CN103422893B - Aerodynamic engine assembly for aerodynamic vehicles - Google Patents

Abstract

A multi-cylinder aerodynamic engine assembly for a pneumatic vehicle comprising: the system comprises an aerodynamic engine, an air distribution controller, a main air storage tank, a heating regulator, a flow control valve and a control device. The multi-cylinder aerodynamic engine assembly further comprises an auxiliary loop, a supplementary air inlet loop or a tail gas recovery and pressurization loop. The multi-cylinder aerodynamic engine assembly effectively utilizes the pressure energy stored in the compressed air, so that the performance of the aerodynamic engine can be obviously improved.

Description

Aerodynamic engine assembly for aerodynamic vehicles

technical field

The invention relates to a power device for an air-powered vehicle, more specifically, to a multi-cylinder aerodynamic engine assembly powered by compressed air.

Background technique

Most ground vehicles, such as automobiles, trucks, and off-road vehicles, use internal combustion engines that use fuel as a working medium as their power source. On the one hand, this kind of engine using fuel oil as a working medium pollutes the environment due to insufficient combustion of fuel oil, so that the discharged gas contains a large amount of harmful substances and pollutes the environment. The shortage makes the development and utilization of fuel engines more and more restricted. Therefore, developing new, clean, non-polluting alternative energy sources and using this alternative energy source as the power source of ground vehicles has become an urgent problem to be solved in the development of modern vehicles. Pneumatic vehicles are just suitable for this need and gradually enter the world's vision .

Pneumatic vehicles use high-pressure compressed air to expand in the engine cylinder to do work, and push the piston to do work to output power to drive the car. It does not consume fuel and is a truly zero-emission environmentally friendly vehicle, which can effectively alleviate the serious air pollution and lack of oil resources in cities. For this reason, many countries are actively investing in research on pneumatic vehicles.

A typical aerodynamic engine is a dual-fuel working mode engine disclosed in patent FR2731472A1 by Guy Negre, a designer of French MDI company. Use ordinary fuel such as gasoline or diesel on the highway, and inject compressed air (or any other non-polluting compressed gas) into the combustion chamber at low speeds, especially in urban and suburban areas. Although the fuel consumption of this engine has been partially reduced, the emission problem has not yet been solved due to the fuel oil working mode.

In order to further reduce pollution, US6311486B1 discloses a purely aerodynamic engine, this type of engine has adopted three independent chambers: suction-compression chamber, expansion discharge chamber and constant volume combustion chamber, and suction-compression chamber The constant volume combustion chamber is connected by a valve to the constant volume combustion chamber, which is connected by a valve to the expansion discharge chamber. One of the problems with this type of engine is that it takes a long time for the compressed gas to go from the suction-compression chamber to the expansion and discharge chamber, and it takes a long time to obtain the power source gas that drives the piston to do work. At the same time, the high-pressure gas discharged from the expansion and discharge chamber Can not be used, and this has just limited the working efficiency of this kind of engine and the continuous working time of single charge.

The applicant of the present application discloses a kind of aerodynamic engine assembly that can be used in transportation tool in its patent literature CN101413403 A (its international application of the same family is WO2010051668 A1), and this engine utilizes compressed air to do work without using any fuel, so There is no waste gas emission, realizing "zero emission", and the waste gas is reused for power generation, which saves energy and reduces costs. But this engine is based on a traditional four-stroke engine, and the piston does work once every 720 degrees of crankshaft rotation. The high-pressure air as a power source can push the piston to do work when it enters the cylinder, and then discharge it, that is, the stroke of the compressed air engine is actually an intake-expansion stroke and a discharge stroke. Obviously, this four-stroke compressed air engine disclosed in patent document CN101413403 A has greatly wasted effective power stroke, has limited the efficiency of engine. Moreover, the exhaust gas of this kind of engine cannot be recycled well, and it needs a large enough air storage tank to store high-pressure air to work for a long enough time.

Contents of the invention

Based on the above problems, the present invention provides a multi-cylinder aerodynamic engine assembly, which aims to solve the problem of output power of the aerodynamic engine and the problem of exhaust gas recycling, so as to realize a new type of compressed air engine that is economical, efficient, and zero-emission. For this reason, the present invention adopts following technical scheme.

A multi-cylinder aerodynamic engine assembly for an aerodynamic vehicle, which includes: an aerodynamic engine, which includes: left and right cylinders, pistons, connecting rods, intake pipes, exhaust mechanisms, crankshafts, flywheels, and oil pans Shell, and each cylinder has three cylinders; air distribution controller, which includes two air distribution units, the compressed air distributed by the air distribution unit is sent to the left and right cylinders respectively through the intake throat; the main air storage tank, It is connected with the downstream decompression air storage tank to provide the required high-pressure compressed air for the aerodynamic engine; the heating regulator is connected with the decompression air storage tank to pressurize and heat up the compressed air entering it; A flow control valve, which is connected to the heating regulator through a filter drier, to receive heated compressed air from the heating regulator; a control device, which controls the flow control valve according to the working conditions of the aerodynamic engine. Wherein, the multi-cylinder aerodynamic engine assembly also includes: an auxiliary circuit, which is connected between the heating regulator and the decompression air storage tank, so as to send the compressed air exceeding the pressure threshold in the heating regulator back to the decompression storage Can.

In an exemplary implementation, the multi-cylinder aerodynamic engine assembly further includes a supplementary air intake circuit.

In an exemplary implementation, the multi-cylinder aerodynamic engine assembly further includes an exhaust gas recovery and boosting circuit.

Preferably, the auxiliary circuit includes an auxiliary pipeline, a safety valve, a buffer tank and an air supply pump. When the pressure detected by the pressure sensor in the heating regulator exceeds the pressure threshold, the safety valve opens, and the excess high-pressure air is regulated from the heating The device enters the buffer tank for temporary storage.

Preferably, the exhaust gas recovery and pressurization circuit includes a muffler, an exhaust gas recovery device, a filter, an exhaust gas booster compressor, a one-way valve, a main gas storage tank branch and a heating regulator branch.

Preferably, a condenser and a pressure limiting valve are provided on the branch of the main air storage tank, so as to send relatively high-pressure compressed air to the main air storage tank.

Preferably, a sequence valve is provided on the heating regulator branch, and when the pressure of the exhaust gas boosted by the exhaust booster compressor is less than 10MPa, the pressurized exhaust gas is sent into the heating regulator through the sequence valve.

Preferably, the supplementary intake air circuit includes a battery unit, a controllable switch, a DC motor, a supplementary intake air compressor, and a pipeline connected between the main air storage tank and the supplementary intake air compressor.

Preferably, the opening pressure of the pressure limiting valve is 10MPa, 12MPa or 15MPa.

In an exemplary embodiment, the control means includes a plurality of inputs including an accelerator pedal position signal, an engine speed signal, a key switch signal and at least one output for controlling flow control valve operation control instructions.

Preferably, the control device includes a data receiving and processing unit, a working condition determination module, an air flow control module, a power amplification circuit and a MAP data storage.

In an exemplary embodiment, the heating regulator includes a cooling water tank, a circulating water pump, a heating tank, and a water spray nozzle.

Preferably, the heating regulator is provided with an electric heater powered by a battery unit, and the heating control module of the control device controls the heating temperature in the heating regulator based on the temperature detected by the temperature sensor set in the heating regulator. Compressed air temperature.

Preferably, the air distribution unit includes an intake camshaft, an intake camshaft housing, an air distribution module and a high-pressure common rail constant pressure pipe.

Preferably, the exhaust mechanism includes an exhaust camshaft, an exhaust tappet, a rocker arm, a rocker shaft, a pole, an exhaust valve spring and an exhaust valve.

More preferably, the air distribution module includes: a controller upper cover, a controller upper seat, a controller middle seat and a controller lower seat, the intake camshaft is placed in the intake camshaft housing, the The intake camshaft housing is connected between the controller upper cover and the controller upper base.

Since the aerodynamic engine of the present invention adopts supplementary air intake circuit, auxiliary circuit, exhaust gas recovery and pressurization circuit, the pressure energy contained in the compressed air is effectively utilized, so the performance of the aerodynamic engine can be significantly improved. Moreover, the control device adopted in the present invention controls the flow of compressed air based on the running state of the vehicle and the operation of the driver, so that the performance of the aerodynamic engine can be further improved.

Description of drawings

These and other features, aspects and advantages of the invention will now be described in accordance with preferred but non-limiting embodiments of the invention which will become apparent when the following detailed description is read with reference to the accompanying drawings in which:

Fig. 1 is the overall structural representation of the pneumatic vehicle that adopts multi-cylinder aerodynamic engine of the present invention;

Fig. 2 is a structural block diagram of the control device in Fig. 1;

Fig. 3 is a structural diagram of the heating regulator in Fig. 1;

Fig. 4 is an oblique perspective view of the assembled aerodynamic engine and air distribution controller in Fig. 1;

Fig. 5 is a cross-sectional view of the assembled multi-cylinder aerodynamic engine and air distribution controller of Fig. 4;

The perspective oblique view of the air distribution controller in Fig. 6 Fig. 1;

Figure 7 is a longitudinal cross-sectional view of the air distribution controller of Figure 6;

8 is a side cross-sectional view of the air distribution controller of FIG. 6 .

Detailed ways

The following description is merely exemplary in nature and not intended to limit the disclosure, application or use. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features.

Referring now to the accompanying drawings, Fig. 1 is a schematic diagram of the overall structure of an air vehicle using the multi-cylinder aerodynamic engine of the present invention. As shown in FIG. 1 , the pneumatic vehicle includes a vehicle frame (not shown), a chassis (not shown) supported on the vehicle frame, and a plurality of wheels 51 connected to axles. The aerodynamic engine 31 is supported on the chassis, which is connected to a gearbox 40 adopted by conventional vehicles, and is connected to a transmission system 45 adopted by conventional automobiles through the gearbox 40, so as to transmit the power of the aerodynamic engine 31 to the wheels through the axles 51. The axle is further connected with a braking unit 50 to provide braking for the vehicle when the vehicle is braking.

Referring further to FIG. 1 , the main air storage tank 46 stores high-pressure compressed air with a pressure between 20MPa and 45MPa, preferably 30MPa. The main air storage tank 46 is connected with external gas filling equipment through a gas filling pipeline (not marked), so as to obtain the required compressed air from a compressed air filling station or an external high-pressure gas tank. The main air storage tank 46 is provided with a pressure gauge and a flow meter for monitoring the compressed air pressure and capacity in the tank, and a pressure sensor 49 for real-time detection of the pressure in the main air storage tank. The pressure signal of the main air storage tank detected by the pressure sensor 49 is 2 sent to the controller 35. A vacuum pump 13 is arranged between the main air storage tank 46 and the decompression air storage tank 5 to send the high-pressure compressed air in the main air storage tank 46 into the decompression air storage tank 5 when the engine starts or works stably. The depressurized air tank 5 is connected to a heating regulator 17 through a tank line 14 provided with a control valve 12 . The decompression gas tank 5 is provided with a pressure sensor 49 for detecting pressure, so as to send the pressure signal 41 in the decompression gas tank 5 to the control device 35 . The high-pressure compressed air after decompression is heated in the heating regulator 17 to increase the pressure and temperature of the compressed air.

The compressed air heated and adjusted by the heating regulator 17 is connected to the filter drier 23 through the pipeline 22 , and the compressed air dried by the filter drier 23 is sent to the flow control valve 25 through the pipeline 24 . In an alternative embodiment, the filter drier 23 may also be omitted, and the heating regulator 17 may be directly connected to the flow control valve 25 by piping. The flow control valve 25 is controlled by the control device 35 to determine the opening degree and opening time of the flow control valve 25 according to the working conditions of the aerodynamic engine 31 and the operation of the driver, so as to adjust the amount of compressed air entering the aerodynamic engine 31 . The compressed air regulated by the flow control valve 25 is sent to the air distribution controller 28 through the pipeline 27 . The aerodynamic engine 31 is rotatably connected to the rotating shaft of the generator 47 to drive the generator 47 to generate electricity. The electricity generated by the generator 47 is converted into direct current by the frequency conversion device 48 and stored in the storage battery unit 3 for use by other power consumption units of the vehicle.

The exhaust gas discharged from the aerodynamic engine 31 still has a certain pressure, which can be recovered and pressurized through the pipeline for reuse, so as to maximize the use of the pressure energy of the compressed air. The tail gas recovery and pressurization circuit includes a muffler pipeline 32, a muffler 30, an exhaust gas recovery device 29, an exhaust gas recovery pipeline 19, a filter 15, an exhaust gas booster compressor 10, a one-way valve 9, a main gas tank branch and Heating regulator branch. The exhaust gas is sent into the muffler 30 through the muffler pipeline 32 , and the exhaust gas after muffled is sent into the exhaust gas recovery device 29 . The tail gas recovery device 29 can be a simple gas gathering tank, or a container with an additional air extraction unit. The tail gas coming out from the tail gas recovery tank 29 is sent to the tail gas booster compressor 10 after being filtered by the filter 15 . The exhaust gas booster compressor 10 is driven by a connecting member 21 such as a belt drive to boost the recovered exhaust gas. The pressure of the tail gas compressed by the tail gas booster compressor 10 is significantly increased, usually reaching above 5 MPa. A check valve 9 is arranged at the downstream of the tail gas booster compressor 10, and the boosted tail gas is sent to the main gas storage tank 46 and heated respectively through the check valve 9 through the main gas storage tank branch and the heating regulator branch. Regulator 17. A pressure limiting valve 7 with an opening pressure set to, for example, 10 MPa is provided on the branch of the main air storage tank to send higher-pressure compressed air to the main air storage tank 46 . Alternatively, a condenser 8 is set on the branch of the main air storage tank to store the low-temperature and high-pressure compressed air in the main air storage tank 46 . A sequence valve 9 is provided on the pipeline leading to the heating regulator 17. When the pressure of the exhaust gas after the booster compressor 10 is boosted is less than 10MPa, the boosted exhaust gas is set to a sequence valve of, for example, 10MPa through the pressure limiting pressure ( The sequence valve is opened when the intake pressure is less than 10MPa, and automatically closed when the intake pressure is greater than 10MPa) into the heating regulator 17. In the alternative, the opening pressure of the pressure limiting valve and the closing pressure of the sequence valve can be set according to actual needs. For example, it can be any pressure between 7Ma and 20MPa. Preferably, it is any one of 10MPa, 12MPa, and 15MPa. In this way, after performing work, a considerable part of the high-pressure compressed air used to drive the aerodynamic engine 31 is recovered to the main air storage tank 46 after being pressurized and purified by the exhaust gas recovery and booster circuit, or enters the recirculation through the heating regulator branch. , so as to realize the reuse of exhaust gas. In other words, for a given capacity of the main air storage tank 46, the existence of the exhaust gas recovery and booster circuit greatly increases the continuous working time of the aerodynamic engine 31, greatly increases the continuous working time of the aerodynamic vehicle, thereby significantly improving the aerodynamic performance. performance of the vehicle.

An auxiliary loop for heating safety of the auxiliary heating regulator 17 is also provided between the decompression gas storage tank 5 and the heating regulator 17 . The auxiliary circuit includes an auxiliary pipeline 26 , a safety valve 43 , a buffer tank 44 and an air supply pump 42 . The heating regulator 17 is provided with a pressure sensor 49 for detecting pressure and a temperature sensor 18 for detecting temperature. The temperature signal 34 detected by the temperature sensor 18 and the internal pressure signal 39 of the heating tank detected by the pressure sensor 29 are sent to the control device 35 . The control device 35 controls the electric heater in the heating regulator 17 according to the temperature signal 34, but when the temperature in the heating regulator 17 exceeds a temperature threshold of, for example, 400° C., the control device 35 disconnects the power supply from the battery unit 3 to the heating regulator 17. Power supply, thereby limiting the temperature of the compressed air in the heating regulator 17 to further increase. When the pressure detected by the pressure sensor 49 exceeds the pressure threshold such as 15 MPa, the safety valve 43 is opened, and the excess high-pressure air enters the buffer tank 44 for temporary storage, but when the pressure in the decompression air tank 5 is insufficient, the buffer tank 44 The compressed air inside enters the decompression air storage tank through the air supply pump 42.

As shown in FIG. 1, the pneumatic vehicle of the present invention also includes a supplementary air intake circuit. The supplementary intake air circuit includes a battery unit 3 , a controllable switch 4 , a DC motor 6 , a supplementary intake air compressor 52 and a pipeline connected between the main air storage tank 46 and the supplementary intake air compressor 52 . When the pressure signal 2 of the main air storage tank 46 is lower than the predetermined threshold value or according to the driver's selection operation, the control device 35 issues an instruction to turn on the controllable switch 4, and the DC motor 6 starts to drive the supplementary air intake compressor 52 to work, and the ambient air After being compressed and boosted by the supplementary air intake compressor 52, it is sent into the main air storage tank 46, so that the high-pressure compressed air can be actively provided for the vehicle.

The control of the aerodynamic engine is carried out by the control device 35 according to the operating conditions of the aerodynamic vehicle and the operation of the driver. As shown in Figure 1 and Figure 2, the control device has multiple inputs, such as accelerator pedal position signal 38, engine speed signal 36, key switch signal 37, vehicle speed signal, main gas storage tank pressure signal 2, heating tank internal pressure signal 39. The pressure signal 41 in the decompression tank, the temperature signal 34 measured by the temperature sensor 18 installed on the heating regulator 17, the brake signal, and other inputs such as atmospheric temperature and intake pressure. Multiple input signals are input to the control device 35 and processed by the control device 35 to issue a control instruction 33 for controlling the flow control valve 25 , thereby controlling the opening and closing of the flow control valve 25 .

The specific structure of the control device 35 is shown in FIG. 2 . The control device 35 includes a data receiving and processing unit 35-7, a working condition determination module 35-1, a master control unit 35-4, a slave control unit 35-2, a power amplification circuit 35-6 and a MAP data storage 35-8. The master control unit 35-4 and the slave control unit 35-2 constitute an air flow control module 35-0. The control device also includes a heating control module 35 - 3 which controls the operation of the heating regulator 17 , and a compressor control module 35 - 5 which controls the supplementary air intake compressor 52 via the controllable switch 4 . Preferably, the control device 35 further includes an abnormality processing module 35-9, so as to start the action of the overspeed protection module 35-10 or the shutdown module 35-11 according to the working conditions of the vehicle. The working process of the control device 35 will be described in detail below.

The data receiving and processing unit 35-7 receives the accelerator pedal position signal 38, the engine speed signal 36, the key switch signal 37, the vehicle speed signal, the gas tank pressure signal (2, 39, 41), the temperature signal 34 and other input signals. After being analyzed and processed by the data receiving and processing unit 35-7, it is sent to the working condition judgment module 35-1. The working condition judging module 35-1 judges the working condition of the vehicle according to the input of the data receiving and processing unit 35-7. In an exemplary embodiment of the present invention, the operating conditions of the aerodynamic engine 31 controlled by the control device 35 are divided into starting operating conditions, idling operating conditions, steady state operating conditions, accelerating operating conditions, and decelerating operating conditions. The control device 35 adopts different intake strategies according to different working conditions.

In the starting condition, when the key switch signal 37 is enabled and the engine speed signal 36 is smaller than the idle speed threshold signal, it is considered that the aerodynamic engine 31 is in the starting condition. At this time, the vacuum pump 13 is turned on, and the compressed air at a certain pressure enters the decompression air storage tank 5 from the main air storage tank 46 . In order to facilitate the starting of the aerodynamic engine 31, it is not meaningful to use the MAP map. At this time, a fixed injection timing and injection volume are used (the intake starts at the top dead center, and the maximum injection volume is used to facilitate starting. ), adjust the rotational speed of the engine to the idle speed, and then maintain the rotational speed of the aerodynamic engine 31 at the idle speed with the idle injection timing and injection volume, so as to wait for the next operation. Different idle speed thresholds can be set and adjusted according to different aerodynamic engines 31 . Since the aerodynamic engine is generally a low-speed engine, the idle speed threshold can be set to 300 rpm or 500 rpm.

The idle speed condition is defined as the idle speed condition when the accelerator position is 0% and the engine speed is higher than the idle speed threshold. The size of the idle speed is determined according to the actual operation of the MAP data in this working condition.

Steady-state operating conditions, that is, the engine speed can be kept constant under the condition that the position of the accelerator pedal and the load are fixed or change little. In order to simplify the control of the engine, the situation in which the position of the accelerator pedal does not change by more than 10% can be defined as a steady-state operating condition. In the external MAP data memory 35-8, store the MAP diagram of steady state operation, according to the engine speed and the gas pedal position, directly search and call the corresponding injection quantity and injection timing.

Accelerated operating conditions, the increase of the accelerator pedal position exceeds 10% is considered to be accelerated operating conditions, in order to maintain the stability of the operation, the method adopted is to take an intermediate value between the accelerator pedal position collected last time and the current accelerator pedal position , together with the current engine speed constitute an acceleration operating condition, and then look up the corresponding injection timing and injection quantity in the stable operation MAP diagram.

In the deceleration operation condition, the decrease of the accelerator pedal position by more than 10% is considered to be the acceleration operation condition. In order to maintain the stability of the operation, the method adopted is to take an intermediate position between the accelerator pedal position collected last time and the current accelerator pedal position. value, and the current engine speed together form a deceleration operating condition, and then look up the corresponding injection timing and injection quantity in the stable operation MAP diagram. For the sudden deceleration situation where the accelerator pedal position decreases by more than 40%, or when the brake pedal is stepped on and the brake signal is activated, the strategy to be adopted is to stop the air intake until it is out of the acceleration operating condition, and then proceed according to the corresponding working condition. deal with.

The master control unit 35-4 and the slave control unit 35-2 constitute an air flow control module. The main control unit 35-4 reads the MAP data from the external MAP data memory 35-8 through the serial port according to the working condition determination given by the working condition determination module 35-1, and obtains the required injection timing and injection volume from the MAP data. The main control unit 35-4 transmits the injection timing and air injection quantity obtained from the MAP data memory 35-8 to the slave control unit 35-2 through the serial port, and the slave control unit 35-2 uses, for example, engine speed and camshaft position The input parameters are converted to output a driving signal, and the driving signal is amplified by a power amplifier circuit to become an electrical signal for driving the flow control valve 25 to open. In the exemplary embodiment, the electrical signal that actuates the flow control valve 25 is a valve open duration electrical signal.

The compressor control module 35 - 5 is used to control the supplementary air intake circuit according to the state of the compressed air in the main air storage tank 46 . When the pressure of the main air storage tank 46 is too low, that is, when the air storage pressure signal 2 reflecting the compressed air capacity in the main air storage tank 46 is too low (for example, when the pressure is lower than 5MPa), the compressor control module 35-5 receives from the data When the processing unit 35-7 receives this signal, it can turn on the controllable switch 4, the storage battery unit 3 supplies power to the DC motor 6, and the DC motor 6 drives the supplementary air intake compressor 52 to work, so as to realize the active air supply to the main gas storage tank 46. air supply.

The control device 35 also includes a heating control module 35-3 that controls the operation of the heating regulator 17. When the temperature 34 of the compressed air in the heating regulator 17 exceeds a set threshold, the heating control module 35-3 cuts off the heating regulation of the battery unit 3. The electric supply of the electric heater of device 17, electric heater stops heating, and like this just can control the compressed air temperature in electric heater 17 within the threshold temperature range. In an exemplary implementation, the threshold temperature of the present invention is set at 400°C. The heating control module 35-3 may also control auxiliary circuits. When the compressed air in the buffer tank 44 reaches a certain pressure, the heating control module starts the air supply pump 42 , and the air supply pump 42 sends the compressed air in the buffer tank 44 into the decompression air storage tank 5 .

The control device 35 also includes an abnormality processing module 35 - 9 , which is used for processing abnormal operation and failure phenomena of the aerodynamic engine 31 . When the engine speed signal 36 detected by the engine speed sensor reaches or exceeds the maximum allowable speed threshold of the aerodynamic engine 31 (for example, set to 3500 rpm), the data receiving and processing unit 35-7 sends this signal to the exception processing module 35-9, the overspeed protection module 35-10 immediately sends an instruction to stop the air supply to the flow control valve 25 after receiving the overspeed protection signal from the abnormal processing module 35-9, thereby cutting off the air supply to the aerodynamic engine 31 until the engine speed Adjust to idle speed, and then maintain the engine speed at idle speed with the idle injection timing and injection volume to wait for the next operation. When the brake pedal is stepped on and the acceleration of the accelerator pedal increases sharply (that is, the acceleration of the accelerator pedal is greater than 40%), the abnormal processing module 35-9 immediately triggers the shutdown module 35-11, and immediately closes the flow control valve 25, and at the same time Cut off the power supply circuit of the aerodynamic motor 31, and the motor stops working.

Reference is now made to FIG. 3, which depicts the internal structure of a heating regulator 17 according to the present invention. The heating regulator 17 includes a cooling water tank 1709, a circulating water pump 1701, a first heating tank (the left heating tank as shown in the figure is the first heating tank), a second heating tank, and a connection between the first heating tank and the second heating tank. The air duct 5 between the two, the first water spray nozzle 1704 spraying water to the first heating tank, the second water spray nozzle 1704 spraying water to the second heating tank, and the water spray nozzle 1704 connected between the water spray nozzle 1704 and the circulating water pump 1701 One-way valve 1702. The first heating tank and the second heating tank have the same structure, and the heating tank is a double-shell structure, the outermost is the cooling chamber shell 1720 , the middle is the cooling chamber inner shell 1722 , and the innermost is the outer wall of the heating core 1724 . The annular space between the cooling chamber outer shell 1720 and the cooling chamber inner shell 1722 is the cooling chamber 1710, and the water in the cooling water tank 1709 enters the cooling chamber 1710 after being pumped by the circulating water pump 1701 to cool the heating tank and prevent the outer wall of the heating tank from The temperature is too high to affect the surrounding pipelines or electrical equipment. The water in the cooling cavity 1710 flows back to the cooling water tank 1709 through the cooling tank water pipe 1728 after heat exchange.

A spiral heating pipe 1711 is arranged between the heating core 1726 and the cooling chamber inner shell 1722 . The reason why the heating pipe is set in a multi-turn spiral shape is to facilitate sufficient heat exchange between the compressed air passing through the heating pipe 1711 and the heating core 1726, so as to achieve the purpose of rapidly increasing the compressed air. The heating pipeline 1711 on the first heating tank is connected to the air storage tank pipeline 14 through the air intake pipeline 1703 to receive decompressed compressed air from the decompression air storage tank 5 . The inside of the heating core 1726 has a hollow heating chamber 1712, and the compressed air enters the heating chamber 1712 after passing through the heating pipe 1711 for further heating. In the present invention, the heating core 1726 is an electric heater. The heated air coming out from the heating cavity 1712 of the first heating tank enters the heating pipeline 1711 of the second heating tank through the vent pipe 5, and then enters the heating cavity 1712 of the second heating tank. The compressed air heated by the heating tank twice is sent to the flow control valve 25 through the filter drier 23 to be further sent to the aerodynamic engine 31 . The top of the heating core 1726 of the second heating tank is also provided with a pressure limiting valve 1708. When the compressed air in the heating core 1726 exceeds the specified pressure of the pressure limiting valve, the pressure limiting valve 1708 is opened, and a part of the compressed air enters the buffer tank 44 and is stored. , and connected to the air pump 42 through the outlet pipeline 1706 .

The first heating tank is provided with a first temperature sensor K1 and a first pressure sensor P1, and the second heating tank is provided with a second temperature sensor K2 and a second pressure sensor P2, and the temperature sensors K1, K2 and pressure sensors P1, P2 will The detected temperature and pressure of the compressed air in the heating tank are sent to the control device 35, and the heating control module 35-3 of the control device 35 controls the controllable switch 1707 according to the received temperature signal or pressure signal (as shown in Figure 2, The first and second temperature sensors here are indicated by reference numeral 38 in FIG. 1 , and the first and second pressure sensors here are indicated by reference numeral 49 in FIG. 1 ). When the temperature signal value detected by the first temperature sensor K1 is greater than the set temperature threshold (for example, 400°C), the heating control module 35-3 sends a disconnection signal to the first controllable switch 1713 and the second controllable switch 1714 simultaneously. instruction, the storage battery unit 3 no longer supplies power to the heating regulator 17, and stops heating the heating tank. When the temperature signal value detected by the first temperature sensor K1 is lower than the set temperature threshold (for example, 400°C), the first controllable switch 1713 is turned on, the second controllable switch 1714 is turned on, and the decompression gas storage tank The compressed air from 5 is heated through the first heating tank and the second heating tank of the heating regulator 17. When the temperature signal value detected by the second temperature sensor K2 is greater than the set temperature threshold (for example, 400°C), the heating control module 35-3 sends an instruction to turn off the second controllable switch 1714, and the battery unit 3 no longer Power is supplied to the second heating tank of the heating regulator 17 until the temperature of the compressed air in the second heating tank is lower than the temperature threshold.

In an alternative embodiment, the heating of the heating regulator 17 can also be controlled according to the pressure signals of the pressure sensors P1, P2. For example, if the pressure threshold is set to 15MPa, when the pressure signal value detected by the first pressure sensor P1 is greater than the set pressure threshold (for example, 15MPa), the heating control module 35-3 sends the first controllable switch 1713 and the second The two controllable switches 1714 issue a disconnection command at the same time, the battery unit 3 no longer supplies power to the heating regulator 17, and stops heating the heating tank. When the pressure signal value detected by the first pressure sensor P1 is lower than the set pressure threshold, the first controllable switch 1713 is turned on, the second controllable switch 1714 is turned on, and the compressed air from the decompression air storage tank 5 passes through The first heating tank and the second heating tank of the heating regulator 17 are heated. When the pressure signal value detected by the second pressure sensor P2 is greater than the set pressure threshold, the heating control module 35-3 sends an instruction to disconnect the second controllable switch 1714, and the battery unit 3 no longer supplies the heating regulator 17 The second heating tank supplies power until the pressure of the compressed air in the second heating tank is lower than the pressure threshold.

Referring now to Fig. 4 and Fig. 5, Fig. 4 is a three-dimensional oblique view after the assembly of the aerodynamic engine and the air distribution controller in Fig. 1; Fig. 5 is a transverse section after the assembly of the multi-cylinder aerodynamic engine and the air distribution controller of Fig. 4 Sectional view taken. As shown in FIG. 4 , the air distribution controller 28 is composed of two left and right air distribution units 2800 , and each air distribution unit 2800 is installed on the top of the left and right cylinders respectively. The left and right cylinders form a V-shape with each other, and the included angle of the V-shape can vary according to specific applications, and can be 60°, 90°, 120° or other angles. In the configuration shown in Figure 4, the angle between the left and right cylinders is 90°. Each bank has 3 cylinders. Each cylinder includes a cylinder block 3107, a cylinder head 3108, and a cylinder head cover 3102. The air distribution unit 2800 is obliquely installed on the cylinder head cover upper cover 3122 of the cylinder head cover, and it remains sealed with the cylinder head cover upper cover 3122 reliably. The air distribution unit 2800 is mechanically connected with the chain connecting gear 3105 through the intake camshaft 2801, the chain 3106, so as to transmit the rotation of the crankshaft 3135 to the intake camshaft through the chain connecting gear 3105 and the chain 3106 to realize the intake of each cylinder. The crankshaft 3135 of the aerodynamic engine 31 is equipped with a flywheel 3110 , and the oil pan 3108 is used to store lubricating oil for engine 31 lubrication.

Referring further to FIG. 5 , the piston 3132 is connected to the connecting rod 3133 through the piston pin 3138 and is connected to the crankshaft 3135 through the connecting rod 3133 . The rotation of the crankshaft 3135 drives the piston 3132 to reciprocate in the cylinder sleeve 3131 of the cylinder body 3107 . The left and right cylinders are respectively provided with respective exhaust camshafts 3116 and intake camshafts 2801 for controlling the air distribution controller 28 to adjust the intake of compressed air. The compressed air through the air distribution controller 28 enters the air expansion chamber (not shown) between the piston 3132 and the cylinder head 3103 through the intake throat 3101 , and the compressed air after working is discharged through the exhaust pipe 3114 .

The exhaust mechanism of the aerodynamic engine will now be described in more detail. The exhaust mechanism of the V-type 6-cylinder aerodynamic engine of the present invention comprises an exhaust camshaft 3116, an exhaust tappet 3119, a rocker arm 3121, a rocker shaft 3123, a shoulder pole 3124, an exhaust valve spring 3127, and an exhaust valve 3128. One end of the exhaust tappet 3119 is in contact with the exhaust cam on the exhaust camshaft 3116 , and the other end is connected to the rocker arm 3121 by the rocker arm bolt 3120 . The rocker arm can rotate around the rocker arm shaft 3123, and the rocker arm 3121 is in contact with the pole iron 3124 by the rocker arm protrusion (not shown) at the opposite end of the rocker arm bolt 3120. The two ends of the pole iron 3124 are in contact with the two exhaust valves 3129 respectively, and under the action of the exhaust valve spring 3127, the exhaust valve 3128 is driven to open. An exhaust valve bushing 3129 for guiding the movement of the exhaust valve 3128 is also provided between the exhaust valve 3128 and the cylinder head 3103 . The exhaust valve spring 3127 abuts on the exhaust valve spring seat 3126, and when the exhaust valve 3128 is closed, it abuts on the exhaust valve seat sleeve 3131.

Referring now to Fig. 6-Fig. 8, among them, Fig. 6 is the three-dimensional oblique view of the air distribution controller in Fig. 1; Fig. 7 is the longitudinal cross-sectional view of the air distribution controller of Fig. 6; Fig. 8 is the air distribution controller of Fig. 6 Side cross-sectional view of the controller. As shown in the figure, the control distribution controller 28 includes two left and right air distribution units 2800 in an inverted "V" shape, and each air distribution unit 2800 includes an intake camshaft 2801, an intake camshaft housing 2802, Three air distribution modules 2830, one high pressure common rail constant pressure pipe 2826. The air distribution module 2830 includes a controller upper cover 2803 , a controller upper seat 2804 , a controller lower seat 2825 , and a controller middle seat 2816 . Each controller middle seat 2816 has a valve spring hole 2832 , a valve oil seal hole 2833 , and an air intake throat communication cavity 2834 from top to bottom (orientation shown in FIG. 7 ). Controller middle seat 2816 is equipped with controller valve 2809, controller valve spring 2808, valve column cover 2810, valve oil seal 2811, controller valve seat cover 2817, controller valve spring seat 2806. The controller valves 2809 are respectively supported on valve seat sleeve holes (not marked) by respective controller valve seat sleeves 2817 . There is an intake throat communication chamber 2834 between the valve oil seal 2811 and the controller valve seat cover 2817, and the side of the communication chamber 2834 is provided with an air intake hole to communicate with the intake throat pipe 3101 to open the controller valve 2809. At this time, the compressed air from the high pressure common rail constant pressure pipe 2826 is sent into the expansion exhaust chamber to drive the engine to work.

In the exemplary embodiment, the diameters of the valve spring hole 2832, the valve oil seal hole 2833, and the air intake pipe communication cavity 2834 are different, and the diameter of the valve spring hole 28321 is larger than the diameter of the valve oil seal hole 2833 and smaller than the air intake pipe. The diameter of the communication chamber 2834, the diameter of the intake throat pipe communication chamber 2834 is smaller than the diameter of the sleeve hole of the valve seat. The controller valve seat cover 2817 is installed in the hole of the controller valve seat cover, and is supported on the intake throat connecting cavity 2834 . The valve oil seal 2811 is installed in the valve oil seal hole 2833, and is supported on the controller valve spring 2808, and the valve stem of the controller valve 2809 passes through it. The valve oil seal 2811 not only seals the controller valve 2809 but also guides the valve stem. The controller valve spring 2808 is installed in the valve spring hole 2832, and its upper end supports the controller valve spring seat 2806, and is fastened on the controller valve spring seat cover 2806 by the controller valve lock clip 2807. When the engine is not working, the controller valve spring 2808 is preloaded with a certain pretension, which pushes the controller valve 2809 against the controller valve seat cover 2817, and the controller valve 2809 is closed, thereby controlling the entry of gas.

The high-pressure common rail constant pressure pipe 2826 has a cylindrical shape, and it can also be a rectangular, triangular, etc. shape. The inside of the high-pressure common rail constant pressure pipe 2826 is, for example, a cylindrical cavity to receive the high-pressure intake air from the flow control valve 25, and generally maintain the pressure balance of the compressed air in the cavity, so that the expansion exhaust initially entering each cylinder The high-pressure air in the air chamber has the same pressure, so that the engine works smoothly. The two ends of the high-pressure common rail constant pressure pipe 2826 are fixedly equipped with an intake rear end cover 2824, and the intake rear end cover 2824 connected to the flow control valve 25 has a flange extending outward, and the flange extends into the flow The pipeline 2821 between the control valve 25 and the high-pressure common rail constant pressure pipe 2826 is detachably and fixedly connected to the high-pressure pipeline through, for example, a threaded connection. The intake rear end cover 2824 of the high pressure common rail constant pressure pipe 2826 is connected with the high pressure common rail constant pressure pipe 2826 through the end cover connecting bolts 2823 . The high-pressure common rail constant pressure pipe 2826 is provided with lower seat connecting holes (unmarked) corresponding to the number of single-exhaust cylinders, and the lower seat 2825 of the controller is provided with a valve movement cavity 2835, which is connected to the high pressure in a fixed and sealed manner through the lower seat connecting holes. Common rail constant pressure pipe 2826. The controller lower base 2825 forms a sealed, detachable and fixed connection with the controller middle base 2816 through the lower base and middle base connecting bolts 2818 or other fasteners. The controller middle base 2140 forms a sealed detachable fixed connection with the controller upper base 2804 through the connecting bolts 2815 or other fasteners between the middle base and the upper base.

Further referring to FIG. 7 , the intake camshaft housing 2802 is fixedly installed between the controller upper seat 2804 and the controller upper cover 2803 , and an intake camshaft 2801 is arranged inside it. The inside of the controller upper seat 2804 is provided with a plurality of tappet installation holes 2831 for installing tappets 2805, and the tappets 2805 reciprocate up and down with the rotation of the intake camshaft 2801. When it is necessary to provide high-pressure compressed air to the engine cylinder, the cam of the intake camshaft 2801 pushes up the tappet 2805 downwards, and the tappet 2805 then pushes up the controller valve 2809 to overcome the tension of the controller valve spring 2808, leaving The controller valve seat cover 2817, so that the controller valve 2809 is opened, and the high-pressure compressed air can enter the expansion exhaust chamber from the high-pressure common rail constant pressure pipe 2826 to meet the air supply demand of the engine. After the intake camshaft 2801 rotates through a certain angle with the crankshaft 3135, the controller valve 2809 is seated on the controller valve seat cover 2817 again under the restoring force of the controller valve spring 2808, the controller valve 2809 is closed, and the air supply ends . Since the compressed air engine of the present invention is a two-stroke engine, the controller valve 2809 and the exhaust valve are opened and closed once every time the crankshaft 3135 rotates one revolution. Therefore, it is easy to set the cam phases of the intake camshaft 2801 and the exhaust camshaft 3116. And their connection relation with crankshaft 3135.

Although the present invention has been disclosed in detail with reference to the accompanying drawings, it should be understood that these descriptions are illustrative only and are not intended to limit the application of the present invention. The protection scope of the present invention is defined by the appended claims, and may include various changes, modifications and equivalent solutions for the present invention without departing from the protection scope and spirit of the present invention.

Claims (12)

1. A multi-cylinder aerodynamic engine assembly for an aerodynamic vehicle, comprising: An aerodynamic engine, which includes: left and right cylinders, pistons, connecting rods, intake pipes, exhaust mechanisms, crankshafts, flywheels, oil pans, and each cylinder has three cylinders; Air distribution controller, which includes two air distribution units, the compressed air distributed by the air distribution unit is sent to the left and right cylinders respectively through the intake throat; The main air storage tank, which is connected to the downstream decompression air storage tank to provide the high-pressure compressed air required for the aerodynamic engine; A heating regulator, which is connected to the decompression air receiver to pressurize and heat the compressed air entering it; A flow control valve connected through the filter drier to the heated regulator to receive heated compressed air from the heated regulator; a control device, which controls the flow control valve according to the operating conditions of the aerodynamic engine; It is characterized in that the multi-cylinder aerodynamic engine assembly also includes: An auxiliary circuit connected between the heated regulator and the depressurized air receiver to send compressed air in the heated regulator that exceeds the pressure threshold back to the depressurized air receiver. 2. The multi-cylinder aerodynamic engine assembly according to claim 1, further comprising a supplementary air intake circuit. 3. The multi-cylinder aerodynamic engine assembly according to claim 1, further comprising an exhaust gas recovery and pressurization circuit. 4. The multi-cylinder aerodynamic engine assembly according to any one of claims 1-3, wherein the auxiliary circuit includes an auxiliary pipeline, a safety valve, a buffer tank and an air supply pump, when the heating regulator When the pressure detected by the pressure sensor exceeds the pressure threshold, the safety valve opens, and the excess high-pressure air enters the buffer tank from the heating regulator for temporary storage. 5. The multi-cylinder aerodynamic engine assembly according to claim 3, wherein the exhaust gas recovery and pressurization circuit comprises a muffler, an exhaust gas recovery device, a filter, an exhaust gas booster compressor, a one-way valve, a main Tank branch and heater regulator branch. 6. The multi-cylinder aerodynamic engine assembly according to claim 5, wherein a condenser and a pressure limiting valve are arranged on the branch of the main air storage tank, so as to send higher-pressure compressed air to the main air storage tank Can. 7. The multi-cylinder aerodynamic engine assembly according to claim 5, wherein a sequence valve is arranged on the branch of the heating regulator, and when the pressure of the exhaust gas after the exhaust booster compressor is boosted is less than 10MPa, the booster The exhaust gas is sent to the heating regulator through the sequence valve. 8. The multi-cylinder aerodynamic engine assembly according to claim 2, wherein the supplementary air intake circuit includes a battery unit, a controllable switch, a DC motor, a supplementary intake air compressor, and a main air storage tank and the line between the supplemental intake compressor. 9. The multi-cylinder aerodynamic engine assembly according to claim 6, wherein the opening pressure of the pressure limiting valve is 10MPa, 12MPa or 15MPa. 10. The multi-cylinder aerodynamic engine assembly according to claim 1, wherein the air distribution unit comprises an intake camshaft, an intake camshaft housing, an air distribution module and a high pressure common rail constant pressure pipe. 11. The multi-cylinder aerodynamic engine assembly according to any one of claims 1-3 or 10, wherein the exhaust mechanism comprises an exhaust camshaft, an exhaust tappet, a rocker arm, a rocker arm Shaft, pole iron, exhaust valve spring and exhaust valve. 12. The multi-cylinder aerodynamic engine assembly according to claim 10, wherein the air distribution module comprises: a controller upper cover, a controller upper seat, a controller middle seat and a controller lower seat, and the inlet The gas camshaft is placed in the intake camshaft casing, and the intake camshaft casing is connected between the controller upper cover and the controller upper seat.