Patent Application
20090028739
1. Field of the Invention
The invention relates to expansion machines (EM), in particular, to internal combustion engines (ICE) and/or external combustion engines, expanders, gas generators (GG), for example, to free-piston GG (FPGG), chemical reactors (CR), for example, to gas-turbine plants (GTP), for example, intended for recycling chemical weapon agents and to superchargers.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “expansion machine” is used to designate an EM of any design, in which a working medium (WM) expands.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “supercharger” is used to designate any device, in which the WM is injected and/or compressed, for example, a compressor, a pump, a vacuum pump and a gas pump.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “working medium” is used to designate any WM involved in the process of work, irrespective of the fact whether the energy is extracted therefrom (engine WM (EWM)) or supplied thereto in the process of work (supercharger WM (SWM)) and, for example, in the process of work the chemical composition and/or aggregate state of the WM may at least partially change therewith and also the WM may contain ballast, for example, hazardous impurities and, in addition, any at least one component of the MW, for example, fuel, reaction products of which would function as the WM, may be reviewed as the WM. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “engine working medium” is used to designate the WM of any composition doing work in the EM and it may contain therewith both one chemical element or substance or may at least partially form in the process of the reaction between fuel and an oxidizing agent or in the process of decomposition of mono-fuel and the composition of the EWM may contain therewith any components such as catalysts, inhibitors and WM physical and/or chemical composition modifying agents, for example, re-circulated exhaust gases (EG). Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “supercharger working medium” is used to designate the WM of any composition, to which energy the energy is supplied to supercharger and the superchargers MW, for example, may contain therewith at least one component at least partially designated for lubricating and/or cooling and/or sealing, for example, a fluid, for example, oil an/or water. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “hazardous impurities” is used to designate any impurities, harm from which is higher than the positive effect induced by their presence in the WM, for example, this may comprise abrasive inclusions and chemically aggressive elements and substances, for example, sulfur compounds, siloxanes, halogen compounds and vanadium. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “exhaust gases” is used to designate burnt gaseous combustion products (GCP) exhausted from the expansion machine after the expansion process.
2. Background Art
The existing broad range of expansion machines designated for producing mechanical work by using the WM energy, for example, engines and GG and/or for changing the WM parameters, for example, expanders. In terms of WM energy used, expansion machines are categorized into machines predominantly using potential energy, predominantly using MW kinetic energy and into engines using both WM potential and kinetic energy in comparable proportions, for example, turbo-compound engines.
A large number of various superchargers have been provided which are designated for delivering and/or pumping liquid and/or gaseous WM and also various WM mixtures by increasing the WM potential and/or kinetic energy. Superchargers of positive displacement, dynamic and thermal types are most widely used.
The GGs are not specially considered hereinafter, but the engines are considered and it is implied that any engine considered may perform functions of the GG, for example, when mechanical load exerted thereon is reduced, or combine the functions like, for example, a piston internal combustion engine (PICE) comprised in the turbo-compound plant and also serving as the GG for a power gas turbine (GT) or like a turbocharged PICE. The CRs are also not specially considered hereinafter, since it is implied that any ICE may be used as a CR and is a CR as such in which fuel chemical conversion processes take place. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “gas turbine” is used to designate at least one GT of any prior art design.
Currently, two basic types of engines categorized depending on the energy supply, namely, internal combustion engines and external combustion engines, are known. In the ICE, the energy is at least partially supplied by fuel, the reaction products of which form the WM. Combinations of these engines are also provided, for example, steam diesel engines or combined-cycle gas turbine plants (CCGTP) comprising a GTP and a steam turbine plant (STP) mounted on one shaft or CCGTP comprising a PICE and STP.
Various configurations of positive displacement engines (PDE) predominantly use the WM potential energy. By a PDE is meant various types of PICEs, for example, classical PICEs of both the trunk-piston and crosshead design comprising a crank-and-rod mechanism (CRM), a rotary piston engines (RPE) as a type of the ICE (hereinafter, by the term RPE is meant the RPE as a type of the ICE, unless otherwise separately set forth that these are external combustion engines), ring, for example, rotary or turbo-rotary engines, vane type engines, trochoid, for example, gerotor engines and screw type engines of various designs, for example, spur-type, i.e. with a zero-twist angle of rotors. External combustion engines which were developed based on the above PDE or which served as prototypes thereof, for example, steam engines (SE) also predominantly use the potential energy.
Various dynamic engines (DE), for example, turbines, predominantly use the WM kinetic energy.
Combination of the potential and kinetic energy in comparable proportion is used in turbo-compound engines comprising, for example, the power GT connected with a drive shaft (DS) of the PICE, and also GTP-FPGG combinations where the FPGG operates as a compressor and a combustion chamber (CC) and, hence, uses a portion of the WM potential energy for own consumption of the power plant. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “combustion chamber” is used to designate at least one CC of the prior art design.
ICEs operating according to the cycles of Otto, Diesel and Trinkler engines structurally configured as PICEs are widespread. These types of engines are most commonly used in the transport machine-building, mechanization and power industry. Internal and/or external combustion DEs predominantly turbines of different designs and operating cycles with most widespread Brighton and Rankin cycles are also commonly used in the given spheres.
The advantage of turbines over the above piston engines of any designs using predominantly the WM potential energy is non-discreteness of operation thereof and absence of losses, in particular, in the CRM. This is conditioned by the fact that structural load-bearing members executing cyclic reciprocating motion (predominantly, piston engines) and/or other compound motion, for example about the drive shaft (in particular, in the RPE) are not comprised in the construction thereof. This resulted in the reduced mass-to-power ratio compared to piston engines (PE) at high turbine rotor speeds limited predominantly by sound speed in the WM and strength of structural materials.
Other external combustion engines, in particular, piston steam engines and Stirling engines are also spread to some extent. Having potentially higher energy coefficient compared to that of the ICE these engines as a whole have not surpassed them by specific energy parameters due to structural complexity impeding achievement of maximum energy parameters and lack of optimal structural materials and precise mathematical models.
Existing ring engines (RE) an also other types of engines not related to the trunk-piston and crosshead designs of engines, for example, gerotor engines are predominantly aimed at achieving high specific power parameters characteristic of turbines, while maintaining or somewhat exceeding economy and flexibility parameters of piston engines. However, this is difficult to achieve since the above engines are characterized by lengthy sealing elements of working chambers (WC) and large area of walls thereof, thereby invalidating all advantages thereof in the majority of the structures over piston engines in implementing Otto, Diesel, Trinkler or Stirling cycles, as well as any cycle in which fuel or at least one of components thereof is pre-compressed in the engine WC. The structures allowing potentially higher efficiency to be achieved are characterized by relatively complex manufacturing technology, for example, such as that of the gerotor engine.
To compare perfection of structures of different types of EM, a number of specific parameters is used. Certain engine specific parameters, such as power-to-weight ratio measured in the units of kW/kg (engine power divided by weight thereof) or kW/m3 (engine power divided by displacement thereof) preclude the assessment of the engine structure perfection since at different efficiencies (E) of one and the same engine the above parameters would differ. Given that the WM expands in an engine of any structure, the higher the degree of expansion thereof, with similar initial parameters being equal, the higher the engine efficiency and lower the power thereof or the lower the degree of the WM expansion and higher the WM average cyclic pressure, the higher the power and lower the efficiency of the same engine. It is reasonable to take specific expansion space (SES), l/skg (per-second expansion space divided by engine weight) as a more universal indicator of the engine perfection, with the SES being constant for one and the same engine operating at different efficiencies and at different capacities respectively, with the DS running at a nominal speed.
Both internal and external combustion PEs and also piston expanders are characterized by limited power-to-weight ratio and/or E because of lower piston or cross head speeds compared to the speed of the turbine's working members.
Currently, GTPs are most perfect in terms of the SES indicator. Disadvantages of turbines reside in high sensitivity of the first stages to high WM temperatures due to high loads on the material of working members, which results in the need of introducing additional quantity of air into the cycle to be mixed with the GCP exhausting from the CC before it is fed to the GT first stage. It is noteworthy that the excess-air factor (a) in the mixture of GCP with ballast air is within the range of 4-8, thereby leading to power circulation inside the GTP (between the compressor and GT of the compressor drive) which exceeds net power thereof. The given problem is partially solved in the GT with ceramic working members and also in GTs with steam-cooled blades. However, high-power ceramic turbines are still difficult to manufacture, while turbines with steam-cooled blades are characterized by high aggregate power and imply the use of the gas-steam cycle which is preferable to be used at powerful power industry's facilities. High power-to-weight ratio of the turbine is associated with a high DS rotational frequency which in the majority of cases requires the use of a reduction gear unit for the load drive and special structural materials working at the limit of parameters thereof. It is worth noting that the turbine is not capable of operating in principle at high pressures, therefore, it is unreasonable to further increase pressures and hope for a substantially higher E, since the E of high-pressure cylinders of the state-of-the-art turbines is extremely low and the total E, in particular, of supercritical STP is not higher than the E of SE of the first quarter of the twentieth century.
Existing ring ICEs and non-trunk or non-crosshead ICEs are provided with a WC combined with a CC of a noncircular or variable shape, thereby leading to non-optimal fuel combustion process and to less environment-friendly exhaust than those of classic PICE. Positive displacement ICEs comprising an external CC and operating, for example, according to the Brighton cycle, for example, gerotor ICEs include working members with a complex shape and require extreme precision to positioning thereof.
STPs using steam, binary WM, for example, ammonia-water mixture or two-phase WM, for example, wet steam, are characterized by a reduced life if droplets are available in the WM that results in underutilization of a portion of energy in the backpressure or condensing cycle or requires intermediate WM heating with different methods, thereby complicating the structure and/or reducing flexibility thereof. In addition, to operate engines using the WM containing a liquid-phase component, modern versions of the eolipil invented by Heron of Alexandriya equipped with de Laval nozzles are used. Piston SEs are free from this disadvantage, but they are characterized by high unit weight and are not capable of achieving economically efficient thousands-fold expansion ratios when the WM of supercritical parameters is fed, for example, similar to STP.
Currently, the share of such fuels used in the power industry as synthetic fuels, water-fuel emulsions and non-standard gases such as biogas, associated gas, mine gas, dumpsite gas, synthesis gas and different process gases, for example, blast-furnace gas is increasing. A specific feature of the majority of synthetic and composite fuels is an unstable composition, availability of large quantity of hazardous impurities and hydrocarbon mist, variable ignition delay and relatively lengthy period of combustion time which leads to deposits on the ICE WC and causes premature engine failure.
Using non-standard gases in the PICE requires implementation of the of the gas-diesel cycle to prevent spark plugs from fouling with incomplete combustion products, to provide stable power of the engine and lighting stability, for example, when fuel with variable composition and/or caloric content is used, and also reduced compression ratios due to low detonation characteristic of a number of fuel components. As an option, to exclude feeding diesel fuel, fuel composition is normalized by introducing natural gas. Low-calorie fuels require a relatively large clearance space in the PICE which inevitable results in the reduced efficiency. The above problems of burning low-calorie gases in the PICEs resulted in widespread utilization thereof in the GTP. However, in the majority of cases, non-standard gases are characterized by relatively low output and unstable parameters, for example, the caloric content of the synthesis gas fluctuates within an extensive range depending on the composition of a gasifiable fuel, for example, municipal solid waste (MSW). Halogen compounds and metals also need to be removed from the majority of these gases. In addition, the fuel equipment of both PICEs and GTE is sensitive to high-molecular compounds available in the gas, for example, resins formed, for example, in the process of gasification. Moreover, it is undesirable to filtrate the above high-molecular compounds being predominantly hydrocarbons because this may lead to significant reduction in the caloric content of the fuel and poses problems of utilizing these compounds, which, nevertheless, are valuable chemical raw materials in large quantities, although they are potent carcinogens. In operating gas turbines, which are more sensitive to the above impurities than the PICE, the cost of gas purification systems is comparable to that of power-generating equipment, therefore, it is unreasonable to fire certain types and/or quantities of gas in gas turbines and, as a result, MSW gasification products, for example, are not used in GTP. In the given case, steam boilers combined with STP, with the mechanical efficiency on the turbine DS being at the level of 25%, are used for burning gas. Using STPs is not effective at such efficiency level.
A CR built based on the EM, for example, GTP provides the required delay time to minimize harmful substances emissions (HSE) with EG. However, using the GTP as a CR leads to rapid failure of working members thereof because of high aggressiveness of chemical weapon), in particular, chlorine-containing compounds.
Availability of a clearance space accounting for not less than 2% of the working space is the disadvantage of positive displacement superchargers, for example, piston superchargers, in particular, piston engines. For example, the disadvantage of screw or similar superchargers is a relatively low degree of pressure increase in the stage at an optimal efficiency. Disadvantages of dynamic type superchargers, in particular, turbines include sensitivity of working members to the WM composition and parameters and also substantial dependence of the efficiency on supercharger load percentage. High working space-total volume ratio of the supercharger is characteristic of cam-driven vacuum pumps of different designs, however, all of them have very large clearance space and, thus, they are not suitable to be converted into compressors and engines with specifications substantially exceeding those of the similar equipment based on classical solutions.
The objective of present invention is to provide a manufacturable engine having high efficiency and combining positive features of both a PICE and a turbine and also allowing liquid and/or gaseous fuels to be used, including those which are currently not used in the ICE, to provide an efficient supercharger and an expander which would help replacing the majority of conventional structures of diesel and superchargers and also any combinations thereof, for example, expander-compressor units.
The above objective is to be achieved as described hereinafter:
A ring turbo-piston machine (hereinafter referred to as the “turbo-piston machine” (TPM)) comprises at least one rotor and, for example, at least one stator defining at least one WC disposed, for example, concentric with a DS. The WC is periodically divided into at least two spaces (two WCs) by at least one rotary valve mated with the rotor. The rotor is provided at least with one protrusion acting as a piston, while the valve is respectively provided with at least one groove allowing the passage of the piston in the process of operation, i.e. the piston and the groove are made to be in mating relationship. The given TPM allows for developing the machines replacing any prior art superchargers, expanders and also any conventional engines operating according to any prior art cycles and, in particular, according to Otto, Diesel, Trinkler, Atkinson, Miller, Brighton, Ericsson-Joule, Humphrey, Lenoir, Rankine and Stirling cycles. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “turbo-piston machine” is used to designate both a ring turbo-piston EM (TPEM) and a ring turbo-piston supercharger (TPS) or any possible combination thereof in one device, with any TPM containing working members (WM) (at least one valve and at least one rotor) disposed in a body. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “body” is used to designate a statically secured at least one component of the TPM structure (stator), with the structure components such as, for example, cylinder sleeves, studs, covers, etc. being referred to the concept of the body, unless they are grouped into separately described components of the TPM structure.
Referring to.
Referring to
The TPM WE containing one piston 6 and one groove 8 in a mating relationship are shown in
A symmetric TPM containing a WE with a piston 6 and a groove 8 of the symmetric configuration are shown in
The TPM comprising two rotors 3 and a valve 2 of the structure similar to that of TPM illustrated in
The TPM comprising two rotors 3 and a valve 2 of the structure similar to that of TPM illustrated in
The symmetric TPM comprising WEs with symmetric pistons 6 and grooves 8 is shown in
The symmetric TPM comprising two valves 2 and a rotor 3 of the structure similar to that of the TPM in
The symmetric TPM comprising WEs with pistons 6 and grooves 8 of a symmetric structure and disposed symmetrically on the WEs is illustrated in
Bivalve TPMs and WEs thereof comprising at least one rotor 3 and a valve group including an inlet valve 10 (valve 10) and an outlet valve 11 (valve 11) for the TPEM or outlet valve 13 and inlet valve 14 for the TPS disposed in the body 1 are illustrated in
The TPM, with the WEs being in an initial position, shown in
The TPM with non-concaved mating elements, shown in
The TPEM, illustrated in
The rotor 3 comprises two opposite pistons disposed in cylinders I and II. Intake and exhaust manifolds 15 and 16, a body cover 17, a linking gear cover 18 and attachment elements, for example, lugs 19 are fixed to the body 1.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fixing” is used to designate fixing at least in one point at least two elements carried out by any prior art method, for example, rigid and non-rigid fixing and fixing may be, for example, carried out by the to-be-fixed structural components themselves using any prior art methods, for example, by welding an/or soldering and/or depositing by welding and/or spraying and/or depositing and/or by using at least one additional fixture element. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fixture element” is used to designate any prior art element intended for fixing, for example, a screw, a bolt, a tapping screw, a pin, a key and an axle. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “attachment element” is used to designate at least one TPM structural component which is used to secure the TPM, for example, to a foundation and/or frame; for example, lugs may serve as attachment elements.
Covers 20 of seal assemblies and bracket-mounted bearings 21 are mounted in the body 1 and body cover 17. Structural components are fixed with a fixture element Z. Seal assemblies of the WE comprise covers 20, supporting springs 22, backup washers 23 and a gland packing 24. The TPEM WEs are linked by linking gears 25. End faces of intake channels of a rotor 26 are covered with plugs 27. The rotor 3 is provided with intake openings of a rotor 28 and spool-type openings 29. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “openings” is used to designate at least one opening in any structural component made by using any method and having any configuration. To lighten the WE, WE chambers 30 are provided in the valve 2. A gasket 31 is mounted between the body 1 and body cover 17. Cylinder wall ports (ports) 30 are provided in cylinder walls 32 disposed on the rotor 3. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “port” is used to designate at least one port in any structural elements made by any method and having any configuration, for example, being a round port. The ports 33 being in communication with an exhaust chamber AA disposed between the cylinders I and II and connected with the exhaust manifold 16 are designated to exhaust the spent WM. An output shaft 34 is made integral with the rotor 3 and is provided with a key 35. Spool-type ports 36 are provided in valve boxes made integrally with the body 1 and body cover 17.
Additional TPM systems, if illustrations thereof on the figures and/or separate description of operation thereof are not compulsory for the description of the TPM operation, are not shown both for the TPM in
Working elements of the TPEM illustrated in
The TPS illustrated in
The ICE being a TPM comprising four delivery cylinders (cylinders I-IV) and four expansion cylinders (cylinders V-VIII) illustrated in
A case cover 47 through which an output shaft 34 with a key 35 and compressed air pipeline 48 is secured to the body cover 17. Lugs 19 and an air intake 49 are disposed on the body 1.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “heat exchanger” is used to designate any at least one device intended for heating and/or cooling any at least one medium, for example, working medium by at least one other medium, for example, EG, and the said media may be in any aggregate state. The intake 49 and exhaust manifold 15 are provided with flanges 50. Dual rotors 3, a valve 2, a valve insert 51 on which a bearing retainer 52 of the valve insert, a heated air inlet 53, a combustible inlet 54, a swirler 55 and a spark plug 56 are disposed in the body 1. Joints between the body 1 and covers 17 and 44 are sealed with gaskets 31. The valve insert 51 is secured to the cover 17 of the body with a nut (nut) 57 of the valve insert. CC 58 is provided within the valve 2. A drive gear 59 of the valve is secured to the valve 2 on the outside. The air intake 49 through the air intake ports 60 of the body is in communication with air intake chambers 61 of the rotors disposed between the cylinder walls 32 of rotors 3. At the exit of the compressor, valve assemblies comprising a valve 62, a valve supporting spring 63, a valve spring support 64 and a gasket 31 are mounted in the body cover 17. The air is fed to valve assemblies from the compressor cylinders via air ducts 65. Behind the valve assemblies, the compressed air is fed to a compressed air manifold BB connected with the compressed air pipeline 48. The compressed air pipeline 48 is coupled with a heat exchanger convective tube-bundle 66 which with its other end is coupled to the heated air inlet 53. Movable elements of the TPM structure are mounted on bearings 21. The rotor bearing retainers 67, to which sprockets 68 of an output gearbox and a gear 69 of the valve actuator are secured, are fit on rotors 3. An exhaust port 33 is provided in the compressor section of each rotor 3, while exhaust port 33 and exhaust ports 70 of the rotor axle are provided in the expansion section thereof. Exhaust ports 71 of the valve periodically coinciding with exhaust ports 72 of the valve insert are provided in the expansion section of the valve 2. Working elements of the TPM illustrated in
The flow chart of the TPM operation according to the Brighton cycle (see
The TPM with pulse energy input to the WM, for example, operating according to the Otto cycle, illustrated in
A mounting hole of a screw (fixture element Z) provided in the wall of a gas duct of the exhaust manifold 16 is covered with a screw hole plug 77 and a mounting hole for the bearing 21 of the output shaft 34 provided in the body cover 17 is covered with a plug 78. The output shaft 34 mounted on bearings 21 comprises keys 35 and is coupled with a gear 79 of the output gearbox driven by the gear 25 of the rotor 3 being the sprocket of the output gearbox. A balancing hole 80 is provided in the gear 25 of the rotor 3. The output gearbox and gears 25 are covered with the case cover 47. An intake port 81 of the CC and an exhaust port 82 of the CC are made in the body walls defining the CC 58 being concentric to the rotor 3. The CC intake port 81 periodically opens inward the cylinder I via the port 70 provided in the delivery section of the rotor 3, while the CC exhaust port 82 periodically opens inward the cylinder II via the port 70 provided in the delivery section of the rotor 3. WE and output shaft 34 are sealed using seal assemblies comprising covers 20 and a gland packing 24. A joint between the body 1 and body cover 17 is sealed with the gasket 31. The elements of the TPM structure are fixed with fixture elements Z. Working elements of the TPEM illustrated in
Working elements—valve 2 and rotors 3—disposed in the body 1 are provided with link relationship for the purpose of performing reciprocal rotary movement thereof, preferably without shock of the working surfaces, and the contact of the WE working surfaces with each other or with the body 1 surface may take place, for example, during the break-in process and may be minimized as a break-in coating of the WE and/or body 1 wears out. The working member is formed by a pair of the TPM components—valve 2 and rotor 3—which may be both constantly invariant, for example, if the structure comprises one valve 2 and one rotor 3, and may form periodically, for example, during a successive and/or simultaneous operation of one valve 2 with multiple rotors 3, in the process of which one and the same valve 2 forms WE pairs successively with a series of rotors 3 and breaks them upon completion of the stroke. One TPM may comprise multiple WE pairs formed by both independent valves 2 and rotors 3 and one and the same valve 2 an/or rotors 3, for example, one rotor 3 may simultaneously form the WE pairs with multiple valves 2, i.e. the WE pair is such a pair comprised of one valve 2 and rotor 3, working surfaces of which at least partially define a cylinder space in which a combustion stroke takes place.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “working surfaces” is used to designate such surfaces of the working element or structural components thereof, for example, mating components of the working elements, which contact with the WM in the process of the main combustion stroke taking place in the TPM.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “main combustion stroke” is used to designate the TPM combustion stroke, in which energy is input to the WM by the working element in the TPS (compression stroke) or the working element removes energy from the WM in the TPEM (expansion stroke).
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “link” is used to designate a link provided by any prior art method, for example, by mechanical and/or electrical and/or magnetic and/or hydraulic and/or pneumatic, and the transmission ratio of the link may be within any range and may be defined by structural and/or operational parameters of the device, for example, the mechanical link may be provided both by gears (transmission ratio 1:1) and a reduction gear and/or a step-up gear, and elements of the link structure may be of any prior art structure, for example, gears and/or sprockets may be provided with any gearing.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “gearing” is used to designate mating, for example, of teeth, for example, of teeth of the link elements, for example, link gears made, for example, with involute and/or cycloidal and/or any worm and/or Novikov gearing. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “stroke” is used to designate the stroke of intake and/or compression and/or expansion and/or exhaust of the WM.
In the process of rotation, each WM pair periodically divides the cylinder space into a space of intake A-expansion B and a space of exhaust C. It is noteworthy that the space intake A-expansion B is a single space and the intake A-expansion B stroke taking place in it is divided into an intake A stroke and expansion B stroke to specify the WM cutoff point. Spaces of intake A-expansion B and exhaust C are formed to perform the intake-expansion and exhaust strokes respectively and due to this, it is not specified separately hereinafter that strokes take place in the spaces specially designated thereto. Let us consider the process of operation of the TPEM, the valve 2 of which rotates clockwise, while rotors 3—counterclockwise and a rigid link with a transmission ratio 1:1 (one to one) is provided therebetween. Referring to figures, herein and hereinafter the direction of rotation is shown by arrows located concentrically to the rotation axes, for example, to the WE rotation axes.
Referring to
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “cutoff” is used to designate termination and/or limitation of WM feeding to the working space, and the cutoff may be carried out using any prior art methods and by DD.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “distributing devices” is used to designate any prior art devices intended for distributing the WM; these devices, for example, may include valves and/or spool valves and/or pneumatic diodes having different hydraulic resistance and/or flow rate depending on the direction of a medium, for example, WM flowing therethrough, and distributing devices may be provided with any prior art actuator and operate according to any algorithm and distribute, for example, liquid-phase and/or gaseous WM, for example, similar to STP diaphragms distributing the WM both in subcritical and supercritical state, and the DD may form and/or may be comprised in any structural elements, for example, the spool valve may comprise at least one intake and/or exhaust port provided in the TPM body which is periodically covered by any at least one WE.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “valve” is used to designate at least one valve of any prior art structure of, for example, circular and/or direct-flow and/or mushroom and/or disc structure, and the valve, for example, may be made as a normally opened, normally closed and controllable valve. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “spool valve” is used to designate at least one spool valve of any prior art structure, and the spool valve may be both of controlled and uncontrolled structure.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “drive” is used to designate any state of the art drive, for example, mechanical and/or electrical and/or magnetic and/or hydraulic and/or pneumatic, and the drive may be direct and/or coupled through a reduction gear and/or a step-up gear and/or a variator and/or a gearbox.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the DD and/or intake and/or exhaust ports may be provided in any places and in any required number both on the WM and on the body 1 and any components thereof, for example, on any walls thereof or, for example, at least on one cover of the body 1 the surfaces of which are adjacent to the working cylinders.
Expansion B and exhaust C strokes take place simultaneously in the cylinders I and III. When the valve 2 rotates through a specific angle (see
Operation of the TPS is illustrated in
It is also noteworthy that compression E and exhaust F strokes take place in one space and transition of the E compression stroke to F exhaust stroke is conditioned, for example, either by back pressure in the delivery space or by the time of opening of exhaust DDs, for example, valves.
TPEM and TPS illustrated in
It is noteworthy that the WE surfaces may be also provided with a contact at least at one point, for example, in cases of the designed short-term service life of the TPM or, for example, when at least one WE is made at least partially from the material allowing deformation in the process of work, for example, when a plastic coating, for example, a polymer coating is applied to the surface thereof. In addition, the WEs may be press-fitted when they are coated with a running-in material at least partially wearable and/or redistributable over the surface of the WEs in the process of rotation thereof, for example, during running-in and/or in the process of work.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “fit” is used to designate any prior art fit method, for example, the WE and all structural components may be clearance-fitted or press-fitted, and an indication (criterion) of positional relationship of surfaces of structural elements and also points, lines and curves, for example, lying on the given surfaces and/or on faces of these components, for example, the indication (criterion) that they coincide, equal, tangent, coradial, arranged at a specific angle and so forth describes theoretical (idealized) position thereof presuming that the structural components comprising them may be both clearance-fitted and press-fitted, and also all the above is related to inevitable and necessary deviations from the considered geometry.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “deviations from the considered geometry” is used to designate any deviations of any surfaces of the TPM structural components, for example, WEs occurring in the process of manufacture, assembly and operation of the device, for example, all edges considered will inevitable have specific at least one spherical radius and/or at least one bevel angle, for example, a chamfer, and, to compensate the said deviations, the geometry of structural components mating with the element containing deviations may change in any manner relative to the theoretical geometry considered herein, for example, to provide a minimum and optimum guaranteed clearance (optimum clearance).
Deviations from the considered geometry may reside in the fact that any line, for example, a generating roulette may comprise, for example, any conventional lines, for example, straight-line segments, for example, occurring during a discrete motion of a machining tool, and as a result, in this case, the surface will comprise multiple planes or, for example, when any gas-dynamic seals are made on the TPM surfaces, the surface will actually differ from the described configuration. TPM of any described structures may be provided with any prior art WEs deloading means, for example, used for deloading working elements of screw and/or spur expanders and/or superchargers, and deloading surfaces may be provided on any WEs surfaces, the pressure on which and/or area of which may be changed by any method, for example, proportionally to pressure of at least one WC and also, for example, discharge surfaces may be in communication with, for example, intake and/or exhaust channel and/or at least one WC via ports provided in the TPM body.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “directrix” is used to designate a directrix of the generating surface. An arc H defining the end of the piston 6 is arranged concentrically to the arc G.
Sidewalls of the piston 6 are defined by curves I and J. At the base thereof, the piston groove 8 is defined by an arc K being co-radial with the directrix of the axle 7. From the outside, the piston groove 8 terminates intersecting with an external cylindrical surface L of revolution of the valve 2, co-radially with directrix L of which is arranged the dashdot circumference.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the surface is identified by corresponding reference characters, for example, directrix L and surface L.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “mating members” is used to designate the piston 6 and the piston groove 8 periodically coinciding in the process of WE rotation, with the piston 6 intruding into the groove 8, while the WE link eliminates shock of surfaces of the mating members in the process of intrusion; in addition the term “mating member” is used to designate the piston 6 or piston groove 8.
Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “surface of a mating member” is used to designate the surface of the piston 6 protruding above the axle 5 of the rotor 3 or the surface of the piston groove 8, inclusive of total surface of the axle 7 with the groove 8. Sidewalls of the piston groove 8 are defined by curves M and N being directrices of the external and working surfaces M and N of the piston groove 8 respectively. The device body is arranged outside of the space delineated by dashdot lines, co-radial with arcs H and L.
If at least one piston 6 is provided on the rotor 3 and piston grooves 8 equaling in number thereto are provided on the valve 2, and if said pistons 6 and grooves 8 successively align in the process of WE rotation, the directrices of axles of the valve 2 and rotor 3 are equal with arcs G and L being tangent like arcs H and K. It is noteworthy that division of the valve 2 and rotor 3 into, for example, the piston 6 and axle 5 is accepted for the purpose of describing the WE geometry and functioning, however, it is not implied that they are compulsory separate structural components of one WE. To eliminate the detrimental cycle work, it is preferable to connect at least one groove 8 at least periodically by using any method with an ambient environment and/or an intake channel of the WM to be expanded and/or an exhaust channel of WM to be expanded and/or an intake channel of the WM to be delivered and/or an exhaust channel of the WM to be delivered, and said connection is preferable, for example, to exclude displacement of the expanding and being delivered WM, and, for example, a sealing medium may be at least periodically fed into a cavity of the groove 8 at a pressure at least periodically exceeding the pressure of the being delivered and/or expanding WM, and at least periodically the groove 8 may be also vacuumized.
The WEs with symmetric mating members of the prior art profile are illustrated in
The WE surfaces having the corresponding reference characters as directrices thereof are illustrated in
The TPEM work cycle begins from feeding the WM into at least one of the WC formed by the WE and, for example, by the body walls. Referring to
The EWS is such a space which is entrapped only by the WE and is not in contact with side, for example, cylindrical walls of the body 1 adjacent to surfaces L and H, with the EWS contacting only with end walls of the body 1 and only in case the structure is provided therewith in the TPM.
As it may be seen, an optimum clearance is provided by the axle surfaces and a working surface I of the piston 6 and also by an external working surface L of the valve 2. Given the fact that the directrix L and directrix of the axle 5 are circumferences, it is preferable to define the curve I with trochoid, for example, epitrochoid. Said epitrochoid may be defined as rolling without sliding on the circumference, being co-radial with the arc H of the axle 7 directrix, from the center of which a point tracing epitrochoid is arranged at a distance equaling the radius of the directrix L. When an optimum clearance between an external working surface of the valve 2 and working surface of the rotor 3 is provided, it is preferable to feed the WM at a minimum EWS 9.
This would provide a minimal noxious space and, hence, for example, the possibility of achieving maximum expansion ratios, for example, similar to thousands-fold expansion ratios in condensing STPs. When the curve I differs from the above described epitrochoid, the clearance between the working surface of the rotor 3 and external working surface of the valve 2 will be increased due to the fact that the minimum clearance is provided specifically by the epitrochoidal working surface of the rotor 3. It may be unreasonable to feed the WM into the EWS 9 with the increased minimum clearance until the surface H of the piston 6 aligns at least partially with the body wall, for example, until the working elements take up a position shown in
In this position, the surface H of the piston 6 and body wall would define an optimum clearance instead of the working surface of the rotor 3. In this case, if the WM feeding should be delayed until the surface H of the piston 6 is aligned with the body wall, the noxious space will be substantially larger than during feeding which, for example, was started at the time of EWS 9 formation prior to commencement of this stroke. The above description with respect to forming a trochoidal, for example, epitrochoidal working surface of the rotor 3 is also directly related to the TPS since it provides a minimum value of the noxious space. The TPS differs in that the EWS 9 forms not at the cycle start like it takes place in the TPEM, but at the cycle end, predominantly during termination of the compression-exhaust stroke.
During the intake-expansion stroke, the WE takes up a position shown in
In this case, an inefficient increase in the expansion space is defined as the increase during which the space increases due to formation of an additional space between surfaces J, M and L. If not a nonoptimal clearance is available between the edge O and working surface of the groove 8, it may be preferable to terminate the expansion stroke, for example, at the time of O and P edges alignment. It is also may be preferable to terminate the intake-expansion stroke prior to the time the maximum expansion space has been achieved, if the space 4 is made connectable to the expansion space until it reaches a maximum value, which may take place, for example, in case an increased clearance is available between surfaces J and M.
In case an optimum clearance is available between surfaces J and M and, for example, the space 4 is connected to the exhaust manifold to exclude compression of the WM it contains, the exhaust-expansion stroke may be continued? For example, until the maximum expansion space is reached. The aforesaid with respect to an optimal geometry of the working surface of the groove 8 is also related to the TPS.
As applied to the TPS, the epitrochoidal working surface of the groove 8 will provide the maximum space in the compression-exhaust cycle, with influence of the space 4 being similar, and if it remains connected to the compression-exhaust space up to the point of time of alignment of edges Q and R (see
This is due to the fact that alignment of edges Q and R will result in formation of an optimum clearance between the axle 5 and the external surface of the valve 2 (see
Availability of the above determined inefficient space (for TPEM) is useful as applied to the TPS as it increases the compression-exhaust space.
The surface J (see
In the general case, an ideal shape of the WM both for the TPEM and TPS is such that the shape of at last one WE is defined at least partially based on the boundary conditions, for example, residing in the fact that axles 5 and 7 and/or the WE external surfaces such as H and L are defined as straight cylindrical surfaces.
It is noteworthy that the geometry of at least one working surface of the piston 6 or groove 8 may be defined at least partially and the geometry of at least one external surface of the piston 6 and groove 8 may be defined at least partially. An ideal shape will be defined as a result of milling by the set surfaces of the WE, the material on the WE in places which is not constrained by the pre-defined geometry. Then, for example, an optimal clearance, for example, being equal for all WE surfaces may be set, and the optimal clearance may be defined based on the forecast conditions of equipment operation.
A symmetrical TPM which may be both TPEM and TPS is illustrated in
For example, one valve 2 may have some speed, for example, equaling the speed of rotor 3 with which it periodically forms a WE pair, while another valve 2 may have the speed not being equal to the speed of the first valve 2 and it may also periodically form a WE pair with said rotor 3. It follows from the aforesaid, that if the speed of at least two similar WEs comprised in one TPM are not equal, the number of working components thereof may be dependent inversely proportionally on the speed ratio thereof, for example, if two rotors 3 forming successively a pair of WEs with one and the same valve 2, but having two-fold difference in speed are available, the rotor 3 having a lower speed may be provided with twice as much working components. The TPM considered with reference to
At the start of the A-B stroke (see
As the WEs rotate, they take up a position shown in FIG. 24—the A-B stroke terminates and C, E-F and D strokes proceed.
As the WEs rotate further, A-B, C, E-F, D strokes terminate and the WEs take up a position shown in
If A-B (short) and/or E-F strokes took place in the position of the WE shown in
As the WEs further rotate (see
In the general case, availability of unequal interpiston spaces allows the entire TPM working space to be more efficiently used, since it is possible to deliver, for example, a smaller volume of the MW in the TPM with equal interpiston spaces, but in this case, the medium being delivered should be fed with, for example, a delay which will limit the delivery space, but would not provide a larger WM expansion space due to a limited feeding volume of the WM being delivered.
A TPM with unequal interpiston spaces is illustrated in
In
In
In
In
Referring to
The TPMs, in particular in
The TPM shown in
The TPEM of bivalve structure (see
Given that the piston 6 divides the cavity S into two spaces, which is possible in case the body 1 is made as shown in
As the WE moves, some part of the WM is separated from the cavity S and entrapped between the piston 6 and walls of the groove 8 (see
The valve 11 comprising the through groove 12 over the entire length thereof is shown in
As the WE moves further, an entrapped space W forms between WEs (see
In the process of WE rotation, a apportion of the WM from the cavity S is entrapped by the WE in the space W (see
When the through groove 12 communicates with the compression E WC, cross-flow of the WM entrapped from the cavity S by the through groove 12 takes place (see
The compression E process terminates when the WE is in a position shown in
As is seen, this position is similar to the WE position of the bivalve TPEM at the point of intake termination (see
As the WE further rotates (see
The WM cross-flow from the groove 8 of the valve 14 into the cylinder I takes place through a clearance formed between the piston 6 and wall of the cylinder I (see
After the exhaust F stroke, a portion of the WM from the intake D is entrapped in the space W (see
The bivalve TPM with mating components of a symmetrical structure illustrated in
The WM may pass to the TPM in
Bivalve TPMs illustrated in
Dual rotor bivalve TPMs with WEs of different structure illustrated in
The bivalve TPM (see
Any of the described above TPMs, in particular, the TPEM may be an ICE, for example, when combustible and/or fuel is injected into the expansion space followed by initiation thereof or when fuel is fed into the expansion space followed by ignition thereof using, for example, spark plug.
All the above described TPMs, except the TPM in
The TPM with the WE in the initial position are shown in
When the WE mating components of the TPM are made non-concave (see
For example, the TPEM running on saturated water steam or compressed natural gas illustrated in
Overlapping intake A-expansion B strokes provides the TPEM auto-start without using a starter or any other, for example, pneumatic starting means. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “start” is used to designate any prior art method of starting of engine, for example, an expander, and, the start, for example, may be carried out by or at least partially by mechanically rotating a drive shaft using, for example, an electric starter or a kick starter or a cable drive and/or may be carried out by a pneumatic start and/or pyrotechnic start, and any disclosed in the present description TPM, for example, a TPM-based ICE may be started using any prior art methods. For example, in the TPEM of a similar structure, but comprising three cylinders, duration of intake A-expansion B strokes to provide an auto-start should exceed 60° (sixty degrees) of rotation of any at least one WE and/or DS.
A fresh WM gas-distribution system may differ from the described spool-type system and it may be provided based on any DD, for example, by using valves, and gas-distribution phases may be controllable, for example, with overlapping in different cylinders, for example, for the purpose of auto-start.
The WM is fed into the intake A-expansion B spaces from the rotor intake channels 26 via the rotor intake openings 28. The WM may be uniformly fed into working spaces by, for example, evenly spacing the rotor intake openings 28 along the length of the cylinder (see
The spent WM, for example, exhaust steam, is exhausted, for example, via ports 33 provided in walls of the cylinder 32 into an exhaust cavity AA defined by the body 1 and walls of the cylinder 32 and communicating with the exhaust manifold 16, for example, is shown in
The TPEM operation, for example, power and/or speed may be controlled by using any prior art method. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “control” is used to designate at least the required change in or maintenance of set parameters of equipment operation, for example, controlling the TPM by WM. Unless otherwise separately set forth herein, hereinabove and hereinafter, the term “controlling TPM by WM” is used to designate qualitative and/or quantitative controlling of the WM at the TPM inlet and/or outlet.
The TPM WE may be of a combined structure, for example, at least one rotor 3 and at least one valve 2 may be disposed on one axle, however, contrary to the structure illustrated in
The TPS illustrated in
Requirements and mode of operation of seals, link gears, including components of a step-up gear and bearings, is similar to those of the TPS in
The TPM body (see
The TPS WE in
The ICE being a TPM operating according to the Brighton cycle (see
Referring to
The CC 58 may have any structure and arrangement, for example, it may be provided in a valve insert 51, for example, fixed relative to the body 1 to which it may be secured, for example, with a nut 57 fastening the valve insert 51 to the body cover 17 which is fixedly attached to the body 1.
Gas distribution of GCP from the CC 58 via expansion cylinders V-VIII is carried out by using DD, for example, and the DD may be comprised of a spool valve formed by the valve insert 51 comprising valve insert ports 72 with which valve ports 71 provided in the valve 2 periodically align, thereby providing a successive supply and cutoff of GCP supply into expansion cylinders V-VIII when valve ports 71 align with a group of valve insert ports 72, and providing gas distribution for a specific cylinder, while rotating valve 2 provides one-shot feeding of GCP only into one cylinder. Given that in the described TPM structure with reference to
Operation of the CC 58 in a steady state mode and at a lower fuel combustion pressure provides a lower level of emissions of harmful substances by the engine than those by engines with pulse energy input to the WM. Gas distribution of GCP may be more optimally carried out, for example, by using the DD which provide controllable gas distribution phases through operation of, for example, electrically driven valves, thereby, for example, both reducing intake duration at partial loads and increasing duration thereof at the TPM augmented rating. After termination of the expansion B stroke, the EG is exhausted, for example, into the exhaust channel 43 attached to a rear body cover 44, for example, via ports 33 and 71, with the exhaust via the valve port 71 being carried out into a hollow valve 3, at least one end of which is in communication with at least one exhaust channel 43.
Exhaust via ports 33 and 71 is carried out continuously during the exhaust C stroke. The EG via the gas duct 45 is supplied to the heat exchanger 46. Having passed the heat exchanger 46, cooled EG is supplied to the exhaust manifold 16 through which it is emitted from the TPM. The required auxiliary equipment, for example, a muffler or a EG treatment system may be attached to the exhaust manifold 16 using a flange 50. The TPM WEs are provided therebetween with a link made by any method, for example, by using an output reduction gear being the WE link reduction gear, with a gear of which made integrally with the output shaft 34 sprockets 68 fixed on the rotor 3 are linked.
This provides a synchronized rotation of the rotor 3. The valve 2 is driven, for example, by at least one rotor 3 with the gear 68 secured thereto which transmits rotation to the gear 58 secured to the valve 2. The gears and link reduction gear are closed with a case cover 47. All movable components of the TPM structure, for example, WEs may be fit on any supports providing the required number of degrees of freedom, for example, on bearings. Power takeoff from the TPM may be carried out by any method, for example, from the output shaft 34 with a key 35. The TPM structural components are fixed by any method, for example, by welding or using the fixture element Z. To provide stiffness of the structure, stiffening ribs 40 are made on the body 1. The TPM may be secured with lugs 19.
The TPM operating, for example, according to the Otto cycle and illustrated in
The compressed fuel is in the CC 58 when the port 81 is already closed, while the CC exhaust port 82 is not opened yet. The fuel is ignited, for example, by a spark plug 56 with some advance relative to the point of opening of the CC exhaust port 82 into the cylinder II. When the port 70 of expansion section of the rotor 3 aligns with the port 82, GCP and, for example, underburnt fuel flow into the cylinder TI where GCP expand and, for example, afterburning of the fuel which underburnt in the CC 58 takes place. EG is exhausted under the rear body cover 44 via the port 33 of the cylinder wall 32 and via the body port 39. The space beneath the cover 44 is in communication with the exhaust manifold 16 through which OG is exhausted.
The power takeoff from the TPM to drive a mechanical load may be carried out, for example, by the output shaft 34 on which the gear 79 of the reduction gear driven from the link gear 25 disposed on the rotor 3 is fit on. A separate sprocket for driving the gear 79 is not specially specified since its function is performed by one of the WE link gears 25. Balancing holes 80 provided in the link gear 25 secured to the rotor 3 provide at least partial balancing of the rotor 3 in assembly with other parts secured thereto and balancing elements, for example, holes may be made in any movable part of any TPM described in the present disclosure.
The rotor 3 of said TPM is made symmetrical not to be reversible, while it is possible by using any described above principle of operation of a reversible TPM, but due to the fact that working surfaces of pistons 6 of the rotor 3 disposed in the delivery and expansion sections of the TPM are cambered in different directions. The symmetrical rotor 3 provides both higher stiffness thereof and manufacturability.
In addition, the TPM illustrated in
General structural features and specifics of using all described above TPMs are reviewed hereinafter.
If the TPM is made as a multistage structure, for example, a multistage TPEM or TPS, it is preferable to arrange cylinders in series to efficiently use WM leakages which flow, for example, into an adjacent cylinder with lower pressure through gaps.
It is preferable to arrange delivery cylinders of, for example, delivery stages in the TPM combining both TPEM and TPS, for example, in the TPM-based ICE so that leakage of WM and/or components thereof could flow at least into one expansion stage, for example, if combustible and oxidizing agent leak from the delivery stage into the expansion stage, in addition to efficient utilization for doing work, they are utilized thereby reducing harmful substances emissions from the engine and environmental pollution.
It is preferable to eliminate lubrication of the TPM PCG, in particular, contact points of the WE with cylinders by making the WE and, for example, cylinders from thermal-resistant materials, for example, from ceramics, however, lubrication and/or sealing may be provided by using any conventional technologies which are, for example, used in rotor-piston engines and/or screw machines. It also preferable to eliminate a cooling system in any of the above described TPM, for example, the TPM-based ICE, and only specific TPM assemblies, for example, the output reduction gear and/or link gears and/or CC 58 may be cooled, if required, and it is preferable to recover heat from EG, for example, by using heat-recovery boilers similar to the GTP. If lubrication and/or cooling is required, a lubricating and/or cooling medium may pass through the WE cavities 30.
Depending on the operating cycle, any additional equipment may be used in the TPM structure, for example, the equipment used within the composition of any conventional expanders and/or superchargers and/or engines, for example, at least one forced air cooler, or any equipment may be excluded from the structure thereof, for example, a recuperative heat exchanger.
The TPS or TPEM may operate both integrated with each other forming an engine, for example, a steam TPEM and TPS-based delivery pump. In addition, the TPS and/or TPEM and/or TPM may be used integrated with any other superchargers, expanders and engines for developing any power equipment, for example, in combination with a PICE, and the TPM may be used both for supercharging it replacing turbocharging and for developing turbo-compound engines in which a power turbine will be replaced or supplemented by the TPEM. For example, when using a bivalve TPM, for example, illustrated in
Replacing a GT by a TPEM is optimal in terms of the fact that TPEMs having at least similar weight and dimension parameters are characterized by a simpler and more reliable structure and TPEM and TPS pistons may have substantially less linear expansion compared to blades of GTs and compressors of similar overall dimensions, power and efficiency, with the TPEM having lower requirements to intake air cleaning compared to the GT since pistons are not subjected to dusting contrary to turbo-machine blades.
Developing a hybrid engine comprising at least a TPEM and a GT allows a jet engine with a factor at the level of a PICE to be developed since using the TPEM as the first stage reduces sensitivity of said engine to the WM initial parameters and eliminates and/or minimizes air finish mixing for the GCP before inlet to the first stage.
The GT may be mounted at the outlet from the first stage or GT, for example, may be the last stage, if multiple TPEM stages are used in the hybrid engine structure.
The TPM intended for use as a jet engine, for example, to replace a gas-turbine engine (GTE), for example, being an air-jet engine, for example, mounted on airborne vehicle has higher weight and dimension characteristics due to reduced a factor and, hence, less overall dimensions of delivery and expansion sections since at a lower air-excess factor lower quantity of the WM required for operation of both the gas generator itself and for operation, for example, of an afterburner would pass through the gas generator, and to provide an optimal WM exhaust velocity from the engine, any prior art schemes of finish mixing of apparent additional mass may be used, for example, any schemes of double-flow engines, for example, a GTE may be used.
To provide the required thrust, and given that it is optimal to burn less fuel in the TPM-based GG compared to a similar gas generator of the GTP, it is preferable to burn a part of fuel at least in one afterburner (AB), with the AB structure being any prior art structure.
To autostart any TPM, for example TPEM, WMs may be provided with mating components, for example, pistons 6 turned relative to each other, and if one of the pistons is located in the dead space, for example in the position in which feeding WM is not possible or not efficient, another at least one piston 6, for example, of the same combined WE will be located in the operating position, thereby turning over the WE and allowing the TPM to reach working speed.
Driving the TPM delivery section (TPM cylinders I-IV in
While embodiments of the invention have been illustrated and described, it is not intended that these embodiments illustrate and describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2006102358 | Jan 2006 | RU | national |
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/RU07/00031 | 1/25/2007 | WO | 00 | 7/28/2008 |
