High performance internal combustion engine (Machine-translation by Google Translate, not legally bi

专利摘要:
It is a high-performance internal combustion engine, comprising a thermal engine (6), which uses gasoline and normalized automotive gas oils as primary energy, and a BRAYTON thermodynamic cycle that allows the energy dissipated to the cooling atmosphere to be recovered of the heat engine (6) and that contained in the exhaust gases, using carbon dioxide in the supercritical state as a power fluid. The energy recovered in the thermodynamic cycle constitutes a second source of energy, which, applied to an electric drive motor (12), integrated into the vehicle's drive mechanism (13), constitutes a second propulsion system, which increases the overall performance of the set, above the thermodynamic limitations that affect each of the two systems separately. (Machine-translation by Google Translate, not legally binding)
公开号:ES2677268A1
申请号:ES201700072
申请日:2017-01-31
公开日:2018-07-31
发明作者:Angel NAVARRO ARAGÓN
申请人:Angel NAVARRO ARAGÓN；
IPC主号:

专利说明:

 The compression-ignition internal combustion engine, patented and developed by Rudolf Diesel in 1892, whose first prototype began operating in 1897 In the twentieth century, significant improvements were made to the mechanics of the 5 internal combustion engines, which allowed Increase its performance to achieve machines whose main characteristics are its flexibility to adapt to almost any operating regime in terms of torque, power and speed demanded by the type of service required, and to be able to burn fuels of great calorific value, which It confers great autonomy.  10 Other important improvements such as the use of electronics in fuel ignition and control systems since the 1970s, the emergence of supercharged compression ignition engines for large vehicles and more recently the Introduction of hybrid engines, which allow an important fuel economy in low-speed regimes, as happens when driving in cities, have consolidated the internal combustion engine as the most flexible and advantageous machine for the propulsion of transport vehicles of any type and condition.  But at the same time there was no parallel development in terms of yields and fuel consumption.  It was not until the twentieth century, when the knowledge of the second Principle of Thermodynamics enunciated by Sadi Carnot was generalized among the inventors and builders of thermal machines in 1824 in his "Réflexions sur la puisssance motrice du feu et les machines propes á developer cette puissance ", 25 when two fundamental facts that equally affected all thermal machines began to be taken into consideration: a) That the thermodynamic performance of thermal machines of any kind and condition, (ratio between actual heat transformed into work and the total heat contributed by the fuel), was remarkably low 30 b) That said performance had a limit, also quite low, that in no way could be exceeded, which constituted an insurmountable barrier In the first machines the thermodynamic performance did not It reached 10%.  This performance was slowly improving as the thermodynamic operating cycles were optimized, and currently it is considered that in spite of everything and in global terms, this performance does not exceed 30% in the ignition ignition engines, and 1 or 2 points more for compression ignition, only at certain operating regimes.  This fact causes important consequences in the ecology of the planet, due to its enormous environmental impact: 40 A motor vehicle with an internal combustion engine that requires 102kw of useful power to drag a certain load plus its own weight, and with a performance thermodynamic of 30%, it is necessary to extract from the fuel a power of 340kw, of which, 238kw are lost in the form of heat dissipated to the atmosphere without any practical utility, which contributes to 45 increasing global warming In terms of polluting emissions, Consequences are even more negative.  The fuel generally used in internal combustion engines is a mixture of hydrocarbons from petroleum (sections C7 and Ca mainly for the ignition ignition engines and Cg to C20 for compression ignition engines), with a calorific value around: ::: 44. 000 5 kJlkg And somewhat smaller for diesel.  In a theoretical combustion of these hydrocarbons with atmospheric air, (impossible to obtain in any industrial equipment), water vapor and carbon dioxide are generated exclusively, gas as is known, most responsible for the greenhouse effect.  10 In a real combustion as happens in internal combustion engines, other gases extremely harmful to health, such as: carbon monoxide, nitrogen oxides, unburned hydrocarbons from the decomposition of fuel, and even sulfur dioxide and solid soot particles in compression ignition engines, which are going to stop into the atmosphere.  For an engine that requires 102kw of useful power, it is necessary to burn fuel to obtain a power of 340kw, which for a fuel mixture with an energy power of :::: 44. 000 kJ / kg, supposes a fuel consumption of 27.81kgl hour, of which, only 8.34kg produce useful work, which means that, in addition to these, another 19.47kg of fuel also burned, although they do not perform useful work, inevitably increase up to three times more, harmful gas emissions.  The agglomeration of means of transport in large cities, equipped with internal combustion engines, concentrates harmful gas emissions in 25 confined spaces, exceeding the established limits, making the atmosphere irrespirable and creating public health problems for the population.  The evolution experienced in compression-ignition internal combustion engines from the 90s of the last century, which has allowed them to reach a degree of flexibility and performance comparable to 30 ignition engines, with a remarkable economy of fuel and with lower CO2 emissions although with higher emissions of soot, NOx and harmful particles, it has favored its implementation in urban circulation, where yields are necessarily low, contributing to further aggravate the situation.  35 In the European Union, the means of locomotion are considered to be responsible for 5% of sulfur dioxide (S02) emissions, of 25% of carbon dioxide (C02) emissions, of 87% of carbon monoxide emissions. carbon (CO) and 66% of the emissions of nitrogen oxides (NOx) The internal combustion engine does not have an important penetration in the industry in general, where the electric motor is preferred, of much higher performance and nothing contaminant in itself, (although the process used to obtain the electrical energy it consumes can be polluting).  But mainly due to its autonomy and ease to adapt to any operating regime, the internal combustion engine is still irreplaceable for the operation of machines that have to operate in isolated places, away from power distribution networks, such as cranes. , heavy machinery used in public works, open pit mining, oil drilling, etc. , and also has established itself as theIdeal and almost exclusive machine for the propulsion of transport vehicles of any kind and in any medium and place.  and at the present time: It is almost universally introduced in road transport by road and 5 rail, although in the latter means it is being replaced by the electric motor It is widely introduced in sea transport, although in large units it is being replaced by gas turbines In air transport, its use was practically absolute since the first 10 times of aviation, although from the second half of the last century, it has been gradually replaced by jet engines, relegating its use only in small aircraft.  Given that the internal combustion engines, at the beginning of the second half of the twentieth century, had already reached the impassable barrier 15 of the maximum thermodynamic performance, from there, assuming this limit as unsurpassed, most of the Improvements made in these engines were aimed at obtaining the most efficient use of the useful energy provided by the engine, and very rarely to the development of engines with greater global thermodynamic performance 20 At the present time, any significant increase that is intended to be obtained in the Internal combustion engine performance can only be achieved through recovery and subsequent reuse, as far as possible, of energy dissipated to the atmosphere without any utility in the form of heat, with the additional advantage that any performance improvement that 25 suppose a fuel saving, it supposes besides a direct economic saving and u With a reduction in global warming, a significant decrease in the emissions of harmful gases and greenhouse gases into the atmosphere This is the object of the present invention.  3.  BACKGROUND Although the performance of internal combustion engines, depends primarily on their operating regime, which, especially in the 5 transport vehicles, is usually usually extremely flexible and changing, in global terms it can be stated that on average, the Total amount of energy extracted from the fuel by an internal combustion engine, can be distributed as follows: Energy that becomes useful work: ::::: 30% 10 Energy dissipated to the atmosphere through the radiator of the cooling circuit:: :::: 30% Energy dissipated to the atmosphere in the exhaust gases: ::::: 30% Energy dissipated to the atmosphere in the form of radiant energy, friction, defective combustion, mechanical losses, etc. :::::: 10% 15 Total energy extracted from fuel: 100% Which indicates that even assuming as inevitable 10% of various mechanical losses, there is a significant percentage of energy, ::::: 60%, corresponding to the cooling + exhaust gases, which is dissipated into the atmosphere without any use, although it can be used.  In conventional internal combustion engines, these items have a thermal level so different that their grouping in a single package to be reused is virtually unrealizable. The energy contained in the exhaust gases, due to its very high temperature, is feasible for recover, in fact it is already partially done in supercharged engines.  But the same does not happen with the energy of the cooling circuit, where to extract heat from the cylinders and cylinder heads of the engine, generated at very high temperatures, water at 90 oC is used, which gives an absolutely degraded energy 30 and therefore useless for reuse.  and it is not possible in these engines to recover this energy in other more favorable thermodynamic conditions, due to insurmountable constructive mechanical limitations.  Four.  BRIEF DESCRIPTION OF THE INVENTION The invention presented is characterized by making possible the recovery in the internal combustion engine described, of an important part of both energies, for later reuse as additional useful power, and is composed of three clearly differentiated units, although not mechanically or operationally separable: 1.  A unit formed by a new design of internal combustion engine, not cooled by water, (hereinafter referred to as "thermal engine" only for identification purposes), which allows recovering 10 in the best possible thermodynamic conditions , the maximum amount of heat energy discarded into the atmosphere, both by the exhaust gases, and by the cooling system of the cylinder-piston block of the engine, for which it uses as a cooling fluid, carbon dioxide in supercritical conditions, (which hereinafter we will refer, only for the purposes of identification 15 herein, as "SC02 ') 2.  A unit formed by a closed SRA YTON thermodynamic cycle, which allows to use as a power fluid, the carbon dioxide (C02) current in supercritical state, used as a coolant for the thermal engine described in the previous section, to extract in the form of 20 mechanical / electrical energy, the maximum amount of useful energy possible, with the thermodynamic limitations of this type of cycle.  3.  A unit that integrates the electromechanical devices necessary to incorporate to the propulsion axis of the vehicle, the energy recovered in the previous thermodynamic cycle, in the form of additional electromechanical power.  25 4. one.  Thermal engine The engine object of this invention is designed so that without losing the basic characteristics of the current internal combustion engines, such as flexibility of operation and durability in service hours, it makes possible the recovery and integration of the energy dissipated to the atmosphere in both the exhaust gases and in the cooling of the cylindrical block of the engine where the combustion of the fuel mixture is verified, by means of a carbon dioxide stream under supercritical conditions (SC02J.  The use of this power fluid to cool this engine while recovering this energy as well as that contained in the exhaust gases, requires that its mechanical components have the three fundamental qualities that the engine object of this invention incorporates: 1.  High mechanical resistance and maximum tightness necessary to withstand without leakage or deformation the stresses caused by the high pressures and operating temperatures of the SC02.  40 2.  Maximum accessibility of the cooling fluid to all hot spots subjected to high temperature 3.  Absence of components subjected to direct friction between surfaces of their fixed and mobile parts that operate at very high temperature, such as cylinder-piston assemblies with reciprocating motion, of the conventional internal combustion engines, due to the difficulties presented by their lubrication.  For this, the engine object of this invention is characterized by not requiring lubrication, for which it uses a "rotating piston" equipped with several equidistant cavities that make up the combustion chambers, which, instead of performing an alternative rectilinear movement, As with conventional internal combustion engines, it describes a circular path rotating without friction inside a cylindrical ring that constitutes the engine block.  The low efficiency of these rotary pistons to compress the atmospheric air required for combustion, until reaching ratios of 10/1 (and higher, required in compression ignition engines), makes it necessary to release the piston from that service, incorporating the Air previously compressed at operating pressure.  The operation of this new engine, object of this invention, is based on the same principle of the current internal combustion engines of alternative piston, (whether ignition or compression ignition), uses the same fuels and therefore not it requires service stations or fuel refueling stations other than the current ones, it produces the same fuel mixture with atmospheric air, it explodes said mixture (with ignition caused by compression or compression), it extracts the energy from the fuel by reserving a part of it to compress the Atmospheric air at the required pressure, just like in conventional engines, and finally delivers the useful energy to the propulsion shaft of the vehicle, at a similar performance, for which it incorporates the following technological and constructive differences: a) In the cylindrical pressure-resistant ring, where the rotary piston integral with the drive shaft is housed, which g In its interior, the intake and exhaust nozzles, fuel injectors and ignition devices are located (only for the case of ignition caused), and it is also provided with numerous transverse channels, through which the fluid circulates refrigerant belonging to the thermodynamic cycle of unit # 2, to collect the heat generated by the ignition of the fuel mixture.  The refrigerant fluid used (SCOú, circulates inside it at an operating pressure of 200 bar and reaches a temperature of 450 oC at the outlet of the cylindrical body.  b) The compression of the atmospheric air is carried out in a separate additional compressor 35, assembled on the same axis and driven by the thermal engine itself, whereby the air enters the combustion chambers located in the rotary piston already compressed to the operating pressure, there the fuel is provided by direct injection and then ignition of the fuel mixture begins, spontaneously or by ignition, 40 depending on the case, the rotary piston collecting the thrust developed by the ignition of the fuel mixture and transforming it into circular motion.  The combustion gases from the exhaust manifolds pass through a heat exchanger before they enter the atmosphere where they transfer their energy to a stream of carbon dioxide (SC02) similar and parallel to that described for the cooling of the engine block  Four. 2.  Thermodynamic cycle It consists of the recirculation in a closed circuit of a carbon dioxide stream under supercritical conditions (SC02), as a power fluid,characterized by thermodynamic science as "BRA YTON cycle closed, with recuperator".  The choice of this thermodynamic cycle as the most appropriate for this purpose, has been made according to two fundamental criteria: 5 1.  Obtaining the maximum possible thermodynamic performance, due to the fact that during the operation, there is no change in the state of the power fluid (SC02) at any point in the circuit, which is maintained at all times in a supercritical state while retaining its high density properties and low viscosity.  10 2.  Minimum occupancy volume and consequently minimum volumes for the circuit components, which allows its accommodation in the small spaces available in transport vehicles The fundamental characteristics of this cycle are: Power fluid used: carbon dioxide in supercritical conditions 15 , (SC02).  Operating pressures: 79 + 200 bar Operating temperatures: 60 + 450 oC The cycle consists of two heat input units, coupled in parallel, through which the power fluid circulates and which collects both the energy released by the Rotating cylinder-piston block, such as that contained in the exhaust gases, raising its temperature.  At the exit of both units, the power fluid currents are grouped into one to enter the power unit, consisting of a turbine, a compressor and an electric motor-generator, where a part of its energy is transformed into Mechanical work on the turbine.  The three units, turbine, compressor and electric motor / generator assembled on a single common axis, form a compact assembly, encapsulated in a metal monobloc, sealed, pressure resistant and in the form of a package unit.  30 At the exit of the turbine the power fluid passes through a heat recovery exchanger and then enters a front refrigerator where heat is transferred to the atmosphere and from there, at a lower temperature, the fluid is aspirated by means of the compressor driven by the own turbine, and driven to the heat recuperator, where it exchanges and recovers heat from the turbine's output current.  35 At the outlet of the recuperator, the current branches into two others, one of them enters the chamber of the cylindrical body of the engine and the other into the exhaust gas exchanger, closing and repeating the cycle again.  The useful work developed by the turbine, in addition to operating the recirculation compressor, drives the armature of the motor-generator that finally transforms the mechanical energy of the turbine into electrical energy.  Four. 3.  Incorporation of the energy obtained, to the motor propulsion axis The energy obtained in the motor-generator of the power unit of the thermodynamic cycle, in addition to feeding the battery and the rest of the services, is incorporated into the propulsion axis of the vehicle , by means of an electric motor suitable for operation at variable speed, (hereinafter referred to, only for identification purposes herein, as "electric drive motor '),coupled to the output shaft of the thermal engine, through a differential mechanism formed by a planetary gear train.  The electrical power and control system between the motor-generator, the electric drive motor and the rest of the vehicle services, is configured in the form of several modules consisting of transformers, rectifier bridges, frequency inverters and capacitor banks that make possible the operation of the set in the various modes of operation.  5.  Brief description of the figures Figure 1 shows the complete schematic arrangement of the high performance motor Figure 2 shows the schematic configuration of the thermodynamic cycle 5 BRAYTON Figure 3 shows the configuration of the thermal motor in detail Figure 4 shows the power group The Figure 5 shows the power group (alternative with disc pump) Figure 6 shows the heat recovery exchanger of the thermodynamic cycle 10 Figure 7 shows the front cooler exchanger Figure 8 shows the exhaust gas heat exchanger Figure 9 shows the functional electrical scheme Figure 10 shows the planetary gear mechanism of the coupling motor electric coupling Figure 11 shows the complete general assembly of the high performance motor 5. one.  Detailed list of the different components represented in the figures that make up the invention 20 1: Air filter 2: Pressure tank 3: Heating radiator 4: Air compressor 4. 1: Housing 25 5: Lubrication pump 30 35 40 6: Thermal motor 6. 1: Horizontal cylinder 6. 2: Tubular channels 6. 3: Side cases 6. 4: Bearings 6. 5: Drive shaft 6. 6: Rotary piston 6. 7: Mechanical seals 6. 8: Cooling cavities in the housings 6. 9: Combustion chambers 6. 10: Input SC02 6. 11: Output SC02 6. 12: Compressed air intake nozzles 6. 13: Exhaust nozzles 6. 14: Fuel injectors 6. 15: Ignition devices5 10 15 20 25 30 35 6. 16: Pemos 7: Exhaust gas exchanger 7. 1: Output SC02 7. 2: Input SC02 7. 3: Exhaust gas inlet 7. 4: Exhaust gas outlet 8: Power unit 8. 1: Turbine 8. 2: Compressor 8. 3: Engine-generator 8. 4: Metal housing 8. 5: Ceramic bearings 8. 6: Flow input to the turbine 8. 7: Turbine output 8. 8: Flow inlet to compressor 8. 9: Compressor flow output 8. 10: Electrical bushings 8. 11: Magnetic circuit of the motor-generator 8. 12: Winding of the motor-generator 9: Electrical system 9. 1: Three-phase bridge rectifier 9. 2: DC bus.  9. 3: Frequency inverter 9. 4: Capacitor battery 9. 5: Transformer 9. 6: Bridge rectifier 9. 7: Inverter inverter 9. 8: DC bus.  9. 9: Vehicle electrical services 9. 10 Transformer 10: Battery 11: Heat recovery 11. 1: Compressor flow inlet 11. 2: Preheated flow outlet 11. 3: Turbine flow inlet 11. 4: Exit to front cooler 12: Drive motor 13: Planetary mechanism 13. 1: Thermal motor input shaft 40 13. 2: Planetarium 45 13. 3: Crown 13. 4: Satellites 13. 5: Drive motor pinion 13. 6: Satellite carrier 13. 7: Vehicle output shaft14: Unidirectional clutch 15: Front cooler 15. 1: Electric fan 15. 2: Entry from the recuperator 5 15. 3: Compressor outlet 16: Thermostatic valve 17: Check valve 18: Starter solenoid valve 19: Thermostatic heating valve 10 20: Accelerator / decelerator 21: Catalytic purification unit 22: Compressor motor of conditioner 23: Evaporator 24: Valve check 15 25: Expansion valve 26: Tubular exchanger6.  DETAILED DESCRIPTION OF THE INVENTION The motor object of the present invention (see Figure 1) has been configured in the form of four functional subunits: SU1: Compressed air supply to the thermal motor 5 SU2: Thermal motor SU3: Thermodynamic cycle SU4: Electromechanical devices necessary to incorporate the energy recovered in the thermodynamic cycle into the propulsion shaft of the vehicle 6. one.  Subunit (SU1) 10 Compressed air supply to the thermal motor The unit configuration comprises the following elements (see figure 1): a) Air inlet filter (1) b) Air compression unit (4) 15 c) General lubrication pump (5) d) Lung tank (2) e) Starter solenoid valve (18) f) Check valve (17) g) Accelerator / decelerator valve (20) 20 h) Thermostatic valve (19) i) Radiator of heating of the interior compartment of the vehicle (3) The subunit (SU1), can be considered an auxiliary element, although essential, and serves to supply the compressed air necessary to form the fuel mixture and also integrates the heating equipment of the interior compartment of the vehicle.  It is formed by a standard alternative compressor (4) of one or several cylinder-piston assemblies grouped in series / parallel according to the flow rates and driving pressures that the drive assembly requires in each case, depending on whether the ignition engines are triggered or by compression, which aspirates atmospheric air taken from outside through the filter (1).  The energy required to drive the compressor (4), as in conventional engines, is taken from that produced by the thermal motor (6) of the subunit (SU2) through the common axis (6. 5) For compression ratios not exceeding 10/1, the required discharge pressure can preferably be obtained with a single compression stage formed by one or more parallel piston cylinder assemblies, according to the required air flow.  In a particular embodiment, for compression ignition engines, where compression ratios greater than 10/1 are required, it may be necessary to use two stages formed by two cylinders in series, with intermediate cooling or any other configuration that is operatively more advantageous.The prototype that is preferably presented (4), drives the compressed air at a pressure of 10 bar, in a single compression stage formed by two piston cylinder assemblies mounted in "V", with single acting pistons inside of cylinders provided with external fins for natural cooling 5, running in parallel to provide the flow required by the thermal engine.  The outlet temperature of the compressed air towards the thermal motor subunit (SU2) can reach 250 oC, so this high temperature energy that incorporates the compressed air into the compressor outlet (4) is used for heating the compartment inside the vehicle, by means of the heating radiator (3) replacing the liquid water from the engine cooling, widely used in conventional engines.  The cylinders incorporate internal intake and discharge valves, integrated inside the cylinder heads, which are operated exclusively by the fluid itself.  In the lower part of the housing (4. 1) is the lubricating oil reservoir and on the outer side, the lubrication pump (5), driven from the motor shaft itself, which constitutes the general lubrication system for all bearings and sliding surfaces, both of the compressor (4) as of the rest 20 of the engine assembly that so require.  In a particular embodiment, lubrication-free compressors can be used.  A compressed air collection tank (2) is available to the compressor drive (4), which performs the functions of pulsation dampener 25 and storage lung to be able to start the engine without spending energy from the battery ( 10), for which it is equipped with a unidirectional check valve (17) that only allows the entry of air and not the exit, to ensure the permanence of air inside even when the engine is stopped, and an outlet valve with actuation electric (18) to provide a compressed air outlet current 30 to start the start-up of the equipment.  The bypass valve (20) allows all or part of the air flow driven by the compressor (4) to be recycled to the suction, performing the functions of accelerator / decelerator.  For heating the interior compartment of the vehicle, hot air is used as high temperature air, coming from the compressor drive (4) before it enters the thermal engine (6), as an alternative to the general use water in conventional internal combustion engines.  The thermostatic valve (19) makes it possible to derive all or part of the high temperature air from the compressor drive, to the radiator (3) of heating of the interior compartment of the vehicle, without altering and / or restricting the required air flow by the thermal engine (6).  6. 2.  Subunit (SU2) Thermal engine Transforms a part of the heat energy produced by the inflammation of the fuel mixture into mechanical energy and includes the following elements (see figure 1):a) Thermal engine (6).  See figure 3.  It consists of a block formed by a "rotating piston-cylinder", in which the mechanical power is generated from the combustion of the fuel mixture formed by compressed atmospheric air, coming from the compressor 5 (4), of the SU1 subunit , and the fuel provided by direct injection in the appropriate proportion.  The cylinder is formed by an alloy carbon steel ring, with its axis in horizontal position (6. 1), resistant to pressure, traversed longitudinally by numerous tubular channels (6. 2) where the refrigerant fluid 10 circulates (SC02).  Inside, the rotary piston (6. 6), in solidarity with its axis of rotation (6. 5), which, driven by the pressure of the gases caused by the ignition of the fuel mixture, rotates without friction.  Because the rotary piston (6. 6) in no case performs compression functions, assuming that the air has already been previously compressed in the compressor (4) of the subunit (SU1) (see figure 1), before entering the combustion chambers, its function only it is limited to collecting the kinetic energy of the hot gases caused by the combustion of the fuel mixture, for its transformation into rotary motion.  20 The absence of friction between the surfaces of the rotating piston (6. 6) and cylinder (6. 1), as well as the absence of alternative movements, make lubrication unnecessary and consequently the use of segments, crankshafts, connecting rods, bearings, as well as the intake and exhaust valves of the fuel mixture in addition to its actuation mechanisms, such as 25 camshafts, transmission belts, rocker arms, pushers and their corresponding lubrication devices.  The absence of lubricants for high temperature service, unnecessary in the engine object of this invention, prevents carbonization in the exhaust ducts (6. 13), (very frequent, especially in conventional 30-ignition engines), and reduces the emission into the atmosphere of harmful gases from lubricating oils.  Neither special materials are required in any of the engine components and both machining and dynamic balancing of the assembly, it is simpler due to the absence of a crankshaft and therefore to the absence of complex transverse alternative movements.  The absence of direct friction between the cylinder surfaces (6. 1) And of the rotary piston (6. 6), allows its assembly with the minimum clearance required to compensate for differences in expansion.  The cylinder-piston assembly (6. 1) (6. 6), it is supported and closed by means of two lateral housings (6. 3) on which it rests, by means of friction bearings (6. 4), the axis of rotation (6. 5) of the rotary piston (6. 6).  Both housings (6. 3), in addition to supporting the entire rotating assembly, they have mechanical seals (6. 7), located on both sides of the shaft (6. 5), formed by several graphite rings rubbing on a hard metal surface, 45 on the outer face of both housings (6. 3), immediately before the bearings, (6. 4), to ensure the outward tightness in the assemblyof the compressed air and gases generated by the ignition of the fuel mixture in the combustion chambers (6. 9).  Both mechanical closures (6. 7) as friction bearings (6. 4) they are lubricated by the general lubrication system (5) of figure 1 (subunit SU1).  5 The cooling fluid (SC02) enters the cylindrical body (6. 1) at 200.5 bars and 300 oC, through the lower entrance (6. 10) And leaves it by the upper exit (6. 11) at 200 bars and 450 oC.  The tightness of the contact surfaces between the faces of the housings (6. 3) and those of the cylindrical body (6. 2), where the coolant fluid 10 (SC02) circulates at high pressure, is guaranteed by means of a flanged connection and screwed with threaded bolts of high-strength steel (6. 16), suitable for nominal pressures of 400 bar.  The rotary piston (6. 6) is formed by a metal cylinder provided with several cavities (6. 9), uniformly distributed on its periphery, which constitute the combustion chambers, (four in the preferred embodiment described).  Said combustion chambers (6. 9), as part of the rotary piston itself (6. 6) they are necessarily rotating, their unit volume is fixed and invariable and does not have any direct relationship with concepts such as displacement or compression ratio 20, widely used in conventional internal combustion engines, where the chambers are static and their volume is linked to the desired compression ratio, according to the established piston stroke.  A suitable geometry of these chambers allows the mechanical stress of the ignition gases of the fuel mixture to be directed in the proper direction to facilitate their discharge towards the exhaust manifolds (6. 13) and allow the gases to expand progressively to obtain the mechanical thrust of the piston (6. 6) evenly and in the most favorable direction.  The unit volume of the combustion chambers (6. 9) It is necessary 30 to confine the amount of fuel mixture to the appropriate pressure required by the nominal power of the engine, according to its operating regime in terms of torque and revolutions demanded at all times.  The centrifugal force generated by the rotation of the piston (6. 6) favors in 35 combustion chambers (6. 9), the evacuation of the burned gases and the displacement of the solid particles that could be formed, towards the periphery, minimizing the formation of adhesions.  On the outer perimeter of the cylindrical ring (6. 1) the compressed air inlet nozzles (6.) Are aligned in a circumferential direction and uniformly distributed. 12), the exhaust nozzles of the exhaust gases (6. 13), fuel injectors (6. 14) and ignition device housings (6. 15) (in the case of an ignition engine caused).  These elements are grouped in the form of "operating units", a term equivalent to what is known as "a cylinder-piston assembly" in conventional internal combustion engines.  An operating unit consists of a compressed air inlet nozzle (6. 12), a fuel injector (6. 14), an ignition device (6. 15) (in the case of a provoked ignition engine) and an exhaust nozzle (6. 13), distributed in this order and in the direction of rotation of the rotating piston (6. 6), and its operating sequence is similar to that of a piston cylinder of a traditional internal combustion engine.  The number of operating units, according to the number of combustion chambers (6. 9) of the rotary piston (6. 6), to be placed in a specific cylindrical body (6. 1) it can be the one that is desired, even or odd, as far as the perimeter 10 of the cylindrical body allows it according to its dimension, with the minimum separations required for each of the elements and according to the power of the engine.  In a particular embodiment, several sets of rotary cylinders and pistons can be placed in parallel on the same axis, in axial arrangement, for 15 large powers.  In the preferred embodiment described (see figure 3), the engine belongs to the category of ignition ignition and has four operating units and four combustion chambers, on a single cylinder / piston assembly, (for a better analogy with a conventional 20-cylinder four-cylinder internal combustion engine and 1. 998 cm3 of total displacement), and receives the compressed air at 10 bar from the compressor (4) in Figure 1.  The elements of each of the operating units are symmetrically distributed on a quadrant of circumference of 90 ° The operation of the engine is carried out sequentially according to the same 25 times of conventional engines although in this case, the compression time is not it exists because the air already enters previously compressed by means of the compressor (4), the sequence being reduced to the explosion and exhaust intake times.  Taking into account that in the engine object of this invention, in a single revolution of the piston (6. 6), as many operating sequences as operating units are incorporated simultaneously, the engine, when in a conventional internal combustion engine with four analog cylinders, of the same performance in terms of power and torque, only two complete sequences of operation are verified in Each turn of the crankshaft, its equivalent rotation speed, for a similar unit volume of the combustion chambers, is reduced by half.  In a particular embodiment, any other arrangement can be adopted regarding the number of operating units, rotation speed and volume of the combustion chambers that may be more appropriate to the particular characteristics of the vehicle. The combustion of the fuel mixture in this engine is verified. in the surroundings of the 2. 000 oC, although at the exit through the exhaust nozzle (6. 13), when a part of its heat has already been transformed into useful energy and another part has been transferred to the refrigerant fluid (SC02), the gases still maintain a temperature around 800 oC, capable of being recovered.  The regulation of the march is carried out by adjusting the flow of compressed air that is introduced into the engine from the compressor (4), by means of the valve (20) of the subunit (SU1), (see figure 1), which recycles a partof the compressed air driven towards the aspiration of the compressor (4), thereby increasing or decreasing the flow of air that reaches the combustion chambers of the engine, although not its pressure, which remains constant and unalterable whatever the established operating regime.  5 The vehicle control unit regulates in each operating regime the proper dosage of the fuel to maintain and / or control the proportion of the fuel mixture, as appropriate in each case.  6. 3.  Subunit (SU3) Thermodynamic cycle 10 Energy recovery in the form of heat, not transformed into useful work, in the thermal engine (6), as well as that contained as waste heat in the exhaust gases is carried out by assigning its heat to paths carbon dioxide currents, under supercritical conditions (SC02), that circulate through the cylindrical ring (6. 1), as well as by the exhaust gas exchanger (7), which are part of the power of a closed BRA YTON thermodynamic cycle, with energy recovery, (see figure 2).  The thermodynamic cycle configuration includes the following elements, (see figure 2): a) Heat input units: motor cylinder (6. 1), housings (6. 3) e 20 exhaust gas exchanger (7) b) Heat recuperator: exchanger (11) c) Power unit (8): composed of the turbine (8. 1), the compressor (8. 2) and the electric motor-generator (8. 3) d) Front cooler (15) and Thermostatic valve (16) 25 e) Air conditioning system of the interior compartment of the vehicle: formed by the compressor (22), the evaporator (23), the tubular exchanger (26) and the valve expansion (25) The interconnection of all the elements with each other, is carried out by means of tube and high-pressure steel fitting in stainless steel AISI 316, suitable for a nominal pressure of 800 bar and with an internal diameter suitable for the loss of permissible load in the circuit.  Description of the elements that make up the cycle a) Heat input units (6. 1) Y (7).  See figures 3 and 8: 1.  Engine cylinder and housings.  See figure 3 35 The cylindrical ring (6. 1), corresponding to the cylinder-piston block of the thermal engine, is crossed by numerous cylindrical channels (6. 2), transverse to the direction of rotation of the piston (6. 6), whose diameter, passage section and exchange surface, must be determined in each case according to the thermal load to be extracted.  40 These channels, grouped into beams, connect the cavities together (6. 8) of the housings (6. 3), allowing the power fluid (SC02) to circulate, through the cylindrical body (6. 1), avoiding dead spaces to maximize the overall heat exchange coefficient.  On the surfaces of the joints with the cylinder (6. 2), the cavities (6. 8) arranged separately and distributed circumferentially over the housings (6. 3) allow the change of direction in the recirculation of the power fluid, describing parallel semicircular trajectories in the form of a zigzag (see figure 5 2), transverse to the direction of rotation of the piston (6. 6).  The current of SC02 enters from the bottom, input (6. 10) And leave the cylindrical body (6. 1) from the top, exit (6. 11) 11.  Exhaust gas exchanger (7).  See figure 8.  The recovery of the energy contained in the exhaust gases 10 from the outlet nozzles (6. 13) thermal motor (6) at a temperature of == 800 oC, is carried out by means of heat exchanger (7).  The preferentially selected exchanger for this application (see figure 8), belongs to the category of so-called printed circuit, "Printed Circuit Heat ExchangerJl (PCHE), due to its configuration in the form of 15 modular plates provided with numerous microchannels grouped with sections of passage and very small separations, which confers them a great compactness, being able to reach relations, surface of exchange / volume, of up to 1.2 m2 of surface by liter of capacity, what allows to obtain great surfaces of exchange confined in very small volumes 20 These exchangers are also characterized by their high resistance to stress caused by differences in fluid pressures between both sides of the exchange surface that can reach pressures above 600 bar.  The arrangement of the modular plates can position the direction of the 25 microchannels in parallel, countercurrent or transverse, as appropriate in each case.  This type of exchangers also allows the grouping of several units dedicated to similar services, inside a single housing, configuring the equipment in the form of a single compact block with several inputs 30 and outputs, which represents an important space economy.  The design parameters of this exchanger are the following: Material: AISI 316L stainless steel Nominal design pressure: 400 bar Nominal design temperature side SC02: 900 oC.  35 Nominal design temperature exhaust side: 900 oC.  Connections: SC02 input: (7. 2) Output SC02: (7. 1) Exhaust gas inlet: (7. 3) 40 Exhaust gas outlet: (7. 4 Configuration of the microchannels: For the current of SC02: Passage section == 1.5 mm2 Separation between channels == 0.5 45 For the exhaust gas flow: Passage section == 6 mm2Channel spacing = 1 mm Direction of the flows: countercurrent Location: In joint housing with the recuperator (11).  See figure 11.  b) Recovery (11).  See figure 6.  5 The exhausted SC02 coming from the exit (8. 7) of the turbine (8. 1), (see figures 4, 5), still retains a significant amount of energy in the form of heat, which can be recovered to increase the performance of the thermodynamic cycle, by preheating the current of SC02 driven by the compressor (8. 2) by the exit (8. 9), before entering the heat input units 10 (6. 1) AND (7) To perform this operation, the recuperator (11) consisting of a heat exchanger, of the PCHE (Printed Circuit Heat Exchanger) type with similar characteristics to the previous one, is used.  See figure 6 The design parameters of this exchanger are as follows: 15 Material: AISI 316L stainless steel Nominal design pressure: 400 bar 20 - Nominal design temperature for both exchange sides: 600 oC.  Connections: Exhausted SC02 turbine input: (11. 3) SC02 outlet to the front cooler (11. 4): Input SC02 from the compressor: (11. 1) Preheated SC02 output: (11. 2) Configuration of the microchannels: Passage section = 1.5 mm2 25 Separation between channels = 0.5 Direction of the flows: transverse Location: In housing together with the Exchanger of the exhaust gases (7).  See figure 11 c) Power unit (8).  See figure 4.  30 The power unit is formed by the turbine (8. 1), the compressor (8. 2) and the electric motor-generator (8. 3), aligned in the form of a compact unit using a single common axis (8. 13), integral to the three elements, and arranged inside a hermetic metal housing (8. 4), suitable for internal operating pressures up to 400 bar.  35 The common axis of rotation is supported by three ceramic bearings (8. 5) lubricated by the power fluid itself (SC02) The driving function of the assembly under normal operating conditions corresponds exclusively to the turbine (8. 1), which is activated by the current of SC02 from the heat input units (6. 1) Y (7) (see figure 2), 40 transforms the heat energy of the fluid into mechanical rotation energy, simultaneously dragging the compressor at the same speed (8. 2) and to the electric motor-generator (8. 3), without any speed reducing mechanism interposed.  This arrangement makes it possible to dispense with the use of mechanical devices between turbine and generator, which are essential to reduce speed.The nominal speed for the whole set: turbine / compressor / electric motor-generator is set to 48. 000 revolutions per minute.  The turbine (8. 1), preferably, is formed by a single radial impeller with tangential flow inlet from the conduit (8. 6) and axial output 5 through the duct (8. 7) of the exhausted SC02.  The isoentropic performance of the turbine, variable depending on the operating regime, can reach 90% at full capacity.  In a particular embodiment the turbine (8. 1) can be equipped with two radial impellers to increase the enthalpy jump and improve the overall performance 10 of the compressor assembly (8. 2), ensures the recirculation of the fluid in the circuit, at the operating pressure of == 200 bar and is configured in a single radial impeller with axial flow inlet through the conduit (8. 8) and tangential exit through the duct (8. 9).  In a particular embodiment, the radial type impeller of the compressor (8. 2), it can be replaced by a Tesla effect rotary disk pump.  See figure 5.  The electric motor generator (8. 3) It is configured as a three-phase asynchronous motor, with two poles, with a squirrel cage rotor and a static winding 20, which can work either as a motor, or as an asynchronous generator under certain conditions.  Its synchronous speed of 48. 000 rpm for the entire assembly, imposed by requirements regarding the isoentropic performance of the turbine (8. 1), forces you to operate at a frequency 800 Hz to produce or consume interchangeably, 25 three-phase alternating current at a voltage of 400 See.  For which, the magnetic circuit (8. 11) formed by the rotor and stator of the electric motor-generator (8. 3), it is formed by a package of magnetic sheet not exceeding 0.2 mm thick, made of silicon alloy, grain oriented and high permeability, to minimize hysteresis losses, and conveniently insulated from each other, to reduce parasitic losses due to eddy currents.  Specific losses in the magnetic circuit (8. 11), which implies the use of said frequency, do not represent a significant loss in global terms, assuming that they are compensated with the use of magnetic packages 35 with smaller iron volumes.  This dimensional reduction of the magnetic circuit (8. 11) It is also favored by the fact that high rotation speeds involve lower values of the torque for the same power and consequently lower mechanical stresses.  40 The motor generator (8. 3) works fully immersed in the power fluid, which acts as a cooling fluid to absorb the heat released by the windings (8. 12) and by the magnetic package (8. 11), for which it is crossed by the inlet flow of SC02, at a low temperature from the front cooler outlet (15), it enters the power unit through the inlet (8. 8), before reaching the impeller of the compressor (8. 2).  The low viscosity of the SC02 minimizes the energy losses of the rotating assembly, by friction The electrical insulation for the static winding (8. 12) of the asynchronous motor-generator (8. 3) is set to "classes C and H", suitable for 5 temperatures> 180 oC.  The electrical energy absorbed or produced, is conducted abroad by means of rigid copper conductors, provided with ceramic insulated bushings (8. 10), waterproof, resistant to operating pressures and temperatures, which pass through the metal housing.  10 Control and operation of the electric motor-generator (8. 3) in its different operating modes it is carried out through the Control Unit (9).  See figure 9.  d) Cooler (15) (See figure 7) After heat has been transferred to the recuperator (11), the current of SC02 from the turbine outlet (8. 1) it still retains a reduced amount of residual heat at a temperature of ::: 140 oC that is no longer possible to recover in the thermodynamic cycle and that is necessary to remove dissipating into the atmosphere, for which the front cooler (15) is used .  It is a heat exchanger installed in the front of the vehicle, similar to what is known as a "radiator" in conventional internal combustion engines, although built for a nominal design pressure of 400 bar, where the SC02 circulates through the inside of the tubes and which uses the flow of atmospheric air that circulates outside the tubes as a cooling fluid, provided by the advance of the vehicle and / or by an auxiliary fan (15. 1) 25 powered by electric motor.  It is configured in the form of two lateral collectors connected to each other by numerous bundles of tubes, made of stainless steel AISI 316L, finned externally, with an internal diameter of 3 mm, with adequate thickness for a nominal design pressure of 400 bar and a temperature of 500 oC design.  30 The tubular beams are configured so that all the tubes adopt a spatial, symmetrical triangular arrangement, to increase the turbulence of the air flow through the intertubular passage section.  The required exchange surface must be established in each case, according to the thermal load to be extracted.  35 The current output temperature of SC02, set at 60 oC, is regulated by means of a thermostatic valve (16), (see figure 1), placed in the bypass circuit of the exchanger e) Air conditioning system of the interior compartment of the vehicle.  See figures 1 and 2 40 The availability of SC02 in the thermodynamic cycle allows its use for cooling the interior compartment of the vehicle, enabling a secondary refrigeration circuit and unifying both services with a single power fluid.  The use of SC02 as a coolant for this application, also allows to simplify the system, dispense with the use of 45 fluorocarbon compounds (widely used in vehicles with enginesof conventional internal combustion), harmful to the atmosphere due to its large greenhouse effect The refrigeration unit for the air conditioning (see figures 1 and 2) comprises a refrigeration circuit integrated in the thermodynamic power cycle, 5 which uses common elements thereof, such as the front cooler (15) and a marginal fraction of the power fluid, which requires it to accommodate its own operating parameters, in terms of pressure and operating temperature, so as not to distort its operation or penalize its performance .  For which, at the outlet of the front cooler (15), a fraction of the current of the power fluid (appropriate to the cooling needs of the vehicle) is recirculated through the evaporator (23) previously passing through the expansion valve (25), where its temperature drops, absorbing heat from the environment.  The hot gas sucked by the compressor (22), driven by electric motor 15, and previously exchanging heat in the tubular exchanger (26) with the evaporator inlet stream (23), is compressed and sent back to the front cooler (15 ) Preferably, a membrane-free compressor (22) is used for the recirculation of the refrigeration circuit gas (22), so as not to contaminate the power fluid In a particular embodiment, a centrifugal compressor or a high-speed turbocharger can be used , powered by electric motor, interchangeably.  6. Four.  Subunit (SU4) Electromechanical devices necessary to incorporate the energy recovered in the thermodynamic cycle into the propulsion axis of the vehicle (see figure 10) The electrical energy recovered in the power unit (8) by means of the motor-generator (8. 3) of the thermodynamic cycle, it is incorporated into the propulsion shaft of the vehicle by means of an electric drive motor (12), coupled through a differential mechanism (13).  The subunit configuration (SU4) includes the following elements (see figures 9 and 10): a) Electric drive motor (12) b) Differential mechanical coupling mechanism (13) 35 c) Unidirectional clutch (14) d) Electric control unit (9) e) Battery a) Electric drive motor (12).  See figure 10 It is a conventional electric motor (12), of the three-phase asynchronous type 40, of nominal voltage and frequency of 400 Vac and 50 Hz respectively, with squirrel cage rotor, suitable for operation at variable speed powered by variable speed drive frequency and coupled to the axis of the thermal motor, through a differential mechanism (13).  a) Differential mechanism (13) (See figure 10) It is composed of a planetary gear train, where the thermal motor input shaft (13. 1) move the center wheel (13. 2) of the gear that in turn meshes with the crown (13. 3) by means of three satellite wheels (13. 4).  5 Power output for vehicle propulsion is carried out by means of the axle (13. 7) of the satellite carrier (13. 6).  Preferably, the mechanical energy provided by the electric drive motor (12) is introduced into the mechanism by rotating the crown (13. 3) in the proper direction so that the torque resulting from the composition of the 10 pairs provided by the thermal motor (6) and the electric drive motor (12), is positive and in the same direction, for which the cogwheel (13. 5) driven by the drive motor (12), meshes on the outer teeth of the crown (13. 3).  In a particular embodiment, any other operating arrangement may be adopted in the differential mechanism that may be more appropriate to the particular characteristics of the vehicle c) Unidirectional clutch (14) (See Figure 10) The shaft end of the electric drive motor (12 ) is mechanically connected to a unidirectional clutch (14) to block, immobilize and 20 prevent the crown (13. 3) turn in the opposite direction, when the electric motor (12) stops working and it is the thermal motor (6), which alone assumes the drag of the vehicle.  d) Electric control unit (9).  (See figure 9) The electrical installation between the motor-generator (8. 3) of the power unit (8), the electric drive motor (12), the battery (10) and the rest of the vehicle services, is configured in the form of three operational modules.  Module 1 receives power from the power unit (8) at 800 Hz and 400 Vac, when the asynchronous motor-generator (8. 3) It works as a generator and sends it conveniently modulated in voltage and frequency up to a maximum value 30 of 400 Vac 50 Hz, to the electric drive motor (12), for which it is composed of a three-phase rectifier bridge (9. 1), a DC bus provided with smoothing capacitors (9. 2) and a three-phase voltage and frequency inverter (9. 3) to regulate the engine speed, governed from the vehicle control unit.  35 Module 2 can receive and send electrical energy, interchangeably, so that the asynchronous motor-generator (8. 3) function as a motor or as a generator, for which it is equipped with two transformers (9. 5) and (9. 10), 400/12 Vac, 800 Hz, a three-phase bridge rectifier (9. 6), a DC bus provided with smoothing capacitors (9. 8) to power electrical services (9. 9) 40 And the standard battery (10), 12 Vdc, according to the requirements of the vehicle.  The inverter inverter (9. 7), allows to send in reverse direction from the battery, the necessary energy, in the form of alternating current through the transformer (9. 10), to the asynchronous motor-generator (8. 3), so that it works as an engine during the start-up phase of the thermodynamic cycle, and later when operating as a generator, the minimum current necessary forfacilitate the magnetization of the stator and avoid losses of synchronism keeping the frequency stable.  Module 3 consists of a capacitor bank (9. 4) to provide the reactive energy necessary for the magnetization of the asynchronous motor-generator 5 (8. 3) in the service as a generator e) Battery (10) The fundamental and unique mission of the battery in this invention is to ensure and maintain a certain level of energy storage to a sufficient degree to allow power to the motor-generator ( 8. 3), in operation as an engine, during the thermodynamic cycle start-up process, at the time of vehicle start-up, as well as the use in a short time, of some electrical services with the vehicle at rest.  Preferably, the device to be used is a lead-acid battery similar to those used by current conventional internal combustion engines, of the following characteristics: Operating voltage: 12 Vdc Capacity: 100 Ah Starting current, (CCA): 800 A 20 In a particular embodiment, any other device that best adapts to the characteristics of the vehicle can be adopted.  7.  Embodiment of the invention This embodiment describes the procedure for the configuration of a high-performance internal combustion engine, which allows the recovery of residual heat from the cooling and exhaust systems, by means of a system of compact subunits, such as It has been previously defined and includes a rotary piston internal combustion engine (SU2), an air compressor (SU1), a BRAYTON thermodynamic cycle with recuperator (SU3) and an electric drive motor with its corresponding feeding, maneuvering system and control, driven by the recovered electrical energy and coupled to the internal combustion engine of rotary piston (SU4).  The basic interconnection system between the different subunits is shown in Figure 1.  The operating sequence of the motor assembly begins with the start-up of the thermal motor (6), (see figure 3), introducing into the cylindrical body 15 (6. 1), through the intake nozzles (6. 12), compressed air previously stored in the tank (2), (see figure 1), with the opening of the solenoid valve (18).  When the rotary piston (6. 6) begins its rotation driven by the air introduced and the cavities (6. 9) reach the intake nozzles (6. 12) and are filled with compressed air, the fuel is fed to the engine by direct injection managed by the vehicle control unit through the injectors (6. 14) located in the cylindrical body (6. 1) Then the spark occurs in the ignition device (6. 15) and ignition of the fuel mixture, or the fuel mixture is self-ignited in the case of compression ignition engines.  At that time the cavities (6. 9) have already reached the end of the outlet duct to the exhaust nozzle (6. 13) which consists of an opening on the cylindrical body, in the form of a "V" which, when advancing the piston, is configured as a variable, progressive increasing outlet nozzle where the 30 burned gases leave the cavity causing a reaction effort which drives the forward rotation of the piston at the same time as the gas pressure gradually decreases.  Next, the cavities reach the direct exit zone to the exhaust nozzles (6. 13), where the exhaust gas pressure, increased by centrifugal force 35, drops to its minimum value necessary to overcome the loss of charge as it passes through the exhaust gas exchanger (7), and through the unit of catalytic purification (21), if any, before its definitive release into the atmosphere, repeating the cycle again when the cavities reach again the following intake nozzles.  40 For starting the thermal motor in the case of total lack of compressed air, an alternative option is possible, by driving the electric drive motor (12) with energy from the battery (10), while immobilizing the output shaft towards the vehicle (13. 7), of the differential mechanism (13).  (See figure 10) 45 The ignition of the fuel mixture, (see figure 3), drives the rotation of the rotary piston (6. 6), providing mechanical energy at both ends of the shaft (6. 5); in one of them to drive the vehicle and on the other to boost the compressor(4), which provides the necessary air flow to keep the engine running regularly, while restoring in the tank (2), through the unidirectional valve (17), the amount of air consumed in the start, (see figure 1).  5 From that moment, as in conventional internal combustion engines, the vehicle can already be dragged at the expense of the power provided by the thermal engine, without any help from the thermodynamic cycle, which although has started its warm-up, it will only begin to be fully operational after 10 minutes, depending on the operating regime, when it reaches its nominal operating temperature, set at 450 oC.  During this period, the unidirectional clutch (14), see figure 10, in the absence of the torque provided by the electric drive motor (12), immobilizes the crown (13. 3) preventing it from turning in the opposite direction 15 At the time of starting, the cycle power fluid, SC02, is at rest inside the circuit in a subcritical state, in the form of a liquid in equilibrium with its vapor, at room temperature and at a pressure around: 57 bar (variable with the ambient temperature) The operating stability of the thermal engine requires, from the same moment of its start-up, the continuous and permanent removal of the heat produced by ignition of fuel mixture and not transformed into useful mechanical work, (variable according to its operating regime), until reaching and not exceeding the stable working temperature around 450 oC, which requires, from the first moment, the recirculation of the fluid of power 25 of the thermodynamic cycle.  The power fluid, which initially begins its recirculation under subcritical conditions, begins its heating by raising its temperature and increasing its pressure until reaching and exceeding the critical point (30.98 oC, 73.77 bar, 467.6 kg / m y Continue climbing until reaching 30 nominal operating conditions: 200 bar, 450 oC.  The variations in density and viscosity that occur in the power fluid (SC02) due to the rise in its temperature, make it possible for the power required by the compressor to ensure its recirculation, gradually decrease to values around 30% of the energy produced by turbine 35 when the supercritical state is reached.  The recirculation of the power fluid is carried out by means of the compressor (8. 2) of the power unit (8), (see figure 2), which at the time of starting the thermal motor (6), is driven by means of the electric motor-generator (8. 3) operating in this case as a motor, powered by the electric power provided by the rectifier-variator bridge (9. 7), through the transformer (9. 10) from the battery (10) of module 2, (figure 9).  The power fluid (see figure 2) is driven at a pressure of :: 200 bar by the compressor (8. 2), to the recuperator (11) where it is heated by exchanging heat with the current coming from the turbine outlet (8. 1) And then 45 forks in two separate streams, one of which crosses the cylindrical body of the engine (6. 1) and the other, the exhaust gas recovery exchanger (7) where they raise their temperature to 450 oC and come back together in one to feed the turbine (8. one).  Exhausted fluid at the turbine outlet (8. 1), which still retains a significant amount of heat, enters the recuperator (7) where it exchanges heat, cooling by raising the temperature of the current coming from the compressor (8. 2) and then it goes to the front cooler (15) where the unusable residual heat of the thermodynamic cycle yields to the atmosphere.  To accelerate the heating of the circuit, the thermostatic valve (16), diverts the current of SC02 during start-up through the front cooler bypass (15), (see figure 2), and regulates and stabilizes said current through the cooler, when the temperature of the thermodynamic cycle reaches its 10 regime values When the thermal jump in the turbine exceeds 120 oC, it begins to generate sufficient mechanical power to move the compressor assembly itself (8. 2) and motor-generator (8. 3), which, exceeding the synchronous speed, (48. 000 rpm), changes its operating regime to a generator, 15 sending power to the electric drive motor (12), through the bridge rectifier assembly, drives (9. 1), (9. 3) of module 1 of figure 9 and at the same time, recharge the battery and power the electrical services of the vehicle (9. 9), through the transformer (9. 5), passing the bridge rectifier (9. 6), (9. 8).  The energy sent to the motor-generator (8. 3), from the battery (10) by means of the rectifier bridge (9. 7) through the transformer (9. 10), for its operation as a motor, it gradually decreases when it becomes operational as a generator, until it reaches the minimum safety value, essential to ensure the magnetization of the stator and maintain the synchronism of the whole The capacitor bank (9. 4) of module 3, (figure 9), in this case it provides the reactive energy necessary for the magnetization of the magnetic circuit, at the same time that it significantly increases the power factor of the assembly by decreasing the electrical intensity on the rectifier bridge variator (9 . 7).  The speed and torque of the electric drive motor (12) are regulated and synchronized with that of the thermal motor by means of the control unit of the vehicle. The acceleration and deceleration of the thermal motor (6) is carried out by increasing or decreasing the flow rate. of air driven by the compressor (4), by recirculating a part of it by means of the throttle valve (20), (see figure 1) located in the bypass pipe between discharge and suction, at the same time as The vehicle control unit adequately doses the fuel ratio of the fuel mixture according to the air flow.  Maximum acceleration is achieved with the total closing of the throttle valve (20), allowing all the air produced by the compressor (4) to fully enter the cylindrical body (6. 1) thermal engine.  40 The minimum acceleration is achieved with the maximum opening of the valve (20), which provides the minimum air flow necessary to the thermal motor inlet to keep it idling, adjusting its proper position, by means of an adjustable mechanical stop in the valve (20), which prevents further opening 45 The behavior of the engine object of this invention, in the accelerations and decelerations of the thermal engine (6) is similar to that of conventional internal combustion engines, although a point acceleration or deceleration much higher and more powerful, with proper managementSimultaneous torque and speed of the electric drive motor (12) by means of the frequency inverter (9. 3) managed from the vehicle control unit, (see figure 9) The engine is stopped from the central control unit of the vehicle, interrupting the fuel supply to the thermal engine (6) and electrical power to the devices of ignition, (in the case of the ignition engines provoked), instantly ceasing the power production of the thermal motor (6), which interrupts the sending of compressed air from the compressor (4).  10 When the heat input to the thermodynamic cycle is interrupted, the power unit (8) continues to run a few more minutes, at the expense of residual heat, recirculating the power fluid and producing electrical energy in the motor-generator (8. 3) to recharge the battery (10), although gradually losing revolutions.  15 When the speed drops below the synchronous speed threshold, (48. 000 rpm), the production of electrical energy in the motor-generator ceases (8. 3) although the recirculation and the cooling of the fluid continue which, upon lowering its temperature below the critical point, returns to the subcritical state, ceasing the recirculation and cooling slowly until reaching room temperature.  The internal heating of the vehicle, (carried out in conventional engines with the liquid water from the engine cooling, with a temperature around 90 OC), is carried out in this invention using the heat that incorporates the current of compressed air from of the compressor (4) 25 with a temperature around 260 oC, which before entering the thermal motor, can circulate through a tubular air heater (3) regulated by means of the thermostatic valve (19) .  The cooling of the interior compartment of the vehicle, when required, (see figures 1 and 2) begins with the start-up of the compressor (22), which derives a marginal part of the power fluid from the front cooler outlet (15 ) towards the refrigeration circuit, through the evaporator (23) previously passing through the expansion valve (25) where its temperature drops, absorbing heat from the environment.  The hot gas sucked by the compressor (22), is compressed and exchanging heat in the tubular exchanger (26) with the evaporator inlet stream (23), is sent back to the front cooler inlet (15) its cooling  8.  CHARACTERIZATION OF THE INVENTION The present invention is characterized by increasing the performance of internal combustion engines in general and more specifically those intended for the propulsion of transport vehicles of any kind, 5 decreasing their specific fuel consumption for the same performance and consequently, reducing the environmental impact by reducing in the same proportion, the emission of heat to the environment as well as the discharge into the atmosphere of carbon dioxide and other harmful gases and greenhouse gases from the ignition of the fuel, as well as by the absence of hydrofluorocarbon fluids from the vehicle's air conditioning systems.  Table 1 shows the most significant parameters, at different operating regimes, of a typical conventional internal combustion engine, intended for the haulage of a transport vehicle, of the following characteristics: 15 Number of cylinders: 4 Total displacement: 1 . 998 cm3 Type of ignition: caused by 20 o u · E. . .  ~. . .  ~: 2 Fuel type: 95 octane gasoline, lower calorific value = 43. 930 kJ / kg oC TABLE 1 ENERGY BALANCE OF AN INTERNAL COMBUSTION CONVENTIONAL ENGINE (Lower fuel heating capacity: 43. 930 kJ / kg OC) Rotation speed 1. 000 rpm 3. 000 rpm 4. 500 rpm 6. 000 rpm Specific consumption 5.29 13.9 23.71 31,367 fuel: kg / h Total heat contributed 64. 601 100% 169. 618 100% 289. 327 100% 382. 764 100% by fuel J / s Heat dissipated in 13. 397 20.74% 56. 339 33.22% 73. 328 25.34% 88. 406 23.10% refrigerant J / s Heat lost in the 11. 971 18.53% 43. 417 25.60% 80. 409 27.79% 113. 187 29.57% exhaust gases J / s Incomplete combustion and others 19. 838 30.71% 12. 622 7.44% 54. 930 18.99% 79. 330 20.73% losses J / s Heat transformed into 19. 395 30.02% 57. 240 33.75% 80. 660 27.88% 101. 841 26.61% useful power J / s The table shows that the overall energy efficiency of this type of motors ranges between 26% and 34%, variable according to the rotation speed 25Table 2 shows the theoretical values of the high performance engine, object of this invention, formed by the thermal engine and the BRAYTON combined cycle, where to obtain the same useful power of the equivalent conventional internal combustion engine, described in the table 1, only 5 fuel consumption is required around = 50%. TABLE 2 ENERGY BALANCE OF THE HIGH PERFORMANCE INTERNAL COMBUSTION ENGINE, OBJECT OF THIS INVENTION (Lower fuel heating power: 43. 930 kJlkg OC) Rotation speed 500 rpm 1. 500 rpm 2. 250 rpm 3. 000 rpm Theoretical specific fuel consumption: 2.82 6.52 10.61 13.60 kg / h or Total heat contributed by 34. 430 100% 79. 526 100% 130. 342 100% 165. 958 100% or fuel: J / s · e ~ Heat dissipated in 7. 141 20.74% 26. 419 33.22% 33. 029 25.34% 38. 336 23.10% ~ refrigerant: J / s. 9 o Heat lost in the :: a: exhaust gases: J / s 6. 380 18.53% 20. 359 25.60% 36. 222 27.79% 49. 074 29.57% Incomplete combustion 10. 574 30.71% 5. 917 7.44% 24. 752 18.99% 34. 403 20.73% And other losses: J / s Heat transformed into 10. 336 30.02% 26. 840 33.75% 36. 339 27.88% 44. 161 26.61% useful power: J / s or Heat contributed by o 7. 141 26. 419 33. 029 38. 336 · e refrigerant: J / s - <1l e Heat provided by 'i3 6.380 20.359 36.222 49.074 or exhaust gases: J / s E 2 Total heat contributed J / s 13.521 46.777 59.251 87.410 o Heat transformed into u 9.059 67.00% 30.405 65.00% 44.321 64.00 % 57.691 66.00% Ü useful power: J / s ~ Total useful power: thermal motor + cycle 19.395 56.33% 57.245 71.97% 80.660 61.89% 101.841 61.37% 1-thermodynamic: J / sTable 3 shows in detail, the theoretical fuel savings for each of the equivalent operating regimes for each engine. TABLE 3 COMPARATIVE ENERGY BALANCE BETWEEN BOTH ENGINES (Lower fuel heating power: 43,930 kJ / kg OC) Conventional engine 1,000 rpm 3,000 rpm 4,500 rpm 6,000 rpm Specific consumption of 5.29 13.9 23.71 31,367 fuel: kg / h High-performance engine object of this invention 500 rpm 1,500 rpm 2,250 rpm 3,000 rpm Theoretical specific consumption of 2.82 6.52 10 , 61 13.60 fuel: kg / h Theoretical savings of 2.47 7.38 13.10 17.76 fuel: kg / h (46.69%) (53.09%) (55.25%) (56 , 67%)ANNEXES Plans and schemes listed in section 5, where the diagrams and components of this invention are described in detail. 

权利要求:
Claims (7)
[1]
CLAIMS 1. A high-performance internal combustion engine, characterized in that in addition to transforming a part of the energy extracted from the fuel into useful mechanical work, limited by its thermodynamic performance, it also makes possible the recovery of energy not transformed into work. Useful mechanical, contained in the form of heat in the exhaust gases, as well as that which comes from its cooling, for its subsequent transformation, by means of a thermodynamic cycle, into additional useful power, which is added to that already provided by the engine itself in itself, it increases the overall performance of the assembly. It comprises: a) A subunit (SU2), of a heat engine, (figure 1), Which comprises: a.1) A heat engine (6), (figure 3), made up of a block formed by a "cylinder-piston rotary ", (6.1), (6.6), in which the mechanical power is generated from the ignition of the fuel mixture 15 formed by compressed atmospheric air, coming from the compressor (4), of the SU1 subunit, and the fuel provided by direct injection in the appropriate proportion, cooled by means of a current of carbon dioxide in a supercritical state that allows the energy of the fuel to be recovered, not transformed into useful mechanical work, both the energy released from the horizontal cylinder (6.1) and the casings (6.3), such as that contained in the exhaust gases, to be used as a source of heat input in a thermodynamic power cycle. b) A subunit (SU1) for supplying compressed air to the heat engine, 25 (figure 1), comprising: 30 35 40 45 b.1) An air compression unit, formed by a standard reciprocating compressor (4) ( Figure 1), composed of two cylinder-piston assemblies mounted in a "V", grouped in parallel, with single-acting pistons housed inside cylinders fitted with external fins for natural cooling, which are driven by the heat engine itself (6 ), sucks, compresses and introduces into the heat engine (6), the necessary atmospheric air at the appropriate pressure, taken from outside through the filter (1), used to produce the fuel mixture. b.2) A heating radiator (3) (figure 1), equipped with a thermostatic valve (19), which, crossed by the compressed air from the compressor (4), allows the heat contained in the air to be used as a means of heating of the interior compartment of the vehicle, before its introduction into the heat engine (6). b.3) A compressed air pressure tank (2), (figure 1), which operates as a pulsation damper and storage lung for starting the engine, for which it is equipped with a one-way check valve (17) and an electrically operated discharge valve (18), which provides an outlet stream of compressed air to initiate the start-up of the heat engine (6).b.4) A butterfly valve (20) (figure 1), which performs the functions of accelerator / decelerator, recycling all or part of the air stream driven by the compressor (4) towards the intake. c) A subunit (SU3) of thermodynamic cycle (figure 1), comprising: 5 c.1) A thermodynamic power cycle, closed BRA YTON model (figure 2), characterized in that it allows to recover the energy provided by the non-transformed fuel into useful work by the heat engine (6), detached from the horizontal cylinder (6.1), from the casings (6.3) and that contained in the exhaust gases, for its transformation into useful electromechanical power, using for this, as fluid of power, a stream of carbon dioxide in a supercritical state (SC02), comprising: c.1.1) Two heat input units that comprise: c.1.1.1) The horizontal cylinder itself (6.1) AND the casings (6.3 ) of the heat engine (6) (figure 3), which operate as an exchanger, to introduce the heat released, in the thermodynamic cycle. c.1.1.2) An exhaust gas heat recuperator, formed by an exchanger (7), by means of which the recovered heat is introduced into the thermodynamic cycle. c.1.2) A power unit (8), comprising a turbine (8.1), a compressor (8.2) and an electric motor-generator (8.3) (figure 2), aligned on a common axis, in the form of a unit compact and arranged inside a closed, hermetic metal casing (8.4), resistant to internal pressure. 30 35 40 c.1.3) A heat recuperator (11), formed by an exchanger, by means of which a part of the heat is recovered from the exhausted power fluid, at the outlet of the turbine (8.1), to be reintroduced new to the thermodynamic cycle. c.1.4) A frontal cooler (15), formed by a heat exchange unit, composed of numerous tube bundles, through which the residual heat of the thermodynamic cycle is dissipated into the atmosphere. c.2) A system for air conditioning for the interior compartment of the vehicle, which includes a refrigerator circuit for the air conditioning (figure 2), integrated in the thermodynamic power cycle, which uses the front cooler (15) as common elements and a marginal fraction of the power fluid, comprising: c.2.1) A lubrication-free membrane compressor (22) for the recirculation of the refrigerant fluid (SC02), provided with a tubular heat exchanger (26). c.2.2) An evaporator exchanger (23) equipped with an expansion valve (25), located in the interior compartment of the vehicle. d) A sub-unit (SU4) (figure 1), which integrates the electromechanical devices necessary to incorporate the propulsion shaft of the5 10 vehicle, the energy recovered in the thermodynamic power cycle, in the form of additional electromechanical power, comprising: d.1) An electric drive motor (12), three-phase asynchronous model, with squirrel cage rotor, voltage and nominal frequency, 400 Vac and 50 Hz, respectively, suitable for variable speed operation, powered by a frequency inverter. d.2) A differential mechanism (13) of mechanical coupling, composed of a planetary gear train and a one-way clutch (14) to incorporate the power provided by the drive motor (12) to the propulsion shaft of the vehicle. d.3) An electrical control unit (9), (figure 9), comprising: d.3.1) An operational module, called (module 1), comprising a three-phase rectifier bridge (9.1), which operates at 400 Vac 800 Hz, and receives energy from the electric motor-generator motor 15 (8.3), a direct current bus provided with smoothing capacitors (9.2) and a three-phase voltage and frequency variator (9.3) that operates 400 Vac 50 Hz and feeds and controls the speed of the trolling motor (12). d.3.2) An operational module, named as (module 2), which comprises a transformer (9.5) that operates at 400/12 Vac, 800 Hz and receives energy from the electric motor-generator (8.3), a three-phase rectifier bridge ( 9.6) that supplies power to the DC Bus provided with smoothing capacitors (9.8) to feed the battery (10) and the vehicle's electrical services (9.9), and an inverter drive (9.7), which operates at 12 Vdc / ac, 800 Hz to power the transformer (9.10), which operates at 12/400 Vac, which allows sending electrical energy in the form of alternating current, from the battery (10) to the asynchronous motor-generator (8.3). 30 d.3.3) An operational module, named as (module 3), which contains the capacitor bank (9.4) to provide and control the reactive energy of the system. d.4) An electric battery (figure 9), to ensure and maintain a sufficient energy storage level to allow the power supply 35 to the motor-generator (8.3), during the starting process of the thermodynamic cycle, at start-up of the vehicle, as well as for the supply of the rest of the electrical services of the vehicle. 2. High-performance internal combustion engine according to claim 1, characterized in that the heat engine (6) (figure 3), according to claim a.1), incorporates a cylinder (6.1) formed by an alloyed carbon steel ring, with its axis in a horizontal position, resistant to pressure, where the compressed air inlet nozzles (6.12), the exhaust gas outlet nozzles (6.13), the fuel injectors are circumferentially aligned and uniformly distributed (6.14) and 45 the ignition device housings (6.15), which is also traversed in a longitudinal direction by numerous tubular channels (6.2) through which the refrigerant fluid circulates, (SC02).3. High-performance internal combustion engine according to claim 1, characterized in that the heat engine (6) (figure 3), according to claim a.1), incorporates a rotating piston (6.6), formed by a metal cylinder provided with four cavities (6.9), uniformly distributed on its 5 periphery, which constitute the combustion chambers, which, together with its axis of rotation (6.5), rotate without friction and without lubrication, inside the horizontal cylinder (6.1) with simple rotation movement . 4. High-performance internal combustion engine according to claim 1, characterized in that the thermodynamic cycle (figure 2), according to claim 10 c.1) incorporates an exchanger (7) as heat recovery from the exhaust gases (figure 8) , according to claim c.1.1.2) of the commercially known as printed circuit, "Printed Circuit Heat Exchanger" (PCHE), configured in the form of grouped modular plates, provided with numerous microchannels with reduced separations and 15 passage sections, built in AISI 316L stainless steel, suitable for design pressures and temperatures of 400 bar, 900 oC respectively, with countercurrent flow circulation. 5. High performance internal combustion engine according to claim 1, characterized in that the thermodynamic cycle (figure 2), according to claim 20 c.1) incorporates a power unit (8) (figure 4), according to claim c.1.2), comprising: 5.1. A turbine (8.1) (figure 4), which transforms the energy contained in the power fluid into mechanical rotational power, at a nominal speed of 48,000rpm, made up of a single radial-type impeller with tangential flow input from the conduit (8.6) and axial outlet through the conduit (8.7), of the exhausted power fluid. 5.
[2]
2. A compressor (8.2) (figure 4), which ensures the recirculation of the fluid in the circuit, at an operating pressure of == 200 bar and is configured in a single radial-type impeller with axial flow inlet through the duct (8.8) and 30 tangential outlet through the duct (8.9), whose nominal rotation speed is 48,000rpm. 5.
[3]
3. An electric motor-generator (8.3) (figure 4), which can function as generator or motor indistinctly, yielding or absorbing mechanical energy to or from the turbine (8.1) in each case, which operates immersed in the power fluid , which acts as a coolant, which is configured as a two-pole three-phase asynchronous motor, with a squirrel cage rotor, which operates at a frequency of 800 Hz, a nominal voltage of 400 See and a synchronous speed of 48,000rpm, whose circuit Magnetic (8.11) is made up of a magnetic sheet with a thickness not exceeding 0.2 mm, made of 40 silicon alloy, grain oriented and high permeability and also has a winding (8.12), with standard electrical insulation IEC, classes C and H , suitable for high temperature service. 5.
[4]
4. A hermetic metal casing (8.4) (figure 4), suitable for internal operating pressures of up to 400 bar, which houses the turbine 45 (8.1), the compressor (8.2) and the electric motor-generator ( 8.3), aligned and assembled on a single common shaft, supported by three ceramic bearings (8.
[5]
5) lubricated by the power fluid itself and traversed by electrical conductors fitted with ceramic bushing insulators(8.10), resistant to internal pressure, for the electrical interconnections of the motor-generator (8.3) with the electrical control unit (9).
[6]
6. High performance internal combustion engine according to claim 1, characterized in that the thermodynamic cycle (figure 2) according to claim 5 c.1}, incorporates as heat recovery of the exhausted power fluid, at the outlet of the turbine (8.1) , an exchanger (11) (figure 6), according to claim c.1.3}, commercially known as a printed circuit, "Printed Circuit Heat Exchanger" (PCHE), configured in the form of grouped modular plates, provided with numerous microchannels with 10 reduced gaps and passage sections, built in AISI 316L stainless steel, suitable for design pressures and temperatures of 400 bar, 600 oC respectively, with flow direction in the transverse direction.
[7]
7. High-performance internal combustion engine according to claim 1, characterized in that the thermodynamic cycle (figure 2) according to claim 15 c.1} incorporates a front cooler (15) (figure 7) for the extraction of residual heat from the cycle, according to claim c.1.4), which comprises two lateral collectors connected to each other by numerous tubular bundles, made of AISI 316L stainless steel. finned outwardly. with an internal diameter of 3 mm, suitable to operate at a nominal design pressure of 400 bar and a design temperature of 500 oC, where the power fluid circulates inside them, which exchanges heat with the air outdoor atmospheric whose flow is activated by an auxiliary fan (15.1).

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同族专利:

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公开号 | 公开日

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ES2677268B1|2019-02-07|

引用文献:

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US5056315A|1989-10-17|1991-10-15|Jenkins Peter E|Compounded turbocharged rotary internal combustion engine fueled with natural gas|

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CN102619641A|2012-04-12|2012-08-01|北京工业大学|Power generation system using exhausting and cooling waste heat in internal combustion engine at the same time and control method therefor|

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US20140060013A1|2012-08-30|2014-03-06|Enhanced Energy Group LLC|Cycle piston engine power system|

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优先权:

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ES201700072A|ES2677268B1|2017-01-31|2017-01-31|High performance internal combustion engine|ES201700072A| ES2677268B1|2017-01-31|2017-01-31|High performance internal combustion engine|