BG105831A - Combined piston engine - Google Patents

Abstract

The engine has an output of both mechanical, pneumatic and hydraulic power and can be used in a variety of industries, in particular for power drive and recuperation. It has an increased efficiency, complete equilibrium, overweight, low specific gravity and long life. The combined piston engine consists of an internal combustion engine comprising one or more internal combustion engine sections (30), an external combustion engine comprising the smallest cylindrical section with an external combustion (36) or a steam turbine (116) which are connected (114), heat exchanger (111) for exhaust preheating and exhaust gas (112 and 106). The waste heat from the cooling and exhaust gases of the internal combustion engine cylinders is used to produce steam that drives the engine with external combustion.

Description

PISTON ENGINE COMBINED

The invention relates to a combined piston engine that converts the chemical energy of fuels into mechanical, pneumatic and hydraulic energy and can be used in all industrial sectors using conventional internal combustion engines, and especially in the transport industry, where the combined piston engine can be successfully used for energy recovery.

Combined reciprocating engines find the widest possible application for vehicle propulsion. Typically, these engines use turbochargers, which, using exhaust gas energy, compress and increase the power of most engines. , the supply air with which the engine and its efficiency.

Recently designed for high-power trucks, two compressors connected in series have been used. The former injects fresh air into the cylinders, and the latter generates mechanical energy, which is fed to the motor shaft by means of a gearbox and a hydraulic clutch. Thus, the efficiency of diesel engines can be increased to about 40-44%.

Significant advances in the efficient use of waste heat in the operation of reciprocating piston engines have been made in experiments with adiabatic engines complete with powerful gas turbines, but the high cost of these engines, as well as their low resources, do not allow for industrial use them.

It is an object of the present invention to provide a combined piston engine of high efficiency and high reliability, versatile in purpose and suitable for wide industrial applications.

The essence of the invention consists in the effective use of the heat of cooling and the heat of the exhaust gases emitted by the operation of an internal combustion engine to produce steam driven by an external combustion engine. The latter can be both a piston steam engine and a steam turbine.

The realization of the idea of utilization of both types of waste heat is achieved with the help of an internal combustion engine consisting of one or more insulated combustion cylinder sections, of a reciprocating steam engine consisting of one or more insulated combustion cylinder sections. or a steam turbine, a piston pump, for a higher and a series of heat exchangers, combined in a common structural design.

The production of steam in the combined piston engine is carried out by gradually increasing the temperature of the coolant of the cylinder section by internal combustion by forcing it through a series of heat exchangers. This is done in the following sequence: - The coolant released into condensation is condensed. . with the help of a high-pressure pump, it is simultaneously pumped into a © steam exhaust heat exchanger and a pre-heating exhaust gas exchanger and then liquid. the shaft passes into the cooling ducts of the internal combustion cylinder section where it is heated to high temperature. From the ducts of the internal combustion cylinder, the fluid passes through a heat exchanger heated to a high temperature of the exhaust gas, where the liquid is converted into steam, which is piped to the steam injector steam injectors or to the steam turbine inlet. .The steam exhausted from the steam engines is passed through the exhaust heat exchanger and the associated condenser for liquefaction, and the liquefied coolant is supplied to the heat exchanger by means of a high pressure pump. pre-heating cycles, after which the cycle is repeated.

The mechanical design of the combined piston engine consists of one or more thermally insulated combustion cylinders, one or more combustion cylinders or a steam turbine, wherein the cylindrical sections are arranged symmetrically, unilaterally or bilaterally around a hermetically sealed cartridge. a single-shaft or • • • • two-shaft crankshaft or crankshaft crankshaft mechanism is mounted, and in the interior of each cylinder there are two pieces of opposite monolithic or articulated pistons, each of which is connected by at least one or two elbows to one shaft by means of one or more axially bearing piston rods directly, by traverses or by additional pistons and synchronizing rods, and by single or double channel scaffolds and ball bearings or reels and reel bearings. or a two-shaft timing mechanism, wherein the pistons together with the associated piston rods, sleepers, auxiliary pistons, timing rods, stage and ball bearings, reels and reel bearings form two or more movable piston groups of the same mass, which are connected to each other by opposite crankshaft elbows of the synchronization mechanism, and hydraulic or compressor cylinders are mounted on the crankcase and on the cylinders of the cylinders, the pistons of which are connected directly to the pistons rods or directly to the back of the synchronization mechanism.

Internal combustion engines can be either monolithic or composite. The monolithic cylinder section is a cylindrical sleeve with symmetrically formed flanges at its ends, with mounting holes and inlet and outlet openings necessary to use the pusher space to compress fresh air. In the two-stroke version, fresh air and exhaust windows are formed in the cylinder sleeve body, which are connected through flanges through flange fittings to secure the fresh air and exhaust gas pipelines. Furthermore, in the body of the cylinder liner are formed holes with threaded joints for securing the injectors for fuel injection, and gorivopodgryavashti gorivozapalitelni candles, as well as _with ···· ···· · · Q · · · · · · · · ···· high pressure cooling ducts ^: ..: '

connection tips.

Suction and exhaust valves are installed in the middle of the cylinder sleeve instead of the fresh air and exhaust windows in the four stroke design. The suction and exhaust pipe connection flanges are located peripherally in the middle of the cylinder sleeve.

The composite CS is characterized by the fact that it consists of two cylindrical bushings with symmetrically formed flanges at their ends, with openings for fixing and openings for the inlet and outlet air, which are interconnected through a central distribution body. In the two-stroke mode, fresh air or exhaust gases connected to the respective flanges are formed in each cylinder sleeve, and in the central distribution body are also fitted through threaded connections, fuel injectors, fuel heating and spark plugs. In addition, intake air or exhaust gas valves can be installed in the central distribution unit, which contributes to a significant acceleration and improvement of gas exchange in the cylinder chamber operating chamber.

In a four-stroke design, the supply of fresh air and exhaust gas is carried out only through the respective valves located in the central distribution body. Given that the valves are transverse to the axis of the cylinder section, the design of the central distribution body allows it to be fitted with more than four valves per cylinder section, which contributes to a significant reduction in the resistance to filling the workspace with fresh air and exhaust gas release.

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In addition, the construction of a price-alloy body allows the working space of the cylinder section to be divided into two equal separate spaces in which independent work processes can be organized over a four-stroke duty cycle.

To reduce the friction in the cylinders, as well as to increase the operating temperature of the combustion sections of the cylinders, the inner working surfaces of the cylinders are covered with thermally conductive technical ceramics. For the same purpose, the pistons of these cylindrical sections are made up of several stepped metal-ceramic bushes that are mounted on a metal or metal-ceramic base, and from the front of their pistons are closed with heat-insulating metal-ceramic washers. In the annular grooves formed by the stepped bushings, two pieces of metal-ceramic self-sealing segment rings are mounted, which increase the durability of the piston cylinder group.

The self-sealing segment rings have a rectangular cross-section, and at one end there is an extension with a ring niche in which the other end of the ring is located. The rings are mirrored in pairs in one channel so that their extended parts match and their slots are displaced relative to each other. The composite design of the pistons is preferable to the monolithic, because of the difficulties that arise in placing the ceramic metal rings in the channels, given their low elasticity.

The external combustion cylinder section does not differ significantly from the internal combustion cylinder section, except that instead of fuel injectors, fuel heaters and spark plugs are fitted in the middle of the cylinder. a: steam and exhaust valves. In addition, the inner working surface of the cylinder is covered with thermal insulation technical ceramics, and its body is made without cooling ducts.

The synchronization mechanism of the combined reciprocating engine may be single or double shaft crankshaft or crankshaft. The synchronization of the pistons of one or two cylindrical cylinders symmetrically arranged around the crankcase is carried out by one or two crankshafts, each of which contains one or more groups of three knees arranged in one plane, with their middle knees opposite. 180 ° relative to the lateral knees. To each knee of the synchronization mechanism are mounted scaffolds with ball bearings or reels with reel bearings. In single-shaft crankshaft synchronization mechanisms, the scaffolds are single-channel with perpendicular or inclined grooves relative to the axes of the associated piston or synchronization rods, and in two-wave synchronization mechanisms, the scenery are dual-channel and may also be perpendicular or inclined. When using backdrops with sloping backwash channels, a favorable load is applied to the backdrops, backstage bearings and the knees of the synchronization mechanism when passing through an upper dead point. The ball bearings are part of the synchronization mechanism and can be either sliding or rolling, and when using the rolling bearings, the crankshafts of the synchronization mechanism are designed to be assembled. When using roller bearings, at least two or three roller bearings are provided in each scaffold channel, whereby two or three longitudinal work runs are formed in the scaffold, which are symmetrically arranged on both sides of the scaffold so that opposite / ιφέτό: 'is: ΉΒο & κόρπΜΟ for the free discrepancy between the stage and the bearings whose outer shells move in the opposite direction to the bearing axes.

In two-shaft synchronization mechanisms, except through two-channel scaffolds and ball bearings, reels and reel bearings, the shafts of the synchronization mechanism are connected to one, two or more pairs of gears, and mechanical energy can be derived from both one and from both shafts simultaneously.

Depending on the number of piston and timing rods, as well as their position relative to the crankcase and cylinders, the mechanical construction of each cylinder section may have several variants.

In the first embodiment, the mechanical structure has three piston rods arranged in a plane passing through the longitudinal axis of the cylinder section and parallel to the axis of the crankshaft of the synchronization mechanism. In this embodiment, the piston rod of the piston distal to the crankcase, which we will call outwardly, extends axially through the inner piston and is connected to the middle F of the timing mechanism. The sealing between the piston rod and the body of the first piston is accomplished by means of heat-resistant graphite seals. To reduce friction and heat transfer from the working chamber through the piston rod of the outer piston to the stage, this piston rod is mounted in a cylindrical sleeve made of technical thermal insulation ceramics. The first piston is synchronized with the help of two piston rods, fixed to the rear of the piston and connected to the two lateral scaffolds of the synchronization mechanism.

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In the second embodiment, the synchronization ^: the plug is made by means of two piston and two synchronizing rods, all the rods being arranged in a plane parallel to the crankshaft of the synchronization mechanism. In this embodiment, the first piston is connected to the middle stage by its piston rod, and the second is connected to the lateral two scenes by a piston rod and an intermediate compressor piston to which the two synchronizing rods are fixed.

In a third embodiment, the pistons of each cylinder of the cylinder section are connected to the timing mechanism by two piston and four timing rods. The first piston is connected by a piston rod fixed to the middle stage of the synchronization mechanism, and the second piston is connected by its piston rod to an additional piston or a crossbar to which two pairs of synchronizing rods are fixedly connected, each pair of synchronizing rods. is connected to one of the two frames of the synchronization mechanism. The two pairs of timing rods are located in two different planes passing through the lateral scenery and are perpendicular to the axis of the timing mechanism.

In a fourth embodiment, each cylinder section comprises two cylinders in parallel, and the four pistons are synchronized by means of four piston and two synchronizing rods. The inner two pistons, through their piston rods, are directly connected to the two lateral faces of the synchronization mechanism, and the outer two pistons via an intermediate piston or beam are connected to a pair of synchronization rods, which are fixedly fixed to the middle annulus of the synchronization mechanism. The two synchronization rods lie in •

plane perpendicular to the axis of the synchronization mechanism and passes through the middle stage.

In the embodiments described above, the synchronization mechanism can be either single-shaft or double-shaft, crankcase or crank. In addition, the synchronization mechanism can be monolithic or composed of two or more parts containing three knees, and the connection between them is made by a slotted connection or an electromagnetic connector.

Compared to the known combined piston engines, the combined piston engine of the present invention has a number of advantages, more important of which are the following:

• High efficiency due to the efficient use of both waste heat - the heat dissipated during cooling of the internal combustion engine and the exhaust heat.

• Low noise, which is achieved by the thermal insulation of the cylinder sections with internal and external combustion, as well as the forced passage of exhaust gases through the maze of pipes of heat exchangers.

• Durability achieved by eliminating friction between pistons and cylinders, lack of vibration, due to the easy and complete balancing of moving parts and unloading of the main bearings by gas forces.

• High single output of the combined piston engine, which is achieved thanks to the short crankshaft and complete balancing of the engine, which is achieved even with a single cylinder section.

_{e is} · ··· · ·· · • The cylinders of both cylindrical sections are loaded axially by the gas forces and can be considerably lightened.

• Cylinder sections with internal and external combustion can directly convert the chemical energy of fuels into pneumatic and hydraulic energy, which can be successfully used for the accumulation and recovery of energy in vehicles and in many other special machines.

• The short crankshaft and the compact mechanical design of the cylinder sections allow the construction of a combined piston engine of modular type with very high power and the ability to manually or automatically switch on and off the modules depending on the immediate needs of the driven machine.

• The arrangement of the cylinder sections in one plane allows compact engines to be constructed, which can be fitted very low in different vehicles, thus reducing their center of gravity.

• The design and shape of the combustion cylinder sections, as well as the minimum friction in the piston-cylinder group, allow the operating temperature of the sections to rise to the limits that can be successfully controlled by modern technical means and materials.

• The two- and three-step recovery of heat by heat exchangers placed along the coolant path allows the temperature of the exhaust gases and exhaust steam to be kept to a minimum, which results in the efficient use of this heat and its conversion into useful work.

•

Preliminary calculations show no. Comparison of other combined engines, the efficiency of the combined piston engine according to the present invention can reach 65

70%, and when using recovery in some vehicles

up to 85-90%.

The design of the combined piston engine is further elucidated by the following figures, where:

• Figure 1 - is a longitudinal section of one cylinder section of internal combustion and one cylinder section of external combustion, connected to a common two-shaft crankcase synchronization mechanism with mechanical and hydraulic energy output and synchronization rods, according to the first variant embodiment of the mechanical construction • Fig. 2 - longitudinal section of one cylinder section with internal combustion and one cylinder section with external combustion, connected by a common single-shaft crankcase synchronization mechanism, filled with sliding ball bearings and outputs per meter. mechanical, pneumatic and hydraulic energies according to the second embodiment of the mechanical construction • Fig. 3 - is a longitudinal section of one cylinder section with internal combustion and one cylinder section with external combustion, connected to a common two-shaft fully supported crankcase synchronization mechanism and outputs of mechanical, pneumatic and hydraulic energies and synchronizing rods, according to a third embodiment of the mechanical structure • Figure 4 - is a longitudinal section of a two-cylinder internal combustion section and is the bottom two-cylinder combustion section connected to a common synchronization mechanism and outputs of pneumatic and hydraulic energy, and

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¹³ *: ./.:. synchronizing rods according to the fourth embodiment of the mechanical structure • Fig. 5 is a longitudinal section of a cylindrical internal combustion section made according to a third variant in a plane perpendicular to the axis of a two-shaft crankcase synchronization mechanism perpendicular to the piston and timing rods and output of pneumatic and mechanical energy.

6 is a longitudinal sectional view of an internal combustion cylindrical section made in the third embodiment in a plane perpendicular to the axes of a two-shaft crankcase synchronization mechanism with tubular grooves inclined towards the piston and timing rods and the output of pneumatic and mechanical energy.

Fig. 7 is a longitudinal section view of a cylindrical internal combustion section according to a second embodiment of a mechanical structure in a plane perpendicular to the axis of a two-shaft crank-synchronizing mechanism and an output of pneumatic and mechanical energy.

• Fig. 8 is a longitudinal section view of a cylinder of a monolithic two-stroke internal combustion cylinder section.

Fig. 9 is a longitudinal section view of a cylinder of a compound four-stroke internal combustion cylinder section and a central valve body with four valves.

• Figure 10 - is a longitudinal section view of a cylinder of a compound four-stroke internal combustion cylinder and a central valve body with eight valves.

• Figure 11 - is a longitudinal section view of a cylinder of a compound four-stroke internal combustion cylinder section and

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Fig. 12 is a cross-sectional view of a cylindrical internal combustion section of Fig. 2A-A.

• FIG. 13 is a cross-sectional view of a cylinder section of internal combustion of Fig. 3B according to B-C.

• FIG. 14 is a cross-sectional view of a cylindrical internal combustion section of FIG. 4 according to C-C.

• FIG. 15 is a longitudinal section view of a composite piston of a two stroke internal combustion cylinder section.

• FIG. 16 is a view of a self-sealing segment ring.

• FIG. 17 is a sectional view of a crankshaft section and a center stage with three rolling bearings of FIG. 4; FIG. 18 is a longitudinal section view of a combined reciprocating engine made up of two pairs of cylindrical sections with internal and external combustion arranged symmetrically, bilaterally around a crankcase with a single-shaft crank-timing mechanism and a diagram of the connections between the mechanical construction of the engine and the associated heat apparatus .

• FIG. 19 is a longitudinal section view of a combined piston engine comprising four two-cylinder internal combustion sections arranged symmetrically bilaterally about a single-shaft crankshaft synchronization mechanism and a diagram of the connections between the mechanical structure of the engine, the heat apparatus and the combustion engine, which in this case steam turbine.

The mechanical design of the combined piston engine according to the first variant embodiment consists of an internal combustion cylinder 30 and an external combustion cylinder 36, which are disposed w · · · · · · **.

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A closed crankcase 9, inside which is mounted a two-shaft crankshaft synchronization mechanism with a crankshaft 14. Inside each cylinder 30 and 36 are mounted two pieces of reciprocally assembled pistons 24,31 and 43,38 which are

fixedly coupled to the backs of the timing mechanism, with the pistons 31 and 38 through the piston rods 18 and 42 being connected to the middle scenes 15 and 56, and the pistons 24 and 43 being connected to the lateral scenes 10,11 and 52,53 by the pairs of piston rods for internal combustion cylinders 16 and 17, and for external combustion cylinders 44 and 46. The piston rods 18 and 42 pass axially through the pistons 24 and 43, and the sealing between the pistons and rods is accomplished by means of graphite gaskets, not shown in the figure. reducing the heat transfer from the working chamber to the crankcase, pushing The rods 18 and 42 are housed in bushings made of thermal insulation technical ceramics. For the same purpose, the crankcase is separated from the cylinder sections by means of thermal insulation flanges 21 and 49. The fresh air supply to the internal combustion cylinder section is accomplished by utilizing the propeller spaces of both cylindrical compression sections using intermediate bodies 23 and 48 with integral non-return valves. Not listed in the figures and valves 33,33a and 35,35a incorporated in the closure flaps 32 and 34 of the cylinder sections 30 and 36. Fuel injection into the working chamber of cylinder 30 is carried out by means of an injector 28, and steam injection into cylinder 36 is carried out by steam injectors 40 and 41. Fresh feed inc uh in the cylinder section with internal combustion is performed by windows built into the body of the cylinder terminating in a flange 26a, and the exhaust gases are discharged through the windows with the flange 26. Removal of spent steam ·· ·· ·· ·· - ¹⁶ '. * ·::.:: *. * .. ··::: done through channels similar to channels w: w | 4H-ndrovaza sekTsi4. with internal combustion and a valve located in the middle of the cylinder not shown in the figure. This valve remains in the open position during the piston movement to the upper dead point and closes immediately before steam is injected into the cylinder.

To reduce heat loss, the cylinder sections are insulated with thermal insulation 25 and the cooling ducts 27 are designed for high pressure operation and high operating temperature of 350-400 ° C.

The connection between the two shafts of the synchronization mechanism is made by means of gears 1,12,54,55 from one shaft and the gears 1a, 12a, 54a and 55a of the other shaft, not shown in the figure. For the production of hydraulic energy, three cylindrical hydraulic pumps 3 and 64 are fixedly mounted to the free wall of the crankcase and axially of the cylinder sections. The pistons of the hydraulic pumps 3 and 64 are fixed to the backs of the timing mechanism, wherein the middle pistons 5 and 61 are connected to the middle linkages 15 and 56 and are tensile, and the hydraulic piston side pistons 4.66 and 60.62 are respectively connected to the lateral frames 10.11 and 52.53 and are pressurized. The bearing of the piston rods 16,17,18,42,44 and 46 is carried out by bearing bushes 19,20,22,50,47 and 51, and the hydraulic pistons 4,5,66,63,61 and 60 are mounted in bushes 8,7,6,59,58 and 57.

The mechanical design of the combined piston engine according to the second embodiment consists, as in the first variant, of a single cylinder combustion section and one cylindrical combustion section arranged symmetrically one-sidedly around a crankcase 9, within which a single shaft is arranged crankshaft synchronization mechanism with full crankshaft 14. In each of the cylinders 30 and 36 are mounted two opposite lying ·· ·· ·· .. ··. , ··, pistons 24, o * 1 '* and ** 3b, «$ 3.

The piston 24, by means of a piston rod 18, pivoted axially into the sleeves not shown in the figure, is directly connected to the coupling 15, and the piston 31 is connected via its piston rod 74 to the intermediate body 72, and the sleeve 73 is connected to the compressor piston 75, which is synchronized via rods 16 and 17, which are mounted in bushes 70 and 76, are connected to clips 11 and

10.

The piston 43 of the cylinder 36 through its piston rod 91, which is mounted in the intermediate body 48, is fixedly connected to the middle stage 56, and the piston 38 through its piston rod 42, which is mounted in the intermediate body 87 and the sleeve 83 is connected to the compressor piston 80, which through the synchronization rods 89 and 91 is connected to the scaffolds 52 and 53. Intermediate bodies 23,72 and 48,87 were installed for the intake and extraction of compressed fresh air into the piston spaces of cylinders 30 and 36. To reduce heat loss, cylinders 30 and 36 are externally thermally insulated with thermal insulations 25 and 37, and are discharged to the crankcase by thermal insulation flanges 21 and 49. To the opposite side of the crankcase, to cylinders 30 and 36, by thermal insulation flanges 68 and 85, compressor cylinders 71 and 77 are installed, which serve to compress the gases needed for industrial purposes. The gas intake and discharge is performed through valves 33,33a and 35,35a, with single-acting compressors. In the case of double acting, gas intake and removal is performed by check valves mounted at the base of the compressor cylinders, which is not shown in Figure 2.

According to a second embodiment, the timing and piston rods 16.17 and 18.74 for cylinder 30 and 89.90,42, 91 for cylinder 36 are arranged in a plane passing through the axis of the crankshaft of the timing mechanism. For cylinder 30, this is shown in FIG. 12, which is a compressor cylinder 71 of AA. Along with the possibility of receiving pneumatic energy, the variant solution also has the output of hydraulic energy, which is realized by means of two three-cylinder hydraulic pumps of positions 3 and 64. The hydraulic pistons of these pumps, as in the first variant, are fixed to the scenery behind the clock. In view of the different kinematic scheme of the synchronizing and piston rods in this embodiment, the middle hydraulic pistons 5 and 61 associated with the middle housings 15 and 56 are pressurized and the side pistons

4.66 and 62.60 associated with the respective backstages 11.10 and 52.53 are tensile. The use of three-cylinder hydraulic pumps promotes a symmetrical distribution of forces / acting on the crankshaft elbows and relieves the crankcase and main bearings of the crankshaft from loading.

In the third embodiment (FIG. 3), the mechanical design of the combined piston engine consists of a cylindrical internal combustion section and a cylindrical external combustion section arranged one-sidedly around the crankcase 9, and a single-shaft crankcase is located inside the crankcase. with full crankshaft 14. As in the previous variants, two opposite pistons 24,31 and 38,43 are mounted in each of the cylinders 30 and 36. The piston 24 is connected by a piston rod 18 axially to the intermediate body 23 and the bearing sleeve 20, (FIG. 3) is connected directly to the middle stage 15, and the piston 31 is connected via its piston rod 74, which is supported in the intermediate body 72. with a compressor piston75, which is connected by means of the synchronization rods 16,16a and 17,17a (Figs. 3 and 13) to the nozzles 11 and 10. The piston 43 of the cylinder 36 is connected by its piston rod 91, which is supported in the intermediate body 48, to a fixed position. with a middle stage 56 and a piston 38 through the piston

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the piston 80, which is connected to the sockets 52 and 53 by means of synchronization rods 89,89a and 90,90a. The introduction and removal of the compressed fresh air from the piston spaces of cylinders 30 and 36 is carried out through intermediate bodies 23,72 and 48,87 and check valves 96,96a, 94,94a, 81,81 a and 95,95a (Fig. 3B). ).

Reduction of heat losses in this variant is realized by means of thermal insulations 25,37 and thermal insulation flanges 21,68,85 and 49.

In the third embodiment, in addition to mechanical, there is output of pneumatic and hydraulic energy. The pneumatic outlet is carried out by means of compressor cylinders 71 and 77 and valves 33,33a and 35,35a, and the hydraulic outlet is carried out by means of single-piston hydraulic pumps 3 and 64 and their respective check valves 97,97a and 98,98a (Fig. 3B). ).

In this embodiment, the hydraulic pistons 5 and 61 are directly connected to the center bearings 11 and 56 of the timing mechanism and are pressurized.

In both the first and second variants, and in the third variant, the crankshaft synchronization mechanism is provided with sliding ball bearings.

The injection of fuel into the working chamber of the cylinder 30 is carried out with the help of an injector 28, and the steam injection with injectors 40 and 41. Exhaust steam is removed by means of windows and valves not shown in Fig. 3.

In the fourth embodiment of FIG. 4, the cylinder sections are two-cylinder, wherein the two cylinders can be both stand-alone and connected to each other by a through hole. The through hole design is desirable in order to ensure uniform gas pressure in both cylinders of the section in the event of possible 20 difference in the amounts of injected / fIrrIrut IzEkUbrIce 28 (Figure 4). The same pressure in both cylinders is obtained when the injection of fuel is carried out in the through hole between the cylinders by only one injector. In this case, the through hole is shaped as a combustion chamber in which a high temperature during operation is ensured.

As with the previous variants, two cylindrical pistons are mounted in each cylinder, in which case their number is twice as large. Thus, in the cylinder section 30, pistons 24 and 24a are mounted, which through their piston rods 18 and 18a are connected directly to the lateral two pylons 11 and 10, and opposite the pistons 31 and 31a, through their piston rods 74 and 74a, the compressor piston 75 and the synchronizing rods 16 and 16a (Figures 4 and 14) are fixedly connected to the piston 15.

The pistons 43 and 43a of the external combustion cylinder section 36 through their piston rods 91 and 91a are connected directly to the side two housings 52 and 53 of the synchronization mechanism, and opposite pistons 38 and 38a through their piston rods 42 and 42a, compressor piston 80 and timing rods 89 and 89a are fixedly connected to the center stage 56.

As in the third embodiment, the outlet of pneumatic energy is accomplished by means of compressor cylinders 71 and 77, respective additional compressor pistons 75,80 and their respective piston valves 33,33a and 35,35a.

The intake of fresh air internal combustion cylinders is supplied through the intermediate bodies 23,23a; 72,72a; 48.48a and 83,83a, as well as through their respective non-return check valves.

The hydraulic energy in this variant is output by two three-cylinder piston pumps positions 3 and 64, wherein the three threads are hydraulic piston rods fixedly connected * and directly to the respective nozzles by the synchronizing crank mechanism. The ball bearings in this variant are made up of three rolling bearings. This is more clearly shown in FIG. 17, where on a larger scale are shown the roller bearings and runways.

The synchronization mechanism of the combined reciprocating engine may be provided both with single-channel dams and with dual-channel scenes. In addition, their scaffold grooves may be perpendicular to the axes of the piston or synchronizing rods u or inclined.

A synchronization mechanism with two-channel scenery and perpendicular arrangement of scaffold channels is shown in Fig. 5. The roller bearings 102 and 102a are, in this embodiment, as shown in the figure, rolling. Unlike sliders, the ball bearings may or may not be encapsulated! require minimal lubrication. Considering that the crankcase of the combined piston engine is sealed, it does not

I can penetrate the exhaust gases that chemically break down the crankcase oil. Thanks to this, the oil can keep u

its lubricating properties throughout the life of the combined piston engine. Piston lubrication is not an object of the present invention, but in all cases it will be performed independently and independently of lubrication of the synchronization mechanism.

A synchronization mechanism with inclined channel channels is shown in FIG. 6. The ball bearings, as in the case already considered, are rolling. The sloping back channels provide more

I favorably load the crankshaft elbows as they pass through the upper dead center, which is why they are preferred, especially when the combined piston engine is

T t · made as a diesel with high indicator pressure.

In addition to the crankshaft, the synchronization mechanism can also be designed as a crank crank. This is illustrated in FIG. 7, where the positions 100 100a denote two cranks of a two-crank crank mechanism that are fixedly connected to the piston rod 5, through the bracket 101. In this case, the piston rod 5 is common to the piston 24 and the hydraulic piston of the hydraulic pump 3.

As already noted, the pistons in the © internal and external combustion sections can be either monolithic or composite.

A longitudinal section of a composite piston is shown in FIG. 15, where position 24.1 shows the metal or ceramic base of a piston 24, and position 24.2 shows step ceramic bushings. Heading 24.3 indicates a heat-insulating ceramic washer which is pressurized with a metal ring 24.5 made of special heat-resistant steel to ensure its mechanical strength. The connection between the metal ring and the 0 ceramic base can be made by gluing or riveting, which is not shown in the figure.

In the grooves formed between the base, the stepped bushings and the heat-insulating washer 24.3, two self-sealing rings are mounted. An outline of these rings is shown in Fig. 16.

The effect of the combined piston engine made with two internal combustion sections and two cylinders with external combustion is clarified by FIG. 18, and the effect of the combined piston engine made with four two-cylinder internal combustion sections and steam turbine is clarified .19.

The action ·· ·· ·· ··. *. · »·· ···· ι: j ²³ : · *:: of the combined“ piston engine ”in Fig. 18 is the following: after the initial rotation of the flywheel 67, with the help of a starter, the pistons 24 and 31 of the cylinder 30 are approached. to each other, compressing the fresh air between them. Shortly before the pistons pass through the upper dead center, fuel is injected through the injector 28, which ignites with the help of heating or spark plugs, causing the pistons 24 and 31 to be separated. At the same time, through the crankshaft of the synchronizing mechanism, the pistons of the opposite-lying cylinder 16 and 17 begin to approach, preparing cylinder 118 for operation. Shortly before the upper dead point between the pistons 116 and 117, a portion of the fuel is ignited through the injector 28a, which ignites, causing the pistons 116 and 117 to be separated and the pistons 24 and 31 to approach, and then the cycle is repeated. This means that the internal combustion engine consisting of two cylinder sections of internal combustion has started to run and idling the cylinder sections with combustion. The idling of the combustion sections of the cylinders continues to raise the coolant temperature to a degree of steam generation. During this preparation, the circulation of the coolant does not occur because the pumping pumps 113 and 113a are not signaled for switching on by the control equipment (thermostat and pressure sensor) not shown in the figure.

During the start-up process, the exhaust valves 115 and 115a are opened so as not to impede the operation of the combustion cylinder sections.

After reaching the required temperature and pressure, the control apparatus switches on the pumping pumps 113 and 114, whereby the coolant pumped from the condenser 114 is fed to the pump. ···· · J · ol ·· · · 1 · · 1 · j ϊ:

za * *, · * ·· * * · »·· ··· for preheating in heat exchangers? for exhaust steam 111,111a and exhaust heat exchangers 112,112a. Next

leaving the preheat heat exchanger, the coolant enters the cooling ducts of the internal combustion cylinder section, where it is further heated to a predetermined temperature. After leaving the cooling ducts, the liquid is fed into heat exchangers 106,106a, where it evaporates and raises its temperature from the inlet exhaust gas coming directly from the outlet manifolds of the combustion cylinder sections.

After reaching the proper temperature and pressure, steam reaches the steam injectors 115 and 115a via steam lines 107 and 107a, which periodically, before reaching a dead center point, is fed between the pistons of one or the other combustion sections of the cylinder.

The operation of the combined piston engine with four two-stroke internal combustion and steam turbine sections of Fig. 19 is as follows: after rotation of the flywheel 67, the pistons 24,24a and 31,31a of the first cylindrical section begin to approach one after the rotation of the flywheel 67 to another by compressing the fresh air between them. Shortly before reaching the upper dead point in the space between the pistons, a portion of the fuel is injected through the fuel injectors (not shown in the figure), which is ignited by heating or spark plugs. After overcoming the upper dead point, the pistons from the first cylinder section are separated from each other, and the pistons from the second cylinder section 124,124a and 125,125a begin a compression stroke. With the movement of the pistons of the first and second cylinder section through the crankshaft of the synchronizing mechanism is in motion and ·· ·· / ^25:: piston 324,324a and 331,331a from the third and boucle · '' 424,424a '''and the fourth 431,431a cylinder sections, wherein the ignition phase of the third and fourth cylinder sections is displaced 90 ° relative to the ignition phases of the first and second cylinder sections.

Upon reaching the set temperature and pressure parameters, the control apparatus (not shown in the figure) sends a signal to activate the electromagnetic connector 119, which includes a high pressure pump 113.

By switching on the pump 113, the coolant pumped from the condenser 114 is fed to the preheat exchanger with exhaust steam 111 and the exhaust gas 112. After leaving the preheat exchanger, the coolant enters the cooling ducts of the cylinder sections of the cylinder sections. combustion, where it is further heated to a predetermined temperature and pressure. After leaving the cooling ducts, the coolant is fed to a heat exchanger 106, where it evaporates and further raises its temperature from the exhaust gases entering the heat exchanger directly from the outlet manifolds of the internal combustion cylinder sections. After reaching the proper temperature and pressure, steam is drawn through steam line 107 to a turbine 116 which, directly or through an electromagnetic clutch and gearbox, transmits its energy to the crankshaft of the internal combustion engine.

The steam exhausted from the steam turbine is fed to the preheat exchanger 111 and then fed to the condenser 114 for liquefaction and repetition of the cycle.

In addition to mechanical energy, the combined piston engine (Fig. 19), through its compressor cylinders and pistons, also produces pneumatic energy with parameters that depend on · oh · ·. the circuit of the compressor cylinders.

When high-pressure pneumatic energy is output, instead of air-cooled, the compressor cylinders can be used to pre-heat the coolant, which will increase the efficiency.

Claims (13)

Patent Claims Combined piston engine, characterized in that it consists of at least one cylindrical section of a piston internal combustion engine, one or more cylindrical sections of a piston steam engine or steam turbine connected to each other by a steam condenser (114). Exhaust Steam Coolant Pre-Heat Exchanger (111), Exhaust Coolant Pre-Heat Exchanger (112), Exhaust Gas Heat Exchanger (106) Connected Directly to Exhaust Gas Collector of a reciprocating internal combustion engine, pipelines, connecting in series the steam condenser with a pumping pump (113) and the parallel connected preheat heat exchangers (111) (112), which are connected by means of pipelines (108) to the cooling channels of the cylinder section of the engine internal combustion and the outlet of the cooling ducts is connected to the exhaust heat exchanger (106), which is connected directly to the steam injectors (40) (41) or to the inlet of the steam turbine (116) via a steam line (107), at which the cylinders of cylinder internal and external combustion sections are arranged ..... symmetrically one-sided or double-sided around a hermetically sealed crankcase, in which a single-shaft or two-shaft crankcase or crankshaft synchronization mechanism is mounted, and two pieces are arranged inside each cylinder. Opposite monolithic or composite pistons, each of which, by means of one or more axially mounted piston rods, directly, by beams or by additional pistons, and by single or double channel scaffolds and ball bearings, reels and casting bearings are connected to at least one or two elbows of one or two-shaft crankshafts O-ring or crankshaft synchronization mechanism, whereby the pistons, together with the associated piston rods, sleepers, auxiliary pistons, synchronizing rods, scaffolds and rocker bearings roller bearings, forming at least two or more movable piston groups of equal masses, which are connected to each other by opposing knees of the timing mechanism and to the crankcase and the cylinders of a cylinder these sections are fitted with hydraulic or compressor pumps, the pistons of which are connected directly to the piston or timing rods or to the scenes of the crankshaft timing mechanism. Combined piston engine according to claim 1, characterized in that the cylinders of the cylinder sections with internal and external combustion can be both monolithic and composite. Combined piston engine according to claims 1 and 2, characterized in that the monolithic internal combustion cylinder is a cylindrical sleeve with symmetrically formed flanges at its ends with fixing holes and openings for inlet and outlet air and in the body of the cylinder sleeve. are shaped • · * · 28 ·::: Cooling ducts for low or high draft * cacti * and openings for fresh air and exhaust gases. Also openings with threaded connections to which fuel injectors, fuel preheaters or spark plugs are mounted .. Combined piston engine according to claims 1,2 and 3, characterized in that the monolithic external combustion cylinder is a cylindrical sleeve with symmetrically formed flanges at its ends with fixing holes and openings for inlet and outlet air, and in the middle part cylinders are fitted with steam injectors and exhaust exhaust valves. Combined piston engine according to Claims 1,2 and 3, characterized in that the composite internal combustion cylinder consists of two monolithic cylindrical sleeves with symmetrically formed flanges with fixing openings and inlet and outlet openings , which are fixedly connected to each other by means of a central distributor in which the inlet air and exhaust gas valves are fitted with corresponding passageways ending in flanges to secure the inlet and exhaust gas pipelines, and with the assistance of you nt connections to the central distributor unit are injected β fuel injectors, fuel preheaters or spark plugs. Combined piston engine according to Claims 1,2 and 4, characterized in that the composite external combustion cylinder section consists of two monolithic cylindrical sleeves with symmetrically formed flanges with fixing holes and inlet and outlet openings, which are fixedly connected to one another by a central distributor housing steam injectors and exhaust exhaust valves. 7. Combined reciprocating piston engine 1. characterized in that the internal surfaces of the combustion cylinder sections are covered with thermally conductive technical ceramics. Combined piston engine according to claim 1, characterized in that the inner surfaces of the steam cylinders are coated with thermal insulation technical ceramics. Combined piston engine according to claim 1, characterized in that the composite pistons of the KBM are a metal or metal-ceramic base, fixed and coaxially to which one, two or more metal or metal-ceramic stepped bushings are mounted, which from the piston head are closed with a heat-insulating washer, wherein the base together with the step sleeves and the heat-insulating washer form a cylindrical body with annular grooves, each of which has two pieces of self-sealing segment mounted our rings. Combined piston engine according to Claims 1 and 9, characterized in that the self-sealing segment rings are cut metal or metal-ceramic rings with a rectangular cross-section at one end of which there is an extension with a ring niche in which is the opposite portion of the ring, wherein the outer surface of the niche is in close contact with the inner cylindrical surface of the opposite portion of the ring. Combined piston engine according to claims 1,9 and 10, characterized in that the self-sealing segment rings are mounted in pairs in the annular grooves of the component pistons, whereby their extended parts are placed in niches formed in the step bodies. the piston sleeves and the rings themselves are arranged in a mirror-like position so that their extended parts are aligned and their slots are displaced relative to each other. Combined piston engine according to claim 1, characterized in that the one-shaft or two-shaft crankcase synchronization mechanism consists of at least three single-channel or two-channel scaffolds with perpendicular or inclined to the axis of their piston rod grooves. 13. Combined piston engine according to claims 1 and 12, characterized in that each of the shafts of the one-shaft or two-shaft crankshaft synchronization mechanism is fixed fixed unilaterally or bilaterally to one, two or more piston or synchronizing rods which are bearing axially in one or more guide bearings. Fixed fixed in the crankcase or in the cylinder section body. Combined piston engine according to claims 1 and 12, characterized in that the crankshafts of the two-shaft crankshaft or crankshaft synchronization mechanism are interconnected by one, two or more pairs of gears. Combined piston engine according to claim 1, characterized in that the roller bearings can be either sliding or rolling, using at least two or three rolling bearings in each of the roller grooves for each purpose. respectively, two or three longitudinal runways are formed in the tunnel duct, which are arranged symmetrically on both sides of the tunnel duct, wherein the sections opposite to the runways are freed for free gap between the tunnel and the bearings, in which the outer shells move in a direction opposite to the bearing axes.