FR2523212A1 - Heat engine pressure charge - uses steam engine to drive compressor using condenser as cold source - Google Patents

Abstract

The heat-engine pressure-charger allows a charge of compressed air to be delivered to the inlet without delaying acceleration, requiring any power from the engine shaft, or generating back-pressure in the exhaust. It uses a steam engine employing a condenser as the cold source and the engine as the heat source, driving a pressure-charging compressor.

Description

TITLE: RECUPERATIVE SUPERCHARGING OF IQUE TEA ENGINES TECHNICAL FIELD: All thermal engine
STATE OF THE ART
The combustion engines are currently supercharged either by turbo cornssêur which use the energy of the exhaust gases to compress the intake air or by volumetric compressor which draw energy from the crankshaft to achieve the same result
The "comprex" is an ingenious technique which uses phenomena of acoustic resonance and dynamic compression of the intake gases while benefiting from the relaxation of the exhaust gases and by taking a small amount of mechanical energy from the engine to drive a rotor.

 However, in the 3 cases we note that we degrade the engine's nerves at its "outputs" in order to prepare the fresh load that will power it. Indeed, the turbo compressor and the comprex create an exhaust back pressure which reduces the engine power in the same way as the positive displacement compressor reduces the useful mechanical power by diverting part of it for its work.

 Another important problem: the Turbo compressor, volumetric caa-ur, and comprex are subject to significant speed changes at high rotational speed levels (more than 100,000 T./m for the turbo) so they waste energy appreciable at each brake acceleration cycle.

 Last problem the turbo compressor is subject to a well-known "delay" which penalizes the excess of accelerations.

CONTENT OF THE INVENTION.

A heat engine degrades around 33% of its power in the form of calories which are dissipated in the water, oil, exhaust and air in the engine compartment
Furthermore, the compression of the charge air raises its temperature and is detrimental to full performance and the mechanical strength of the organs.

 We therefore pronounce to use these lost calories to operate a "steam engine" having the engine for hot source "a condenser for cold source" and a turbine with 2 or 3 wheels as "steam engine" - The first "wheels" is the "motor" it uses the expansion of the fluid between the 2 sources. The second is a small booster compressor which brings the condensed fluid back to the hot source by compressing it; finally the third is the compressor which takes over the charge of fresh air for the heat engine.

R?: ARQUE: The wheel n 2 can possibly be removed and replaced by an annex pope. So we actually made a "Turbo compressor" operating on the cooling circuit instead of operating on the exhaust
ADVANTAGES: No loss of exhaust power and no problem of response time because the thermal inertia of the engine block and the coolant.'incorporate "engine speed variations.

 The cooling fluid is a refrigerating fluid or a conventional heat carrier.

NOTE: The advantage of this technique is that you can optionally put a "heat pump" function in series by adding a second cooling radiator. After a special wheel n02, b very high compression ratio, there is then, after partial expansion through an adjustment or a fourth wheel of the shaft 4th of the turbo pump, a very low temperature source for the internal air conditioning of the passenger compartment and for cooling the intake gases after compression.

 NOTICE: This optional heat pump function can use a different fluid and a separate circuit having in common with the turbo compressor function only the drive shaft.

In the case where the heat pump option does not exist, it is obvious that we can cool the intake gases by using the heat transfer fluid of the steam engine which has just passed through the booster wheel n02
The fluid then passes into the engine block and it can then be envisaged to overheat it by passing it through a double jacket which lines the exhaust tube, and possibly the first silencer or the catalytic converter.

ADVANTAGE OF THIS DEVICE
All fluid treatments using pumping or energy recovery expansion are done on a single shaft at high rotational speed and at almost constant speed during, for example, a Europe cycle - Under these conditions at good thermodynamic and mechanical efficiency of 12 instant turbo porp (no gear) is added an advantageous "temporal efficiency" corresponding to the absence of variation of retu-e and therefore of loss of cynetic energy and of cavitation or of adaptation of "internal aerodynamics of the machine during transient phases.

 DISADVANTAGES: The engine does not give full power until it has warmed up (but is this really a disadvantage?).

ADVANTAGE: One can imagine using high pressure fluid from wheel n02 to inflate a pneumatic accumulator - this pressurized liquid - can then be used to drive a small hydraulic motor to ensure the starting of the heat engine - One can even imagine d use this device to "stop and go" - that is to say, at every complete stop of the car the engine cuts off automatically and the remaining calories are used to inflate the pneumatic intake accumulator . When the pilot accelerates to restart the hydraulic motor, then restarts the heat engine, saving fuel consumption. Rh.ARQUE: It is possible either by using the coolant from the wheel n02 or by using another fluid pumped by an auxiliary wheel located on the same shaft to inflate an oleopneumatic accumulator which then supplies all the accessories of the vehicle: - ror, power steering, servo motor, hydraulic suspension or attitude correction.

 RStARQUE: Always with the same principle, we can consider drutillser, not a turbo pump, but, any other type of steam engine and pump; for example: the motor and the pump or one of only two can be piston, gear, fin, diaphragm, etc.

NOTE: All of the engine accessories such as the alternator and the fluid circulation pumps can be coupled to the turbo-compressor shaft.

Claims (1)

(I) - A thermal engine supercharging device making it possible to supply a charge of compressed air to the intake without delay to acceleration; this device performs this work without taking power from the motor shaft and without creating an exhaust back pressure. It is characterized by the use of a steam engine which uses a condenser as a cold source and, as a heat source the heat engine, this machine drives a supercharging compressor and accessories. (2) - Device for air conditioning and the osbstacle and refrigeration of the air charge for the intake used in combination with the device of claim (I) characterized by a heat pump which is driven by the steam engine shaft. (3) - Steam engine according to claim (I) characterized in that the steam engine is a turbo pump. (4) - Steam engine according to claim (I) characterized in that the steam engine is a piston engine. (5) - Steam engine according to claim (I) characterized in that the steam engine is a vane engine. (6) - Steam engine according to claim (I) characterized by the fact that the steam engine is a membrane drier (7) - Steam engine according to claim (I) characterized in that the steam engine steam is a gear motor.