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INVENTION
Patent of the Russian Federation RU2122125
METHOD AND DEVICE FOR PRODUCING ENERGY IN ICE WITH COLD SEPARATION
Applicant's name: Ponurovsky Alexey Alekseevich
The name of the inventor: Ponurovsky Alexey Alekseevich
The name of the patent holder: Ponurovsky Alexey Alekseevich
Address for correspondence:
The effective date of the patent: 1994.02.24
The invention relates to piston and gas turbine engines . The method for obtaining the energy of interaction of carbon, hydrogen and oxygen at excess pressure is carried out by combining the liquid hydrocarbon fuel or water with the liquefied gas in the interaction chamber of a piston or gas turbine engine. The alignment is carried out by pulse dosing, with the fuel pre-heated or used with superheated water, and air or another liquefied gas is used as the liquefied gas. An engine is proposed that implements this method. The technical result is to increase the efficiency of the engine.
DESCRIPTION OF THE INVENTION
The invention relates to the field of energy, in particular to devices for generating energy in the course of operation of reciprocating and gas turbine engines.
A method is known for obtaining energy by the interaction of carbon, hydrogen and oxygen at excess pressure by combining a liquid hydrocarbon fuel or water with a liquefied gas in the interaction chamber of a piston or gas turbine engine. See the application of France N 2313553, cl. F 01 K 27/00, 1977
From the above-mentioned source of information, a piston or gas turbine engine is known which includes an engine interaction chamber in which a liquid hydrocarbon fuel or water is combined with a liquefied gas.
It is known that chemical reactions, both with the release of heat and with the liberation of the cold (treated with heat absorption) are accompanied by an energy process.
The energy process of oxidation of fuels by combustion is accompanied by the release of heat. The cause of the formation of the energy process, the burning of fuels, is the formation of fuel and oxygen of the air of a different temperature state at the temperature of the fuel is always higher than the temperature of the oxygen of the air. Given that the release of energy by the explosion is the energy process of combustion in a shorter period of time, the power of the energy process is proportional to its speed.
The speed of the energy process of interacting fuels with air oxygen depends on the temperature difference and the magnitude of the excess pressure of the system in which the energy process is formed.
It is known that the energy released from combustion of fuels in the furnace is less than from the use of the same amount of fuel in piston engines.
The reason for low efficiency (efficiency) in cases of burning fuels is the low rate of the energy combustion process under conditions of a system with a pressure close to atmospheric pressure.
Another reason for the low efficiency of the energy process of burning fuels is to limit the difference in temperature between the heated fuel and the colder oxygen of the air.
These two factors are the system overpressure and the temperature difference between the heated fuel and the colder oxygen of the air and determine the rate of the energy process that takes place by the interaction of carbon, hydrogen and oxygen in the power plants.
For example, when solid fuels are oxidized by combustion, more cold oxygen enters the zone of high-temperature fuel, which, when exposed to the thermal radiation of the heated fuel, he heats up before the formation of the energy process, and the difference in their temperature decreases.
Moreover, the higher the temperature of the incandescent fuel, the faster the temperature is equalized, and it is practically impossible to obtain a temperature difference higher than that which determines the power of the energy process (known by the thermal equivalent of fuel). For, having lowered the temperature of oxygen, at a low pressure in the system it is impossible to increase the speed of the energy process, because the heated fuel cools, which leads to a decrease in the temperature difference between the fuel and oxygen of the air.
The reason for the origin of the energy process of interacting fuel and air oxygen in internal combustion engines is the difference in their temperatures. When the fuel mixture is compressed, heat is generated, which heats up the fuel and oxygen of the air. The fuel heats up faster, and the oxygen of the air is slower, and the difference in temperature is reached. But no matter how slowly the air does not heat up, it will still heat up, therefore, it is impossible to get a high temperature difference. To do this, it is necessary to increase the compression of the fuel mixture, but with its increase, the speed of the energy process increases, which, when a larger temperature difference arises between fuel and air oxygen, leads to a spontaneous energy process known as the fuel detonation phenomenon.
Here and "catch" the moment of spark ignition of a fuel mix at its excessive pressure in the interaction chamber of the engine in order to obtain a stable, controlled energy process.
The same pattern of the energy process in diesel engines, i.e., the fuel is heated above the oxygen temperature of compressed air, which according to the laws of thermodynamics is unacceptable, since it is believed that it is impossible to heat cold fuel sprayed into a compressed composition of heated air above its temperature. But this is true only at atmospheric pressure, where the energy processes have the lowest velocities.
In a system with excess pressure, everything happens differently.
When the fuel is sprayed into a compressed high-temperature air composition, the fuel heats up above the temperature of the heated air because the internal energy of the fuel has a related relationship with heat, and the oxygen of the air with the cold. At the moment of spraying liquid fuel into the compressed composition of the heated air, heat and cold are exchanged between them, which correspond to the states of their internal energies, the cold to the internal energy of the oxygen structure, and heat to the internal energy of the fuel material.
The exchange of heat and cold between the oxygen of the air and the fuel flows instantly, which is comparable with the speed of light.
If this phenomenon were not present, the liquid of hydrocarbons would be instantly condensed when it was sprayed into a system with excess pressure. This does not happen because the dust fractions of hydrocarbons instantly absorb the heat of the system, becoming as if obtained by heating them, and the oxygen of the air is cooled.
Thus, in a diesel engine, a temperature difference is obtained between the heated fuel above the temperature of the previously heated oxygen of the air, which is the reason for the formation of an energy process between them. However, in a diesel engine it is impossible to obtain a difference in the temperature of the fuel and oxygen of the air above that which is formed, since even in a diesel engine, the temperature of the various-temperature masses of the substance is equalized by the phenomenon of heat transfer.
Although the rate of transition of heat and cold to the internal state of energy of fuel and oxygen of air is instantaneous, spraying the same fuel into a compressed composition of heated air is not instantaneous. During this period, their temperatures are equalized by heat exchange, and at a rate proportional to the temperature difference between the fuel and the oxygen of the air.
That is why with a further increase in the compression of air in the engine, a limit is formed to increase its power. The air temperature increases with increasing compression and at the same temperature of the atomized fuel the difference in their temperatures increases.
Consequently, the rate of equalization of their temperatures by heat exchange also increases, reaching the rate of transition of heat and cold to the state of internal energies of fuel and air oxygen. Further increase in the compression ratio of the diesel engine does not make sense.
So, the existing methods of obtaining energy with the release of heat do not allow to achieve the effect of a continuous increase in the temperature difference between the heated fuel and the colder oxygen of the air, hence the possibility of obtaining more energy from the same amount is limited.
The object of the invention is to obtain energy with the release of cold.
The problem is solved by the fact that the method for obtaining energy by the interaction of carbon, hydrogen and oxygen under excess pressure is carried out by combining the liquid hydrocarbon fuel or water with the liquefied gas in the interaction chamber of the piston or gas turbine engine, the alignment being carried out by pulse dosing, preheating the fuel, Use heated water, and as liquefied gas use air or other liquefied gas.
The different temperatures of the working fluid can preferably be combined in the liquid phase.
The task in hand is solved by the fact that the engine of internal interaction of the piston or gas turbine operation principle comprises an interaction chamber which is provided with an injector for pulsed metering of heated fuel or heated water and a dispenser for liquefied air or other liquefied gas, the interaction chamber being separated from the cavity above the piston or From the cavity above the blades of the gas turbine, check valve.
The interaction chamber of the reciprocating engine can be configured to be filled with a liquefied gas under excess pressure, regardless of the pressure above the piston, and the pistons of the piston engine can be made of composite materials with a small coefficient of thermal expansion without compression rings.
The excess pressure of the conditional compression ratio of the working fluid in the interaction chamber of the engine can be counterbalanced by the force of the return spring of the check valve.
The engine can additionally be equipped with a Dewar vessel, with the possibility of containing therein under excess pressure of liquid gas, and entering it into the interaction chamber via a solenoid valve, an electric liquid gas pump and a dispenser, the latter can be configured to fill the interaction chamber of the reciprocating engine with liquid gas over time Movement of the piston from the bottom to the top dead center.
The proposed method for obtaining energy from the interaction of oxygen of liquid air with hydrocarbon fuel differs favorably from the known ones by that they are given unlimited opportunity to create any necessary temperature between the heated fuel and the colder oxygen of air when they are combined in the engine interaction chamber.
Indeed, when the engine's interaction chamber is filled with liquid air, its temperature does not increase with that of the pressure that is known by the existing compression ratios by the engines, and it will be required and an order of magnitude smaller than /, since the liquids do not compress like gases. Therefore, the temperature of oxygen in the air is maintained to the temperature of the liquid air until it is combined with the heated hydrocarbons (fuel).
Impulsive atomization of fuel into a compressed composition of liquid air pursues the goal of obtaining high speed, their juxtaposition, which excludes the possibility of equalizing their temperature by heat exchange.
Contacting the different-temperature and dissimilar masses of the substance is accompanied by an electric energy process, which is the reason for the high speed of the energy process that proceeds with the release of energy.
The cold contained in the volume of liquid air or in the volume of liquid helium, when they interact with hydrocarbons or with superheated water, is released in an amount proportional to the speed of the energy process, which proceeds by dissociation of interacting substances to the atoms of their chemical elements. Consequently, the amount of cold released in this case will be obtained more than it is evolved by evaporation of liquid air or liquid helium by the amount of increase in the rate of their transition to the gaseous state by the energy process.
From the foregoing it is clear that the factors limiting the speed of the energy process by equalizing the temperature of the fuel and air oxygen before the occurrence of an energy process between them does not exist. Consequently, from any given amount of fuel and air oxygen, it is possible to obtain any amount of energy released / its power /, and in the controlled mode of its release into the internal combustion engine .
For example, with existing methods of generating energy in the internal combustion engine, there are factors of a rich and poor fuel mixture. In the proposed method, this phenomenon is absent completely. It is known that the spraying of hydrocarbons into a compressed composition of gaseous technical oxygen, at any / smallest / doses of hydrocarbons and at large masses of compressed oxygen is accompanied by an explosion.
Oxygen in the composition of liquid air is much more active than oxygen in the free gaseous state.
It is known that sawdust, impregnated with liquid oxygen, is used in the form of an explosive activated by an electric spark.
Oxygen in the composition of liquid air does not require activation when combined with the heated fuel used by liquid hydrocarbons (fuel oil) / similarly, as when combined with superheated water.
Therefore, the combination of any, the smallest number of hydrocarbons with liquid air, is accompanied by the formation of an energy process whose power can be regulated by the amount of compression of the engine and the number of dosed hydrocarbons that act as an activator of oxygen energy.
Thus, the work of the engine can be performed by energy released by oxygen, and hydrocarbons can be used as an activator.
The most promising for obtaining energy is liquid helium, which is activated at excess pressure by overheated water.
In the future, this is the most energy-intensive carrier of energy. And the energy costs for obtaining liquid air are overlapped by the amount of energy that is released by the interaction. The energy balance is positive.
Positive in obtaining energy with the release of cold is the fact that no harmful substances are formed in the exhaust gas for the environment, since nitrogen of air does not interact with oxygen at negative temperatures (the value of which can reach minus 90 o C, minus 100 o C). The carbon monoxide does not form at these temperatures. In addition, the energy process from overlapping under excess pressure of liquid air or liquid helium with superheated water proceeds by energy dissociation of the combined substances onto the atoms of their chemical elements. Such energy processes are known when fuel steam boilers are fed with "raw" / not heated / water.
The energy dissociation of water into hydrogen and oxygen differs from its dissociation by heat in that the release of cold precludes the reversibility of the dissociation process. Atoms of hydrogen and oxygen, formed at considerable negative temperatures, can not form water molecules and pass into the gaseous state by their own gas, which is the production of a hydrogen-oxygen mixture, i.e. Fuel for the engine .
Therefore, in this way it is possible to achieve the work of the internal combustion engine on one working body in a closed cycle. Receiving energy from the interaction with superheated water, "exhaust" gases of the composition of the hydrogen-oxygen mixture are formed, which can then be used in the ICE by the working medium in a known way, i.e. With the release of heat.
At the same time, superheated water vapor and evolved cold can be used in technologies both for obtaining energy and for obtaining liquid air.
FIG. 1 shows the piston engine diagram
FIG. 2 is a schematic diagram of a gas turbine engine
The claimed method of operation is shown by the example of a piston or gas turbine engine operation.
The device shown in FIG. 1 and 2 consists of a conventional piston engine A or a gas turbine engine A 1 comprising an interaction chamber B that is separated from the cavity above the piston or from the cavity above the turbine blades by a check valve C.
The engines A, A 1 are additionally equipped with a Dewar vessel 1 filled with liquefied air or liquid helium which is communicated with the interaction chamber B by the gas pipe line through the solenoid valve 2, the liquid gas pump 3 and the liquid gas dispenser 4.
In addition, the engines A, A 1 are equipped with a traditional fuel tank 5, a fuel electric pump 6, a fuel heater 7 and a fuel injector 8.
The work of the piston engine A is carried out in a two-stroke operation with the exhaust gases exhausted through the windows in the sleeves (not shown in the diagram), and the operation of the gas turbine engine A 1 is achieved by alternating operation of several interaction chambers B.
The work of the engine A, (A 1 ) is carried out by traditional start-up, rotation of the crankshaft or shaft of the turbine.
Simultaneously with the beginning of the rotation of the motor shaft A (A 1 ), the power supply to the coil of the solenoid valve 2, the electric motors of the liquid gas pumps 3 and the fuel pump 6, the fuel preheater 7 is supplied.
There are no intake and exhaust valves in engine A.
The role of the intake valve is assigned to the operation of the liquefied air dispenser 3 and the fuel injector 8. The windows in the engine cylinders that are opened when the piston reaches the engine A of the bottom dead center (in the window scheme are not indicated) play the role of the exhaust valve.
When the piston moves idling, and this is only possible when engine A starts, its check valve B, spring loaded by a return spring, is closed.
When the piston moves to the "compression" stroke, gases are compressed to them (when the engine is running, the exhausted ones, their residual composition, after being withdrawn through the windows in the engine liners, and when they are left in the clamped volume or arrived back through the windows, if a negative pressure forms above the piston), available Over the piston.
At the moment when the piston moves to the compression chamber B, the liquefied air from the Dewar 1 vessel enters the cavity of the Dewar 1 through the insulated gas pipeline through the open solenoid valve 2, through the liquid air pump 3 and the liquid air metering device 4, which allows filling the interaction chamber cavity with liquid gas B only when the piston moves to the beat "compression".
Filling the interaction chamber B is carried out by excess pressure, which is balanced by the return spring of the check valve C.
When the top dead center reaches the top dead center, the liquid air dispenser 4 closes and the heated hydrocarbon (or superheated water) injected into the interaction chamber B containing the liquid air is injected from the fuel tank 5 via the fuel line under the action of the fuel pump 6, through the fuel heater 7, the fuel injector 8.
The combination in the interaction chamber B of liquid air with heated hydrocarbons or with superheated water, even with an insignificant excess pressure, is accompanied by the release of energy flowing through the dissociation of both the liquid air substance and the hydrocarbons / or water / by the explosive process. The explosive nature of the dissociation of these substances is accompanied by the formation of gases with the release of cold and high pressure, which opens the check valve C and the overpressure of these working gases, overcoming the force of the spring of the check valve C, transfer their pressure to the piston of engine A, or to the turbine blades A 1 .
The engine increases the speed. When the piston moves in a working stroke, the exhausted gases are discharged through the windows in the sleeves, and the remaining composition is repeatedly compressed by the piston, which, with the subsequent supply of working gases, operate as a single elastic body.
When the piston moves to the compression stroke in the reaction chamber B, liquid air is drawn in the same way, and when the piston reaches the top dead center, heated hydrocarbon fuel or superheated water is metered into the compressed liquid air composition, and the engines A, A 1 continue their work in the manner described above .
The engine speed is controlled by the amount of interaction (B) of the liquid air and heated fuel entering the chamber by changing the speed of the electric motors of their transfer pumps. By increasing or decreasing the volume of the working fluid entering the interaction chamber B, a conditional compression ratio of the engine is formed, which does not affect the temperature difference between the oxygen of the liquid air and the heated hydrocarbons. Thus, it is possible to achieve any optimum value of the speed of the energy process of the working body.
The production of energy with the release of cold allows the pistons to be made of composite materials / carbon fiber / without piston rings, and the crankshaft is made with an autonomous low-temperature lubricant.
Composite materials favorably differ from existing ones by their small coefficient of thermal expansion and do not require lubrication when running by sliding in the cylinder of motor A.
Excluding high-temperature working gases, obtaining energy with the release of cold in working gases completely eliminates thermal overloads on engine parts, which is very important for gas turbine engines of aircraft.
In addition, the possibility of obtaining more energy from the same amount of working fluid will make it possible for rocket engines to work on more energy-intensive energy carriers than hydrogen and oxygen, such as ordinary water and liquid helium. Application of their proposed method will reduce costs in space technology.
CLAIM
A method for obtaining energy by the interaction of carbon, hydrogen and oxygen at an excess pressure by combining a liquid hydrocarbon fuel or water with a liquefied gas in a reaction chamber of a piston or gas turbine engine, characterized in that the alignment is performed by a pulse metering, the fuel is preheated before combining, superheated water is used for superposition, The air or other liquefied gas is used as the liquefied gas.
The method according to claim 1, characterized in that the different-temperature masses of the working fluid are combined in the liquid phase.
The engine of internal interaction of a piston or gas turbine operating principle comprising an interaction chamber of the engine, characterized in that the interaction chamber is provided with an injector for pulsed metering of heated fuel or superheated water and a dispenser for liquefied air or other liquefied gas, and the interaction chamber is separated from the cavity above the piston or From the cavity above the blades of the gas turbine, check valve.
The engine of claim 3, wherein the interaction chamber of the reciprocating engine is configured to fill it with a liquefied gas under excess pressure, regardless of the pressure above the piston.
The engine according to claim 3, characterized in that the overpressure of the conventional compression ratio of the working fluid in the engine interaction chamber is balanced by the force of the return spring of the check valve.
The engine according to claim 3, characterized in that the pistons of the piston engine are made of composite materials with a small coefficient of thermal expansion without compression rings.
The engine according to claim 3, characterized in that it is further equipped with a Dewar vessel with the possibility of containing therein under excess gas pressure and entering it into the interaction chamber via a solenoid valve, an electric liquid gas pump and a dispenser.
The engine according to claim 3, characterized in that the liquid gas dispenser is configured to fill the interaction chamber of the reciprocating engine with liquid gas during the time of piston movement from the bottom to the top dead center.
print version
Date of publication 11/14/2006
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