BG99345A - Internal combustion engine - Google Patents

Abstract

The engine which is of turbo-compressor type with direct injection of the fuel in the cylinders includes a cylinder block (1) with double-action pistons (27) connected to a crankshaft mechanism fitted in the engine body. In the middle of the cylinders there is at least one discharge hole (6) connected by a discharge canal (7) and manifold (8) to a turbocompressor (10). Each cylinder is closed on both sides by an upper (4) and a lower (5) head having a central hole (16), pistons (27) being hollow and fixed by their upper fronts to central coaxial tubular airducts (28) and by their lower fronts to hollow piston rods (29) fitted in the central holes (16) of heads (4,5). To airducts (28) and rods (29) there are blowing holes (31) mounted at distances from the fronts of pistons (27) equal to their travel. In the hollow of every piston (27) there is a fixed thin-wall body (32) for intensive cooling of piston (27). The upper heads (4) of cylinders (2) are airtight closed by cover (13) the inner space of which is connected by delivery tube (14) of turbocompressor (10).

Description

TECHNICAL FIELD

The invention relates to an internal combustion engine and in particular to a turbocharged engine is the direct injection of fuel into its cylinders.

BACKGROUND

ENGINEERING

Gasoline and diesel piston machines operating as two-stroke internal combustion engines are known. Their cylinders - one, two (or more in a block) are fixedly jointed axially or in an angle with the bodies of the motors and are hermetically sealed from their outer end with separate or common heads. Each head is fitted with one (or two) ignition-electric gasoline or fuel injection nozzles for a diesel engine. Each cylinder has exhaust and purge teams within its walls. For the gasoline engine, there is a third team connecting the engine crankcase through the carburetor to the atmosphere. Pistons with sealing segments are mounted in the cylinders. The pistons through a piston bolt are connected to a reel and the latter to a crankshaft, bearing at main bearings 6 of the engine body.

When moving in cylinders, the pistons carry out the gas-distributing processes in the engines, from the lower to the upper dead point they simultaneously execute the "exhaust gas", "purge" and "compression" cycles (after closing the outlets in the cylinders to their upper dead point ). In the case of a gasoline engine, shortly before the piston reaches its upper dead point, its lower edge connects the crankcase in which the space has been evacuated, through the carburetor to the atmosphere, and a fuel mixture is formed in the crankcase. Shortly before their pistons reach their upper dead point, a spark plug from the gasoline engine is fired into the cylinder compression chambers, which ignites the compressed fuel mixture, and a high pressure fuel is supplied to the diesel engine from the fuel injection nozzle, which also receives high pressure. ignites.

A "working" stroke begins in the cylinder, in which the high pressure gases push the piston from the top to the bottom dead point. After about two-thirds of its stroke, the piston, through its upper front edge, detects the outlet openings of the cylinder, and the gases with a pressure of about three bars leave it, whereby a "exhaust gas" stroke takes place. Shortly after the start of the "exhaust gas" stroke, the upper front edge of the piston detects the blow holes of the cylinder connected through the crankcase ducts, and the "blow" stroke of the cylinder with air in the diesel engine or with fresh air begins to take place there. a fuel mixture in a gasoline engine compressed into the crankcase by a piston as it moves from the upper to the lower dead point after closing the opening connecting the carburetor to the crankcase from its lower edge. Crankshaft "purge air or fresh combustion" and "exhaust gas" cycles run until the piston closes the vent holes in the cylinder wall when moving from lower to upper dead point. It then also closes the exhaust vents, terminates the "exhaust gas" cycle and begins the "compression" cycle of the fuel mixture or air to an upper dead point.

For two-stroke engines, the efficiency is low due to the inability to completely blow out the intrinsic cylinder space from the exhaust gases and the inability to fill it with air or with a fresh combustion mixture due to the gas flows of the exhaust gases and air (or fresh air). fuel mixture) are directional and partially mixed. In this case, the space above the outlet openings is a dead zone, unblown and unfilled.

In all piston two-stroke and four-stroke internal combustion engines using a crank mechanism, the gas and inertia forces in all phases of the gas distribution process load the pistons, piston bolt, crankshaft and crankshaft so that the cylinders generate forces in them, , which makes them elliptical. After several hundred working hours, due to the increase in the clearance between the pistons and the cylinders due to their mutual wear, the degree of pre-compression and the gas pressure in the cylinder stroke begins to decrease. The engine efficiency and engine power decrease in proportion to this wear, and its environmental performance deteriorates - it starts to smoke from burning oil in the cylinders.

It is an object of the invention to provide an internal combustion engine turbocharged with direct injection of fuel into its cylinders, higher liter power, higher efficiency and non-wearable elliptical cylinders, pistons and segments.

TECHNICAL NATURE

According to the invention, the problem is solved by having at least one exhaust outlet in the middle of each cylinder housed in a cylinder block connected via a discharge channel in its wall to a collector common to all cylinders. The manifold is connected to the turbocharger inlet. Each cylinder is sealed bilaterally sealed with upper and lower heads having central joints with the cylinder openings. Inside the cylinders there are hollow double acting pistons connected through their upper faces with central coaxial tubular air, and through their lower faces with hollow piston rods. The coaxial hollow air and piston rods are placed in the central teams of the upper and lower heads, with vent walls located on their walls, located at the piston heads at a distance along their course. In the cavity of the twin-acting pistons, made of two parts, are housed rigidly hollow thin-walled bodies to provide intensive cooling of the foreheads and walls of the pistons from the air passing through them. The upper heads are hermetically sealed with a lid whose inner space is connected to the turbocharger discharge pipe. For diesel engine variants, top and bottom heads are fitted with heating spark plugs and fuel injection nozzles for supplying high pressure fuel to the cylinder compression chambers. In the case of the petrol variant, electrical ignition coils are mounted in the upper and lower heads for igniting the compressed fuel mixture. It can be created in the traditional way by a carburettor mounted on the suction (or discharge) line of the turbocharger or by direct injection of low pressure fuel (injection) into the Air 6 cylinders of fuel injection nozzles mounted on them.

The twin-acting pistons, air ducts and piston rods thereto are sealed to the cylinders and central teams by means of at least two segments arranged in a single channel.

The hollow thin-walled bodies housed inside the cavity of the twin-pistons are connected to their foreheads by thin-walled tails provided with teams for connecting the cavity of the pistons to the inner teams in the air and piston rods.

The piston rods are connected by a circular wheel to the crank mechanism mounted in the body of the boom. The body of the motor is unshakable with the lower heads of the cylinder block.

The cylinders, pistons, piston rods and air ducts are not forced by the engine oil system. When the sealing segments of the twin pistons, piston rods and air ducts are made of metallographic self-lubricating material, the injected fuel will be further used as lubricant and the soot formed during its combustion inside the cylinders. When the sealing segments are made of metal, then it is necessary to add a very low concentration of oil to the injected fuel.

As already stated, the faces and walls of the twin-pistons, as well as the heads on the inside, are exerted very intense heat. Their cooling is effected by the fresh air required for the combustion process, which passes through them and blows the upper and lower halves of the cylinders.

The exhaust from the exhaust manifold rotates the turbocharger operating and discharge turbines.

The invention has the following advantages:

The twin-cylinder engine is a single-stroke, high-pressure (high or low) direct-injection turbocharged engine and can be compared to a similar diesel or petrol eight-cylinder four-cylinder or four-cylinder four-cylinder, four-cylinder and piston stroke and revs.

The total mass, mass of the moving parts of the engine and their inertial forces have been reduced many times.

It lacks the complex gas distribution mechanism with its power actuation, lubrication, inertial forces, compaction, friction, wear and adjustment, which simplifies construction.

A compressed-gas forced-flow circuit ensures complete purging and filling of cylinders with fresh air, which improves the engine's combustion process and increases its liter output.

The axial inertial forces of the linearly moving pistons, piston rods and air ducts are completely balanced by the counteraction of the gas forces of compression of the air in the other half of the cylinder in which they move, thus doing a useful job.

Cylinders, pistons, piston rods and ducts do not wear out elliptically due to the lack of forces pushing them as they move towards each other, and therefore the piston machine will not change its power after a long period of operation.

The engine will be more environmentally friendly because the fuel will burn under excess air in the exhaust manifold.

BRIEF DESCRIPTION OF THE DRAWINGS AND EXAMPLES OF THE PREFERRED EMBODIMENTS

An exemplary embodiment of the invention is elucidated by the enclosed figure 1, which is a complete longitudinal vertical section along the axis of a two-cylinder, direct-injection internal combustion turbocharged engine in its cylinders.

Figure 2 shows a gasoline variant; with injection Injection of low-pressure fuel into its cylinders.

According to the invention, the problem is solved by having two coaxial cylinders 2 in front of the two parallel walls of a cylinder block 1, fixed therein by means of a screw connection and sealing gaskets 3 of the upper 4 and lower heads 5. The cylinders 2, which can be Water or Air Cooled, with or without Internal Cylinder Sleeve, 6 cases are shown with Water Cooling and without Cylinder Sleeve.

Cylinders 2 have, in the middle of their surrounding walls, one, two or beat exhaust outlets 6 that are common and connect the upper and lower inner cylindrical spaces of the cylinders 2 through the exhaust ducts 7 formed by their walls, with the common manifold 8, and through it with The inlet of the turbine compressor 9 of the turbocharger 10. The outlet of the turbine 9 is connected to the atmosphere via the exhaust system 11.

Here, the lower head 5 of the cylinder block 1 is made as part of the body 12 of the engine. An upper sealing cap 13 is connected to the upper head 4, which is connected to the outlet of the discharge turbine 15 of the turbocharger 10 through a tube collector 14, which is mounted on one axis with its working turbine 9.

The upper 4 and lower chapters 5 are aligned with the cylinders 2 of the central openings 16 in their walls, connected to their cylindrical work spaces. The central openings 16 in Chapters 4 and 5 (from to cylinders 2) have two coaxial cylindrical sockets 17 with a smaller diameter and 18 with a larger diameter. The sockets are larger in diameter 18 have the grooves 19 in their surrounding wall. Two (or more) sheared metal or metallographic inwardly sealing segments 20 are mounted in the inner sockets 17, restrained against axial displacement from the front wall of the inner socket 17 in one direction. In the other direction, they are limited by grinding wheel washers 21 mounted in larger sockets 18. The washers 21 are limited against axial displacement by the clamping rings 22 mounted in the grooves 19 of the sockets 18. Near their central openings 16, there are openings 23 and 25 in the wall of each head 4 and 5 connected to the intrinsic spaces of each cylinder 2. When the first variant according to FIG. 1, a fixed electric glow plug 24 is mounted in one opening 23 and a fuel nozzle 26 connected in the opening 25 connected by a high-pressure fuel pump pump to the fuel being expelled from it. In the second embodiment of FIG. 2, the two openings 23 in chapters 4 and 5 have electric spark plugs 24 installed, and the injection fuel nozzles 26 attach the teams 25 to the cylinders 2 (closer to the exhaust ducts 7).

Inside each of the cylinders 2 are mounted coaxially movable on one hollow double acting piston 27 (hereinafter referred to as only pistons 27), fitted 6 of their upper faces with central coaxial thin-walled tubular air ducts 28. their 17 and 18, the segments 20, and the washers 21 of the upper heads 4. The lower faces of the pistons 27 are joined in disjoint position with the central coaxial piston rods 29.

They have central blind teams 30 connected to the cavities in the pistons 27, and are housed in the central teams 16, their sockets 17 and 18, the segments 20 and the washers 21 6 of the lower heads 5. At a distance along the stroke of the pistons 27 6 cylinders 2, measured from their foreheads, there are purge openings in the walls of the ducts 28 and the piston rods 29. Inside the pistons 27 (made of two parts then connected fixedly to each other), coaxially hollow thin-walled hollow walls of smaller diameter are mounted and body length 32. Thin-walled bodies 32 intended to improve the cooling of the pistons 27, are connected internally to their foreheads by central coaxial thin-walled tubular tails 33. Within the walls of these thin-walled tails 33 there are openings 34 connecting the cavity between the piston heads 27 and the bodies 32 with the cavity in the ducts 28 and the blind openings 30 in the piston rods 29. The outer walls of the pistons 27 have outer grooves 35 near their foreheads. In each channel 35, with grinding front walls, there are two (or more) cut metal (or metallographic) sealing segments 36 mounted on them. Segments 36 are grinded externally and face.

The free ends of the two piston rods 29 are connected to the circular heads 37, which are mounted in alignment with the cylinders 2 of the openings 38 in the body 12 of the engine. The cross-heads 37 are pivotally connected to the upper hubs 39 of the cranks 40 of the crank mechanism by means of cross-head screws 41 through the mounting holes 42 in the body 12 of the engine. After mounting the cross head screws 41 and the restraining rings, 43, the openings 42 are sealed by the caps 44 and their gaskets 45. The piston rods 29 may also be connected to another transverse rectilinear reciprocating mechanism.

The oil system provides lubrication of the bearing assemblies through the grooves in the crankshaft 46, the cranks 40 and the crossblades 37 with the pressurized oil supplied by the oil pump 48 sucking it from the crankcase 47 of the engine.

Cylinders 2, pistons 27, piston rods 29 and ducts 28 are not lubricated by the engine oil system. The role of the additional lubricant (when the sealing segments 20 and 36 are made of metallographic self-lubricating material) will play the injected fuel and the soot formed during its combustion inside the cylinders 2. When the sealing rings 20 and 36 are metal, then Add the injected fuel to a very low oil concentration or oil the air after the turbocharger 10. The two pistons 27 are loaded very intensely, which requires their foreheads and walls to cool. What has been mentioned is forced inwardly through the air flow, purging and supplying the lower cylinders of the two cylinders 2. The air passes through the ducts 28, and through the openings 34 enters the cavity between the pistons 27 and the bodies 32, passes through the other openings 34 and enters the deaf openings 30 and passing through the purging openings 31 in the piston rods 29 enters the lower inner cylindrical spaces of the two cylinders 2, blowing and cooling at the same time the faces and walls of the pistons 27 and the faces of the lower chapters 5 inside. The air supplying the upper cylindrical work spaces of the cylinders 2 enters them through the ducts 28, blowing inwards and cooling the foreheads of the upper heads 4.

APPLICATION OF THE INVENTION

The engine shown in FIGS. 1 and 2 works as follows.

The crankshaft 46 of the engine rotates in its direction of rotation from the starter. It rotates the lower end of the reels 40 and pushes a straight, linear and reciprocating upper end which is connected by means of cross-head screws 41 with cross-head 37 and through them with piston rods 29. Cross-head 37, piston rods 29 and connected pistons 27 and air ducts 28 move in a linear, reciprocating manner in their openings 38, 16 and the cylinders 2 in which they are housed. When the reciprocating movement of the pistons 27 in the cylinders 2 is always reciprocated, they carry out a one-stroke gas distribution mode with their two faces. When the upper or respectively lower dead point of the two pistons 27 is reached simultaneously, a portion of fuel is fed into the compression and superheated air into the compression chambers of the cylinders 2 at the same time and a "working" stroke begins in the fuel nozzles 26 in chapters 4 and 5. The "exhaust gas" stroke is performed simultaneously in the two cylinders 2 at the opening of the common exhaust openings 6 from the heads of the two pistons 27. The "purge and fill with fresh air" tact - according to a direct-flow scheme of forced gas exchange, takes place during the stroke "Exhaust gas" but starts a little later and ends a little earlier than it when the vent holes 31 of the ducts 28 and of the piston rods 29 fall into the cylinders of the two cylinders at the same time. The two processes 2 in the two cylinders take place simultaneously in the upper one and the lower half of the other and vice versa after the exhaust gas cycle has been completed in them until the upper and lower dead points of their pistons are reached at the same time. 27. The exhaust gases through the exhaust ports 6, the exhaust ducts 7 and the exhaust manifold 8 enter and rotate the turbine compressor 10 of the turbocharger 10 and the discharge turbine 15.

In the gasoline variant shown in FIG. 2, the fuel is fed directly into the cylinders 2 of the fuel injector nozzles 26 at the moment of the start of the "air" compression stroke into each internal cylinder space.

Claims (7)

Patent Claims 1. Internal combustion engine, direct-injection turbocharged cylinder, comprising a cylinder block housing double-acting pistons connected to a crank mechanism housed in the engine body, characterized in that it is in the middle of the cylinders. ) has at least one exhaust port (6) connected via an exhaust duct (7) and a manifold (8) to the turbocharger (10), each cylinder (2) being sealed bilaterally with upper (4) and lower (5) heads having central opening (16) and double acting pistons (27) are k and fixedly connected through their upper faces by central coaxial tubular ducts (28) and through their lower faces by hollow piston rods (29) placed in the central openings (16) of the heads (4,5), such as to the ducts ( 28) and the hollow piston rods (29) are provided blow holes (31) disposed from the piston heads (27) at a distance equal to their travel, in which the cavity contains a fixed hollow thin-wall body (32) for intensive cooling of the piston (32). 27) and the upper heads (4) of the cylinders (2) are hermetically sealed with a lid (13) whose inner millet spatially connected with a discharge pipe (14) of the turbocharger (10). 2. DVG according to claim 1, characterized in that, at high pressure fuel injection, the fuel nozzles (26) and the spark plugs (24) are mounted on the engine heads (4 and 5). 3. DVG. claim 1, characterized in that, at low pressure fuel injection, the fuel injection nozzles (26) are mounted on the cylinders (2). 4. ICE, acc. claim 1, characterized in that the double acting pistons (27), the ducts (28) to them and their piston rods (29) are sealed in the cylinders (2) and the central openings (16) by at least two segments (36). ) and (20) located in one channel (35) and (17). 5. ICE, acc. claim 1, characterized in that the hollow thin-walled bodies (32) housed in two-acting double acting pistons (27) are connected to the foreheads by means of thin-walled tails (3) provided with openings (34) for connecting the cavity of the pistons (27) with the ducts (28), respectively the deaf opening (30) in the piston rod (29). The engine according to claim 1, characterized in that the piston rods (29) are connected via a circular (37) to a crank mechanism. The engine according to claims 1 and 6, characterized in that the piston rods (29) are directly coupled to another mechanism for converting their linearly reciprocally reciprocating motion into rotary (or vice versa).