HUP0402685A2 - Thermodynamic gas motor - Google Patents

Description

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PUBLICATION COPY

THERMODYNAMIC GAS ENGINE

Dr. István Magai, H-2051 Biatorbágy

Magai Hanna, H-2051 Biatorbágy Inventors are identical to the applicants.

The subject of the invention is a thermodynamic gas engine, which combines several advantageous features of an internal combustion engine, an external combustion engine and a gas turbine, and produces useful work as a discontinuously flowed system through isobaric and adiabatic state changes of the charge gas.

As is known, external and internal combustion engines, as well as gas turbines, are widely used heat engines. During the development of heat engines, steam engines appeared first, which were external combustion engines. This was followed by the safer Lenoir, atmospheric, Stirling engines. The appearance of the Otto engine, the Diesel engine, and then gas turbines represented a great development.

Nowadays, the development of external combustion engines is experiencing a renaissance. The use of gas turbines is decisive in aviation, but in terms of number of units, the internal combustion engine is the most widespread power plant, therefore, in the following, we will mainly describe the current state of the art through the most common piston designs, single or multi-cylinder reciprocating piston or rotary piston internal combustion engines.

It is also known that internal combustion engines burn a combustible mixture • · i _A · ·

1. Useful work is produced from released thermal energy. The energy released in the internal combustion chamber of reciprocating piston engines is converted into useful work on the crankshaft by the piston moving under the influence of pressure.

The following patents are marked as known solutions showing the current state of the art.

Hungarian patents:

P0200028, P8701306, P8803673, P9005503, P9007686, P9100111, P9603127 US Patents:

US 6,739,307 B2; US 6,578,359 B2; US 6,782,866 B2; US 6,701,708 B2,

US 6,786,045 B2; US 5,177,968; US 6,698,200 Bl; US 6,779,334 B2;

US 6,606,849 Bl; US 6,776,136 Bl

Literature:

HANDBOOK OF MECHANICAL AND ELECTRICAL ENGINEERS, Editor-in-Chief: Dr. Zénó Teiplán, Technical Publishing House, Budapest, 1962. Volume 4, 198-375p. The disadvantage of the above solutions is that in the case of reciprocating internal combustion engines, combustion is only possible for a short time - (for example, 1-5%) compared to the entire working cycle, therefore the chemical process can only be implemented at the cost of significant compromises, and in the case of external combustion (for example, Stirling engine), the operation of the heat exchangers makes the structure difficult, allows for a slower power increase compared to internal combustion engines, and worsens the efficiency.

Another disadvantage is that in the case of internal combustion engines, the peak combustion pressure in the cylinder can reach 5-10 times the indicated mean pressure, which causes the structure to run unevenly and requires oversizing in terms of strength. Another disadvantage is that the combustion product/exhaust gas produced during short-term combustion contains significantly more environmentally harmful substances (residues of additives that prevent knocking, autoignition, cracking, as well as CH, CO, etc. compounds) than the exhaust gas of fuel burned during continuous or longer-stage combustion under favorable conditions, capable of obtaining the same thermal energy.

Another disadvantage of gas turbines is that their operating speed and torque are slow to develop (typically from a few s to 1800 s), and their operating speed can also be varied in a narrow range, and their structural solutions

As a result, they can only be designed for a significantly shorter lifespan than reciprocating internal combustion or external combustion engines.

Our invention aimed to eliminate the disadvantageous properties of these solutions and to develop advantageous properties.

The solution according to the invention is therefore a thermal gas engine with a heater, motor, and compressor, which produces useful work through isobaric and adiabatic state changes of the gaseous medium of a system that flows intermittently through the thermal gas engine.

The essence of the invention is to create a cycle similar to the Brayton cycle used in gas turbines with a discontinuously flowed, i.e., volumetric displacement thermodynamic gas engine. (The Brayton cycle consists of adiabatic, isobaric, adiabatic, and isobaric stages, and forms a continuously flowed system.) In this way, we combine many of the advantages of engines and gas turbines.

These benefits are as follows:

The ratio of isobaric and adiabatic sections can be flexibly changed during operation. The peak combustion heat and peak pressure of internal combustion engines are absent, therefore the strain on mechanical structures is significantly reduced compared to internal combustion engines of the same power and geometry. Due to the more uniform pressure distribution in the working space, the torque change depending on the angular position of the crankshaft is smaller. The shape of the combustion chamber is independent of the working space, therefore perfect combustion can be more closely approached. The time and characteristics of combustion can be controlled independently of the working piston. There is no need to add anti-knock, ignition aid and other additives to the fuel, because the combustion is more uniform and can last longer than in the case of combustion in the working space. The combustion heat of any combustible material can be used for heat transfer in the heater by using a suitably designed heat exchanger. Solar energy, geothermal energy, and other radiant energy sources and their combinations can also be used for heat transfer in the heater. When burning gas, liquid or fluid particulate fuel, ignition is simpler and safer than in internal combustion engines.

Heating (ideally combustion), the working stroke and compression take place in a physically separable structure, so the multi-function compromises required in internal combustion engines are not required. With appropriately designed valve arrangements, it is also possible for individual cylinders to alternately perform the function of engine and compressor. Another advantage is that the thermodynamic gas engine - in contrast to internal combustion engines, but especially gas turbines - is able to deliver maximum torque at low speeds (100th of the nominal speed) due to the appropriately designed heater. Another advantage is that the thermodynamic gas engine can also be designed for gas generator tasks.

Another advantage is that, in order to increase efficiency, additional, appropriately designed gas engines can be connected in series in several stages (preferably in a pressure stage) after the engine.

Another advantage is that the thermodynamic gas engine operated as a feedback system can also be operated as an energy pump/accumulator in such a way that energy is stored by appropriately increasing the pressure of the gas charge in a suitably designed heater, or the gas charge created as a result of the pressure increase is stored in a storage tank for later use. With this design, for example, it is possible to create a medium suitable for high-pressure work with solar energy, while converting the heating thermal energy into pressure (mechanical) energy.

The invention is described in more detail with reference to the attached drawings, which show an exemplary embodiment of the device according to the invention.

Figure 1. Block diagram of a thermodynamic gas engine with an open gas space

Figure 2. Block diagram of a thermodynamic gas engine with a closed (recirculated) gas space

Figure 3. Heater block diagram

Figure 4. Equivalent pV diagram of a thermodynamic gas engine

In the drawing, similar parts are designated by the same reference numerals for simplicity.

The operation of the solution according to the invention is shown in Figures 1-4, where the filling gas 15 in the suitably designed heater 1 shown in Figure 1 is heated by the external heat transfer 13, thereby increasing its working capacity (increasing the product p*V by heat transfer, where p is the pressure, V is the gas volume), then the filling gas 15 with increased working capacity is introduced into the engine 3 through the high-pressure connection 2 (see the section between the diagram points 24-23 in Figure 4), where during the isobar between the diagram points 23-19 and the adiabatic state changes between the diagram points 19-18, the filling gas 15 expands and performs work in the engine 3, which is connected to the drive 4. The expanded 15 charge gas is discharged into the environment through the exhaust 7 in accordance with the change of state between the diagram points 18-16, or as shown in Figure 2, cooled through a suitably designed heat exchanger 11 and fed into the compressor 5. The heat 12 extracted from the charge gas 15 is fed into the environment through the heat exchanger. The compressor 5 driven by the engine 3 pushes the charge gas 15 sucked in from the environment via the suction device 9, or suitably fed from the engine 3 via the heat exchanger, into the heater 1 via the recirculation 6, thereby filling or refilling the contents of the heater 1. The cycle takes place in a discontinuously flow-through system (in contrast to gas turbines, where a continuous flow-through system can be found). The drive between the engine 3 and the compressor 5 is suitably provided by the drive 4. In Figure 3, a combustion device 14 is preferably used for external heat transfer 13 in the heater 1, which ensures the proper combustion process.

The pV diagram shown in Figure 4 depicts the referenced Otto cycle, which consists of connecting diagram points 16, 21, 22,17,16, 24 and 16.

As an example, we show the cycle of a thermodynamic gas engine for a given load level, where the section between diagram points 24-23 represents the beginning of the introduction of the 15 charge gas into the working space of the engine 3, the section between diagram points 23-20-19 represents the isobaric section next to the inflow of the 15 charge gas into the working space, the adiabatic state change between diagram points 19-18 represents the expansion of the 15 charge gas introduced into the working space of the engine 3, the state change between diagram points 18-16 represents the beginning of the blow-off through the exhaust 7. The section between diagram points 16-25-24 represents the expulsion of the expanded 15 charge gas through the exhaust 7.

To illustrate the working cycle of gas turbines, we give the Brayton cycle diagram as an example, which is obtained by connecting the diagram points 25, 23, 19, 16 and 25 in Figure 4.

An exemplary cycle of compressor 5 is obtained by connecting diagram points 24, 16, 20, 23, 25, 16, and 24 in Figure 4.

Further practical designs are shown in the figures below:

Figure 5. Practical design of a thermodynamic gas engine 1.

Figure 6. Practical design of a thermodynamic gas engine 2.

Figure 7. Practical design of a thermodynamic gas engine 3.

Figure 8. Practical design of a thermodynamic gas engine 4.

Fig. 9. A practical axonometric drawing of a thermodynamic gas engine motel With a suitably designed compressor and engine, it is possible to achieve that the change in torque from the drive shaft over time depends less on the angular rotation than is usual in internal combustion piston engines. Instead of the cylinder-piston-crankshaft power transmission usual in internal combustion engines, the thermodynamic cycle of the gas engine allows for the design of a roller-eccentric power transmission. In this case, the alternating piston and its accessories are omitted, and the mechanism that converts the energy of the expanding gas into kinetic energy consists only of a roller that rolls down the cylindrical inner wall of the working space, preferably on a circular path, and a crankshaft with an eccentric.

In Figures 5-9, we show a practical design of the components of the thermodynamic gas engine 3, and the compressor 5. First, the engine 3 is described. In Figure 8, the eccentric crankshaft 21 equipped with the roller expanding element is in the basic position when it completely presses the separating element 26 against the spring 33. At this time, the separation of the expanding space 35 and the exhaust space 36 ceases, and the exhaust of the charge gas 15 that has expanded up to this point and its expulsion from the engine begins through the outlet gap 28. From this angular position of the crankshaft, the inflow of the charge gas 15 into the expanding space 35 through the inlet gap 30 can begin. The eccentric crankshaft 21, when rotated 90 degrees clockwise, rolls the roller 22 rotatably fixed on the eccentric formed on the crankshaft down the inner surface of the cylinder housing 24. The pressure of the filling gas 15 flowing into the expanding space 35 through the inlet opening 30 into the space enclosed by the cylinder housing 24, the separating element 26 and the roller 22 presses the roller 22 in front of it together with the sealing ring 23. The compressive force acting on the roller 22 exerts a pressure on the eccentric arm of the eccentric crankshaft 21 on the crankshaft, on which mechanical energy suitable for performing useful work is thus obtained. The sealing of the shell between the roller 22 and the housing 24 is carried out by the sealing ring 23, which is loosely rotatably placed on the roller 22, in such a way that the pressure prevailing in the expanding space 35 presses the loose sealing ring 23 onto the roller, which is tightened between the roller 22 and the inner wall of the housing 24. In order to ensure the dilatation caused by the thermal load and the appropriate tightening, the size of the dilatation gap 25 is dimensioned. The center of rotation of the eccentric main shaft 21, which is rotatably mounted in the housing 24, is shown by the eccentric main shaft rotation point 31, while the center of the eccentric 32 moves in a circular path around the center of rotation of the eccentric main shaft 31. The separating element 26 is movably arranged in the housing 24 in such a way that, moving gas-tightly between the seals 27, the spring 33 presses it against the sealing ring 23. This achieves the separation of the expanding space 35 and the exhaust space 36.

The expansion, and thus the production of mechanical work, is ensured by the complete rotation of the roller 22 in the expanding space 35, except for the basic state shown in Figure 8. The rotation of the separating element 26 is ensured by the axis of rotation of the sealing element 29. Figure 5 shows the eccentric main shaft 21 rotated by 90 degrees.

Figure 6 shows the 21 eccentric crankshaft rotated 180 degrees.

Figure 7 shows the 21 eccentric crankshaft rotated 270 degrees.

Expansion and exhaust occur in parallel, at the same time. The dynamic balancing of the rotating and rolling masses can be fully realized by the expedient design of the eccentric crankshaft 21. The inflow of the charge gas 15 into the engine is shown by the inflow direction arrow 39, while the outflow is shown by the outflow direction arrow 40. The direction of rotation of the eccentric crankshaft 21 is shown by the crankshaft rotation direction arrow 37, and the direction of rotation of the roller is shown by the roller rotation direction arrow 38. The inflow of the charge gas 15 into the engine 3 can be controlled by closing or opening the expediently designed high-pressure connector 2. In this way, the pressure and quantity of the charge gas 15 in the heater 1 can be controlled. By controlling the energy content of the charge gas 15 stored in the heater 1, the efficiency and operating conditions of the engine's thermal cycle can be appropriately selected. The production of mechanical work corresponding to the current power demand can be controlled by opening or closing the high-pressure connection 2.

The device described in the case of the engine component 3 is also suitable for performing the compressor task, if it is rotated in the opposite direction. A possible solution of the suitably designed compressor is described below based on Figures 5-8. When implementing the compressor, the direction of rotation of the crankshaft 37 and the direction of rotation of the impeller 38 are to be interpreted in the opposite direction to the arrow. The compressor sucks in external air and 15 charge gas into the exhaust space 36 through the outlet gap 28, which in this case serves as a suction space. The compressed charge gas 15 leaves the compressor through the inlet gap 30. The inflow number 39 and the outflow number 40 are also to be interpreted in the opposite direction. In the case of a reversely rotating device, the flow of the charge gas 15 is also reversed, and the direction of the realized thermodynamic cycle is also opposite to that realized in the case of the application as an engine!.

The above-described 3 motors and 5 compressors are preferably used in pairs. In order to ensure smooth running and good startability, the 3 motors and 5 compressors may preferably include multiple stages.

The engine 3 and the compressor 5 of the thermodynamic gas engine can be used separately as independent machines, compressors or pumps for transporting gas or liquids. Figure 9 shows an axonometric diagram of a suitably designed roller engine 3. Unlike Figures 5-8, the shape of the separating element 26 is different here, but its function is the same. The shape of the eccentric crankshaft 21 and the design of the seals used are suitably a function of the medium and the pressure conditions.

Claims (18)

· · ’ Λ · ·· ·* · PATENT CLAIMS 1. Thermodynamic gas engine with heater, engine, compressor, drive, external heat supply, filling gas, characterized in that in the controlled, intermittently flowed system the heater (1) is connected to the engine (3) in such a way that the filling gas (15) in the heater (1), brought into a state capable of working by external heat supply (13), is able to perform work by expanding in the engine (3) with isobaric and adiabatic state changes, preferably, a part of which work can be freely extracted as useful work on the drive (4) of the engine (3), while the other extractable part of the work serves to drive the compressor (5), which compressor (5) performs the filling and refilling of the filling gas (15) of the heater (1) which can be brought into a state capable of working. 2. Thermodynamic gas engine according to claim 1, characterized in that an expanding roller (22) rotatably fixed to the eccentric crankshaft (21) that forms the drive (4) of the engine (3) operating on the volume displacement principle and delivers useful mechanical energy is connected, which roller (22) encloses the expanding space (35) together with the inner wall of the cylindrical housing (24) and the separating element (26), while the roller (22) rolls down the inner wall of the housing. 3. Thermodynamic gas engine according to claim 1, characterized in that the combustion heat of the material burned in the heater (1) provides the energy for increasing the work capacity of the charge gas (15) during external heat transfer (13). 4. Thermodynamic gas engine according to claim 1, characterized in that the external heat transfer (13) is carried out by heat transfer through a heat exchanger to increase the work capacity of the charge gas (15) in the heater (1). 5. Thermodynamic gas engine according to claim 1, characterized in that to increase the work capacity of the filling gas (15) in the heater (1), the external heat transfer (13) occurs through the absorption of external radiant energy, preferably through the absorption of solar radiation. 6. Thermodynamic gas engine according to claim 1, characterized in that the compressor (15) sucks the charge gas (15), preferably air, from the environment through the suction device (9). 7. Thermodynamic gas engine according to claim 1, characterized in that the charge gas (15) emitted through the exhaust (1) drives an additional gas engine, turbocharger or turbine for further utilization. 8. Thermodynamic gas engine according to claim 1, characterized in that the exhausts (at the heat exchanger) are connected to the suction device (9), thus ensuring the closed gas space, the closed circuit, and thus the possibility of a suitably selected gas supply. 9. Thermodynamic gas engine according to claim 1, characterized in that the controlled gas flow between the compressor, the heater (1) and the engine (3) is directed by suitably designed valves or controlled gaps. 10. Thermodynamic gas engine according to claim 1, characterized in that in the case of recooling the charge gas (15) with a heat exchanger before expansion, the expanded charge gas (15) absorbs heat from its surroundings, i.e. cools it, in this way the thermodynamic gas engine implements a heat pump. 11. Thermodynamic gas engine according to claims 1 and 2, characterized in that an expanding-working roller (22) rotatably fixed to the eccentric crankshaft (21) forming the drive (4) of a compressor (4) operating on the positive displacement principle is connected, which roller (22) encloses the expanding space (35) together with the inner wall of the cylindrical housing (24) and the separating element (26) during its rolling down on the inner wall of the cylindrical housing (24). 12. Thermodynamic gas engine according to claims 1 and 2, characterized in that a sealing ring (23) that is conveniently freely movable or rolling around the roller serves to seal the gap between the roller (22) of the engine (3) or the compressor (24). .3. Thermodynamic gas engine according to claim 1 and 2, characterized in that the amount of charge gas (15) flowing from the heater (1) to one or more engines is controlled by the appropriate closing or opening of a high-pressure connection controlled in accordance with the power demand imposed on the engine. 4. Thermodynamic gas engine according to claims 1, 2 and 13, characterized in that the energy content, pressure and temperature of the charge gas (15) in the heater (1) are selected according to the efficiency expected from the thermodynamic gas engine and the suitably selected operating properties. 15. Thermodynamic gas engine according to claims 2 and 11, characterized in that the pressurized filling gas (15) stored in the heater (1) as a pressure vessel is used to start and accelerate the engine (3). 16. Thermodynamic gas engine according to claim 2, characterized in that a fluid solid fuel powder-air mixture is used to heat the charge gas (15) in the heater (1). 17. Thermodynamic gas engine according to claims 1 and 2, characterized in that the surfaces and seals in contact with the hot charge gas are provided with a heat-insulating, preferably ceramic coating, or are made of a heat-resistant material, preferably ceramic, in order to reduce the cooling requirement. 18. Thermodynamic gas engine according to claims 1 and 2, characterized in that the static and sliding friction coefficients are reduced by generating vibrations in the ceramic parts subjected to frictional displacement by means of a suitably designed piezoelectric phenomenon. 19. Thermodynamic gas engine according to claims 1 and 2, characterized in that in the heater (1) a suitably selected fuel in the form of steam, gas or liquid is burned, or water vapor is used. 20. Thermodynamic gas engine according to claims 1 and 10, characterized in that during the implementation of the heat pump, fuel consumption can be reduced by the amount of heat extracted from the environment, thus increasing the efficiency of the engine while reducing the specific fuel consumption. The applicants: ^r