearing assembly (222).
  • the piston assemblies are arranged in sets, i.e., piston assemblies 200A, 202A, and 204A, or piston assemblies 200B, 202B, and 204B, which are positioned on either side of the crankshaft (220) and aligned such that the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) having the same diameter connect to the same portion of the crankshaft (220).
  • This configuration allows the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) to rotate the crankshaft (220) as the rod assemblies (206) extend and retract.
  • 202B, 204A, 204B are arranged along the same plane, e.g., the horizontal plane shown in FIG. 2B. In other embodiments, the plane may be vertical or any other orientation.
  • the connection between the crankshaft (220) and the bearing assemblies 220 of the respective adjacent piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) of the same piston assembly set, i.e., piston assemblies 200A, 202A, and 204A, or piston assemblies 200B, 202B, and 204B, are radially offset by 180 degrees.
  • crankshaft (220) are supported by an engine frame (224) that maintains the relative positions of the piston assemblies (200A, 200B, 202A, 202B, 204 A, 204B) and the crankshaft 220.
  • the engine frame (224) includes multiple bearings (226), which support the crankshaft (220) while allowing the crankshaft (220) to rotate within the engine frame (224).
  • the engine module (114) also includes two spool valves (228A, 228B) that control the flow of air through the engine module (114), as described in more detail with reference to FIGS. 3 A-3E and 6A-6J.
  • FIGS. 3A-3E are schematic diagrams illustrating the flow of compressed gas through the engine module (114) of FIG. 2A according to one or more embodiments.
  • the spool valves (228A, 228B) are actuated to a first position to allow compressed gas to flow from the compressed gas source (104) to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B, respectively.
  • the spool valves (228A, 228B) are then actuated to a second position to allow compressed gas to flow from the compressed gas source (104) to the open-side port (216) of piston assembly 200A and the rod-side port (218) of piston assembly 200B, as shown in FIG. 3B.
  • This allows compressed gas to enter the open-side cavity (210) of piston assembly 200A and the rod-side cavity (212) of piston assembly 200B, extending the rod assembly (206) of piston assembly 200A and retracting the rod assembly (206) of piston assembly 200B.
  • the movement of the respective rod assemblies (206) also forces the partially expanded compressed gas within the rod-side cavity (212) of piston 200A to pass through spool valve 228A and enter the rod-side cavity (212) of piston 202A through the rod-side port (218), and the partially expanded compressed gas within the open-side cavity (210) of piston 200B to pass through spool valve 228B and enter the open-side cavity (210) of piston 202B through the open-side port (216).
  • the shifting of piston assemblies 200A, 200B, 202A, 202B to the positions shown in FIG. 3B rotates the crankshaft (220) 180 degrees from the previous position shown in FIG. 3 A.
  • the compressed gas entering piston assembly 200B extends the rod assembly (206) and forces the partially compressed gas within the rod-side cavity (212) of piston assembly 200B to pass through spool valve 228B and enter the rod-side cavity (212) of piston 202A through the rod-side port (218), retracting the rod assembly (206) of piston assembly 202B.
  • the retraction of the rod assembly (206) of piston assembly 202B forces the further expanded compressed gas within the open-side cavity (210) of piston 202B to pass through spool valve 228B and enter the open-side cavity (210) of piston 204B through the open-side port (216), extending the rod assembly (206) of piston assembly 204B.
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) to the positions shown in FIG. 3C rotates the crankshaft (220) 180 degrees from the previous position shown in FIG. 3B.
  • the compressed gas entering piston assembly 200B retracts the rod assembly (206) and forces the partially compressed gas within the open-side cavity (210) of piston assembly 200B to pass through spool valve 228B and enter the open-side cavity (210) of piston 202B through the open-side port (216), extending the rod assembly (206) of piston assembly 202B.
  • the movement of the rod assembly (206) of piston assembly 202B forces the further expanded compressed gas within the rod-side cavity (212) of piston 202B to pass through spool valve 228B and enter the rod-side cavity (212) of piston 204B through the rod- side port (218), retracting the rod assembly (206) of piston assembly 204B.
  • the movement of the rod assembly (206) of piston assembly 204B exhausts the decompressed gas within the open-side cavity (210) of piston assembly 204B into the decompressed gas container (106).
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) to the positions shown in FIG. 3D rotates the crankshaft (220) 180 degrees from the previous position shown in FIG. 3C.
  • the decompressed gas entering the decompressed gas container (106) may still be at a pressure that is above ambient pressure, e.g., the gas may initially be at 200 psi, be decompressed to 100 psi in piston assemblies 200A and 200B, be further decompressed to 50 psi in piston assemblies 202A and 202B, and finally be decompressed to 25 psi in piston assemblies 204A and 204B.
  • the compressed gas supply (104) may be at a pressure other than 200 psi, or the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) may decompress the compressed gas to different pressures.
  • the spool valves (228A, 228B) are then actuated to the first position, as shown in FIG. 3E, allowing compressed gas to again enter the rod-side cavity (212) of piston assembly 200A and the open-side cavity (210) of piston assembly 200B.
  • the compressed gas entering piston assembly 200B extends the rod assembly (206) and forces the partially compressed gas within the rod-side cavity (212) of piston assembly 200B to pass through spool valve 228B and enter the rod-side cavity (212) of piston 202B through the rod-side port (218), retracting the rod assembly (206) of piston assembly 202B.
  • the movement of the rod assembly (206) of piston assembly 202B forces the further expanded compressed gas within the open-side cavity (210) of piston 202B to pass through spool valve 228B and enter the open-side cavity (210) of piston 204B through the open-side port (216), extending the rod assembly (206) of piston assembly 204B.
  • the movement of the rod assembly (206) of piston assembly 204B exhausts the decompressed gas within the rod-side cavity (212) of piston assembly 204B into the decompressed gas container (106).
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) to the positions shown in FIG. 3E rotates the crankshaft (220) 180 degrees from the previous position shown in FIG. 3D.
  • the spool valves (228A, 228B) alternate between the first and the second positions as shown in FIGS. 3D and 3E.
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) continues to rotate the crankshaft (220) as the compressed gas from the compressed gas source is decompressed in the compressed gas engine.
  • the compressed gas allows the compressed gas to be gradually decompressed as it travels through the compressed gas engine 114. This prevents a sudden drop in temperature of the gas that can lead to freezing of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B). Additionally, the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) are sized such that the force applied to the crankshaft (220) by the extension and retraction of the rod assemblies (206) is about equal for each piston within the set of pistons. This allows additional energy to be extracted from the compressed gas as it is decompressed and increases the torque that can be supplied by the crankshaft (220) to rotating components (108).
  • FIG. 4 is a schematic diagram of an engine module
  • the engine module 400 functions similarly to the engine module 114 described above with reference to FIGS. 3A-3E. However the spool valves (228A, 228B) have been replaced by solenoid valves (402, 404, 406, 408, 410, 410, 414, 416, 418, 420, 422, 424).
  • each piston assembly (200A, 200B, 202A, 202B, 204A, 204B) includes an open-side inlet solenoid valve (402, 404, 406), an open-side outlet solenoid valve (408, 410, 410), a rod-side inlet solenoid valve (414, 416, 418) and a rod-side outlet solenoid valve (420, 422, 424).
  • the piston assemblies (200A, 200B, 202A, 202B, 204A,
  • piston assemblies 200A and 200B are directly connected to each other through inlet solenoid valves (404, 406, 416, 418) and outlet solenoid valves (408, 410, 420, 422). Additionally piston assemblies 200A and 200B are directly connected to the compressed gas source (104) through inlet solenoid valves 402 and piston assemblies 204A and 204B are directly connected to the decompressed gas container (106) through outlet solenoid valves 424.
  • the solenoid valves are actuated by an engine management system (110) to allow compressed gas into the respective cavities (210), (212) to allow the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) to rotate the crankshaft (220) as described above.
  • inlet solenoid valves 404, 406, 416, 418 may be fluidly connected to a junction having one side fluidly connected to the respective outlet solenoid valve 408, 410, 420, 422 and the other side fluidly connected to a second solenoid valve (426) that is fluidly connected to the compressed gas source (104).
  • This configuration allows the engine management system (110) to boost the output torque of the compressed gas engine (102) by supplementing the partially decompressed gas flowing into piston assemblies 202A, 202B, 204A, 204B with compressed gas from the compressed gas source (104).
  • FIG. 5A is a schematic diagram of the compressed gas engine (102) of FIG. 1 according to one or more embodiments.
  • the individual engine modules (114, 116) of compressed gas engine (102) are similar to those described above with reference to FIGS. 2A-3E.
  • crankshafts 220 A and 220B of engine modules 114 and 116, respectively are operatively coupled together to allow the crankshafts (220A, 220B) to rotate as a single unit.
  • the adjacent ends of the crankshafts (220 A, 220B) are castellated to allow the crankshafts (220A, 220B) to rotate as one.
  • the crankshafts (220A, 220B) utilize mechanical fasters or other similar means to function as a single unit.
  • a single crankshaft (not shown) extends through both engine modules (114, 116).
  • piston assemblies 200A, 202A, and 204A, or piston assemblies 200B, 202B, and 204B, and the respective crankshaft (220A, 220B) are radially offset by 180 degrees, as described above.
  • piston assemblies 200A, 202A, and 204A, or piston assemblies 200B, 202B, and 204B, and the respective crankshaft (220A, 220B) are radially offset by 180 degrees, as described above.
  • piston assemblies 200A, 202A, and 204A, or piston assemblies 200B, 202B, and 204B, and the respective crankshaft (220A, 220B) are radially offset by 180 degrees, as described above.
  • connection between the crankshafts (220A, 220B) is such that the connection between the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) and the crankshaft (220A) of engine module 114 are radially offset 90 degrees from the connections between piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) and the crankshaft (220B) of engine module 116.
  • crankshafts (220A, 220B) causes the rod assemblies (206) of one engine module (114, 116) to be extended and retracted, while the rod assemblies (206) of the other engine module (114, 116) are in a center position, as shown in FIG. 5A.
  • This arrangement helps to prevent hydraulic lock-up of the compressed gas engine (102).
  • FIGS. 6A-6J are schematic diagrams illustrating the flow of compressed gas through the compressed gas engine module (102) of
  • FIG. 6A according to one or more embodiments.
  • the spool valves (600A, 600B) are actuated to a first position to allow compressed gas to flow from the compressed gas source (104) to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 114.
  • This retracts the rod assembly (206A) of piston assembly 200A and extends the rod assembly (206 A) of piston assembly 200B.
  • the movement of the respective rod assemblies (206A) rotates the crankshafts (220A, 220B) to the position shown in FIG. 6A.
  • the spool valves (600A, 600B) are then actuated to the second position, as shown in FIG. 6B, allowing compressed gas to enter the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 116. As this occurs, compressed gas flows from the compressed gas source (104) to the open-side port (216) of piston assembly 200 A and the rod-side port (218) of piston assembly 200B of engine module 114. This extends the rod assembly (206A) of piston assembly 200A and retracts the rod assembly (206) of piston assembly 200B of engine module 114.
  • the flow of compressed gas into piston assemblies 200A and 200B of engine module 114 also forces the partially expanded compressed gas within the rod-side cavity (212) of piston 200 A to enter the rod-side port (218), and the partially expanded compressed gas within the open-side cavity (210) of piston 200B to enter the open-side cavity of piston 202B through the open-side port (216) of engine module 114, shifting the rod assemblies (206A) to a central position.
  • the shifting of the piston assemblies 200A, 200B, 202A, 202B of engine module 114 and piston assemblies 200 A and 200B of engine module 116 to the positions shown in FIG. 6B rotates the crankshafts (220A, 220B) 90 degrees from the previous position shown in FIG. 6A.
  • the spool valves (600A, 600B) are then actuated to the third position, as shown in FIG. 6C, continuing the flow of compressed gas to the open-side port (216) of piston assembly 200A and the rod-side port (218) of piston assembly 200B of engine module 114. As this occurs, compressed gas also flows from the compressed gas source (104) to the open-side port (216) of piston assembly 200A and the rod-side port (218) of piston assembly 200B of engine module 116.
  • the flow of compressed gas into piston assemblies 200A and 200B of engine module 116 also forces the partially expanded compressed gas within the rod-side cavity (212) of piston assembly 200A to enter the rod-side port (218) of piston assembly 202A, and the partially expanded compressed gas within the open-side cavity (210) of piston assembly 200B of engine module 116 to enter the open-side port (210) of piston assembly 202B of engine module 114, shifting the rod assemblies (206B) to a central position.
  • the shifting of piston assemblies 200A, 200B, 202A, 202B of engine module 114 and piston assemblies 200A and 200B of engine module 116 to the positions shown in FIG. 6C rotates the crankshafts (220 A, 220B) 90 degrees from the previous position shown in FIG. 6B.
  • the spool valves (600A, 600B) are then actuated to the fourth position, as shown in FIG. 6D, continuing the flow of compressed gas to the open-side port (216) of piston assembly 200A and the rod-side port (218) of piston assembly 200B of engine module 116. As this occurs, compressed gas also flows from the compressed gas source (104) to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 114.
  • 202B of engine module 114 is forced to enter the open-side port (216) of piston assembly 204B.
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) of engine module 114 and piston assemblies 200A, 200B, 202A, and 202B of engine module 116 to the positions shown in FIG. 6D rotates the crankshafts (220 A, 220B) 90 degrees from the previous position shown in FIG. 6C.
  • the spool valves (600A, 600B) are then actuated to back to the first position, as shown in FIG. 6E, continuing the flow of compressed gas to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 114. As this occurs, compressed gas also flows from the compressed gas source (104) to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 116.
  • the spool valves (600A, 600B) are then actuated to second position, as shown in FIG. 6F, continuing the flow of compressed gas to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 116. As this occurs, compressed gas also flows from the compressed gas source (104) to the open-side port (216) of piston assembly 200A and the rod- side port (218) of piston assembly 200B of engine module 114.
  • This movement also forces the partially expanded compressed gas within the rod-side cavity (212) of piston assembly 200A of engine module 114 is forced to enter the rod-side port (218) of piston assembly 202A, and the partially expanded compressed gas within the open-side cavity (210) of piston assembly 202 A of engine module 114 to enter the open-side port (216) of piston assembly 204A of engine module 114.
  • the decompressed gas within the rod-side cavity (212) of piston assembly 204A of engine module 114 is then exhausted into the decompressed gas container (106).
  • FIG. 6G continuing the flow of compressed gas to the open-side port (218) of piston assembly 200 A and the rod-side port (218) of piston assembly 200B of engine module 114.
  • compressed gas also flows from the compressed gas source (104) to the open-side port (216) of piston assembly 200 A and the rod-side port (218) of piston assembly 200B of engine module 116.
  • This movement also forces the partially expanded compressed gas within the rod-side cavity (218) of piston assembly 200A of engine module 116 to enter the rod-side port (218) of piston assembly 202 A, and the partially expanded compressed gas within the open-side cavity (210) of piston assembly 202A of engine module 116 to enter the open-side port (210) of piston assembly 204 A.
  • the decompressed gas within the rod-side cavity (212) of piston assembly 204A of engine module 116 is then exhausted into the decompressed gas container (106).
  • the spool valves (600A, 600B) are then actuated to fourth position, as shown in FIG. 6H, continuing the flow of compressed gas to the open-side port (216) of piston assembly 200A and the rod-side port (218) of piston assembly 200B of engine module 116. As this occurs, compressed gas also flows from the compressed gas source (104) to the rod-side port (218) of piston assembly 200 A and the open- side port (216) of piston assembly 200B of engine module 114.
  • This movement also forces the partially expanded compressed gas within the open-side cavity (210) of piston assembly 200A of engine module 114 to enter the open-side port (216) of piston assembly 202A, and the partially expanded compressed gas within the rod-side cavity (212) of piston assembly 202A of engine module 114 to enter the rod-side port (218) of piston assembly 204A.
  • the decompressed gas within the open-side cavity (210) of piston assembly 204A of engine module 114 is then exhausted into the decompressed gas container (106).
  • the spool valves (600A, 600B) are then actuated to fourth position, as shown in FIG. 61, continuing the flow of compressed gas to the rod-side port (218) of piston assembly 200A and the open-side port (216) of piston assembly 200B of engine module 114. As this occurs, compressed gas also flows from the compressed gas source (104) to the rod-side port (218) of piston assembly 200 A and the open- side port (216) of piston assembly 200B of engine module 116.
  • This movement also forces the partially expanded compressed gas within the open-side cavity (210) of piston assembly 200A of engine module 116 to enter the open-side port (216) of piston assembly 202A, and the partially expanded compressed gas within the rod-side cavity (212) of piston assembly 202A of engine module 116 to enter the rod-side port (218) of piston assembly 204A.
  • the decompressed gas within the open-side cavity (210) of piston assembly 204A of engine module 116 is then exhausted into the decompressed gas container (106).
  • This movement also forces the partially expanded compressed gas within the rod-side cavity (212) of piston assembly 200A of engine module 114 to enter the rod-side port (218) of piston assembly 202 A, and the partially expanded compressed gas within the open-side cavity (210) of piston assembly 202A of engine module 114 to enter the open-side port (216) of piston assembly 204A of engine module 114.
  • the decompressed gas within the rod-side cavity (212) of piston assembly 204A of engine module 114 is then exhausted into the decompressed gas container (106).
  • the spool valves (600 A, 600B) alternate between the first, second, third, and fourth positions as shown in FIGS. 6G through 6J.
  • the shifting of the piston assemblies (200A, 200B, 202A, 202B, 204A, 204B) continues to rotate the crankshafts (220A, 220B) as the compressed gas from the compressed gas source is decompressed in the compressed gas engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à gaz comprimé. Le moteur à gaz comprimé peut comprendre un premier vilebrequin, un premier ensemble d'ensembles piston, un second ensemble d'ensembles piston et un premier ensemble soupape. Le premier ensemble d'ensembles piston peut être couplé au premier vilebrequin et peut comprendre un premier ensemble piston ayant un premier diamètre et un second ensemble piston ayant un second diamètre. Le second ensemble d'ensembles piston peut être couplé de manière fonctionnelle au premier vilebrequin et peut comprendre un troisième ensemble piston ayant le premier diamètre et un quatrième ensemble piston ayant le second diamètre. Le second ensemble d'ensembles piston peut être positionné sur le vilebrequin à l'opposé du premier ensemble d'ensembles piston de telle sorte que les ensembles piston du premier ensemble d'ensembles piston et les ensembles piston du second ensemble d'ensembles piston ayant le même diamètre soient alignés.
PCT/US2019/027620 2018-07-16 2019-04-16 Moteur à gaz comprimé WO2020018161A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201980060134.3A CN113167115A (zh) 2018-07-16 2019-04-16 压缩气体发动机
EP19721931.4A EP3824161A1 (fr) 2018-07-16 2019-04-16 Moteur à gaz comprimé
US17/150,007 US20210231111A1 (en) 2018-07-16 2021-01-15 Compressed gas engine

Applications Claiming Priority (2)

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ZA201804722 2018-07-16
ZA2018/04722 2018-07-16

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WO2020018161A1 true WO2020018161A1 (fr) 2020-01-23

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EP (1) EP3824161A1 (fr)
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022087249A1 (fr) * 2020-10-21 2022-04-28 Gussow Seth Moteur à compression externe
DE102021121317A1 (de) * 2021-08-17 2023-02-23 Peter Pelz Zylinder-Hubkolben-Vorrichtung, Druckluftmotor und Fahrzeug

Citations (5)

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Publication number Priority date Publication date Assignee Title
DE396065C (de) * 1923-01-09 1924-05-23 Heinrich Woll Druckluftmaschine
DE398031C (de) * 1921-11-12 1924-07-10 Ehrhardt & Sehmer Akt Ges Masc Druckluftmaschine
US4171618A (en) * 1977-06-01 1979-10-23 Aegerter Karl M Fluid operated motor
GB2469939A (en) * 2009-05-01 2010-11-03 Keith Gordon Hall Split-cycle engines
WO2017039464A1 (fr) * 2015-08-31 2017-03-09 Gaj-Jabłoński Wojclech Moteur à hydrogène et moyen de production de carburant hydrogène pour son alimentation énergétique

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US2115556A (en) * 1935-08-23 1938-04-26 Maniscalco Pietro Compressed air motor
US5326231A (en) * 1993-02-12 1994-07-05 Bristol Compressors Gas compressor construction and assembly
UY4298U (es) * 2008-09-10 2010-04-30 Armando Miguel Regusci Campomar Variante de motor de gas comprimido de pistón libre y piñón con varias etapas de descompresión y resorte por retorno
EP2504543B1 (fr) * 2010-11-18 2015-11-04 Odd Bernhard Torkildsen Dispositif pour la transmission de force depuis les pistons d'un moteur à piston
US8910613B2 (en) * 2013-03-14 2014-12-16 Kurt Amplatz Internal combustion engine
CN111878176A (zh) * 2020-08-26 2020-11-03 游涛 双向可逆流体动力发动机

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE398031C (de) * 1921-11-12 1924-07-10 Ehrhardt & Sehmer Akt Ges Masc Druckluftmaschine
DE396065C (de) * 1923-01-09 1924-05-23 Heinrich Woll Druckluftmaschine
US4171618A (en) * 1977-06-01 1979-10-23 Aegerter Karl M Fluid operated motor
GB2469939A (en) * 2009-05-01 2010-11-03 Keith Gordon Hall Split-cycle engines
WO2017039464A1 (fr) * 2015-08-31 2017-03-09 Gaj-Jabłoński Wojclech Moteur à hydrogène et moyen de production de carburant hydrogène pour son alimentation énergétique

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CN113167115A (zh) 2021-07-23
US20210231111A1 (en) 2021-07-29

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