HRP960242A2 - Automatic electronic apparatus for forced air supply to internal combustion engines and forced delivery of exhaust gases - Google Patents

Description

The technical field to which the invention belongs

The invention in question belongs to the field of air supply for combustion and the release of exhaust gases from internal combustion engines.

According to the international classification of patents, it is classified and classified and marked with classification symbols B60K.f. Subgroup 13/00 changes to internal combustion engines relating to the supply of air for combustion and the removal of exhaust gases.

Technical problem

Recently, there has been an increasingly widespread use of various devices for forced air supply to internal combustion engines, such as devices that are driven by means of mechanical transmission and devices that are driven by the energy of exhaust gases.

In the case of devices with a mechanical mode of operation, the problem of increased dimensions (less effective charging power) and the problem of increased consumption (wear and tear) were encountered. However, with devices powered by exhaust gases, for example turbocompressors, a high degree of filling of compressed air into the engines is achieved, but due to taking away the energy of the exhaust gases, there are losses of the effective power of the engine, which otherwise would not exist to such an extent, if the turbocompressors did not use this exhaust gas energy.

State of the art

However, it is known that the exhaust gases have a high temperature, a high output speed and an aggressive effect on the engine and the turbocompressor. Therefore, it is very important that the exhaust gases are removed from the engine as quickly and as quickly as possible, thus enabling an increase in the air charge, thereby achieving an increase in the effective power of the engine while maintaining a high level of utilization and extending the life of the engine and the devices for forced air supply. .

Description of the solution to the technical problem

The task of the invention according to the above is that devices for the forced supply of compressed air fill internal combustion engines with compressed air permanently and safely, and that they forcibly extract exhaust gases from the engine and that they create as little loss as possible during operation, achieving a high level of utilization , greater torque of the engine with reduced fuel consumption and reduction of pollution of the human environment.

Devices for the forced supply of air to internal combustion engines in terms of the passage of compressed air through the devices, methods of cooling, methods of forcing the release of exhaust gases, and the concept of the drive control system are shown in the attached drawings Fig. 1, 2, 3, 4, 5 and 6 and are covered in the patent claims.

Fig.1 Radial-axial device for forced air supply with one turborotor

Fig.2 Radial-axial device with parallel turborotor

Fig.3 Illustration of how to install a device with a parallel turborotor in an air filter with a dry strainer

Fig.4 Drive control system of the device for forced air supply

Fig.5 Radial-axial device with one turborotor in one functional unit with a turbine for the forced release of exhaust gases from the engine

Fig. 6 Radial device with one turborotor in one functional unit with a turbine for forced extraction of exhaust gases from the engine.

It is characteristic of these devices that they can use the same drive control system (fig. 4), that they can have the same asynchronous motors (of different powers), and that they can be installed in air filters and can function independently.

In the following, the devices according to Fig. 1, 2, 3, 5 and 6 are described, while Fig. 4 will be described in more detail separately, as one functional drive control unit.

The advantage of these devices is that they do not need to be attached to the engine, where heat and vibrations are present, but can be installed in one of the ways that best suits the conditions of assembly, disassembly and actual use in the plant.

Drawing fig.1

This device for the forced supply of air to the engines consists of a suction chamber 9, which is connected with a screw 10 to the flange 16 of the asynchronous motor 15. A turborotor located in the suction chamber 9 is threaded onto the shaft 3 of the asynchronous motor 15. Device housing 1 it is connected with screws 10 to the flange 16. On the housing 1 there is a cable inlet 7, which does not allow compressed air from the transient cooling chamber 6. Through the cable inlet 7 enters the connecting cable 8, which is connected to the three-phase drive synchronous generator 21 (not shown in the drawing fig.l). Between the flange 16 of the asynchronous motor 15 and the suction chamber 9, there is a pressure chamber 5, through which the turborotor 4 pushes compressed air, which passes through the cooling chamber and cools the asynchronous motor via the cooling fins 2. The asynchronous motor 15 is attached by means of screws 11 to the flange 16 and fits firmly into it in its centering seat 13. The suction chamber 8 can be connected to the air filter by means of a flexible tube (which is not shown in Fig. 1), and another way is to the device can also install an air filter 56, as will be described in the drawing fig.3 The rear part of the housing 1 can also be connected to the intake pipe of the engine 14 by means of a flexible pipe, which is not shown in fig.1.

A brief summary of how the entire device works:

The system is based on a three-phase synchronous generator and an asynchronous electric motor, also three-phase current. When starting the internal combustion engine, the synchronous generator 21 (see drawing fig. 4) starts to produce electricity, which drives the rotor of the asynchronous motor 15. On its shaft is a turborotor, which starts sucking air through the air filter (which is not shown in drawing fig. 1 shown). The sucked-in air is pushed (compressed) through the pressure chamber 5, then through the temporary cooling chamber 6, and exits the housing 1 into the pipe for connection with the engine suction pipe 14. The asynchronous motor can, depending on the number of revolutions of the synchronous generator and the number of pole pairs, achieve up to 60,000 revolutions per minute and at the same time develop compressed air pressure of 0.3 to 0.5 bar.

Drawing fig.2

It shows a device for forced air supply, with a parallel turborotor for independent use without an air filter. It differs from the previous one in that it has a parallel turborotor 48, a second suction chamber 53, an air guide to the second suction chamber 54 and a flange 55 for connecting the device, through which the suction and discharge channels pass.

Such devices with a parallel turborotor could be used in powerful engines, where a device with a single turborotor would not have to meet the required amount of compressed air for combustion.

Drawing fig.3

It shows a device with a parallel turborotor, built into the air filter housing 56. The inside of the filter acts as a diverter to the second intake chamber 53.

The air filter consists of a housing that has a series of air supply openings 52, a suction ring with a connecting piece 58, and a common dry air strainer 59. It also consists of a cover 60 of the filter housing, a front support of the forced air supply device with suction openings 61, from the ring with screws for fixing the device 62, from the bed 63 of the air filter insert, and from the series of lifting clamps 64 for tightening the cover 60 for the filter housing 56.

The advantage of using this device built into the air filter according to Fig. 3 is that no pipe is needed to connect it to the air filter, and this way the intake noises produced by the device, especially the one with a parallel turborotor, are reduced. With such a device with a parallel turborotor, when it is installed in the air filter, the air diverter 54 is no longer needed for the second intake chamber 53 (see fig.2).

In contrast to the devices for forced air supply to engines, described in drawings fig. 1, 2 and 3, the devices, which are equipped with a turbine for forced release of exhaust gases from the rotor, are described in detail in drawings fig. 5 and 6. But before describing these devices, it is necessary to say something about them in general:

In classic engines with internal combustion, the exhaust gases are removed from the exhaust ducts in the engine through the exhaust pipe and through the muffler, which dampens the engine noise, into the free atmosphere. During this journey, the exhaust gases encounter resistance, which prevents their quick release, especially when a turbocompressor is connected to the engine, which is driven by the exhaust gases.

With greater resistance to the exhaust gas outlet, the engine produces less power, heats up more and wears out faster. In that case, the task of this part of the invention is to use the turbine for the forced release of exhaust gases (see fig. 5 and 6), which works together with the device for the forced supply of air, to enable the suction of exhaust gases at a high speed, so that the gases do not heat the engine and that there is not as much soot left in the engine as when working without this device.

The rotor of the turbine for suction (removal) of exhaust gases 65 has the same number of revolutions as the turborotor of the forced air supply device, because they are threaded onto the same shaft of the drive asynchronous motor 15. Only that the suction power of the turbine for forced removal of exhaust gases 66 is slightly higher than power of the device for forced supply of compressed air, so that the turbine for forced release of exhaust gases can extract exhaust gases in time.

For example, with a four-stroke engine, when the exhaust valve is opened, since the rotor 65 of the turbine for the forced release of exhaust gases 66 rotates at a certain speed, at that moment of operation the rotor sucks in and pushes the exhaust gases into the exhaust pipe before the piston reaches the upper dead center of its movement. In this way, the exhaust gases do not get to leave part of their high temperature on the walls of the cylinder, on the piston, on the engine head, valves and exhaust channels, and then in the turbine itself, the exhaust pipe and the muffler, because the time they spend in these areas is reduced. In addition, high-speed suction removes particles of soot and other impurities that could adhere to the engine walls, i.e. cylinders, pistons, valves, and ducts, which increases the wear of these vital engine parts. In this way, the forced release of exhaust gases results in higher engine power (eg as if the rotor were working without an exhaust pan), less heating and a longer engine life.

Drawing fig. 5

This picture shows a radially axial device with a single turborotor, assembled into a single functional unit with a turbine for the forced release of exhaust gases.

It consists of a rotor 65, which rotates in a housing 66, assembled with a flange 67, on which there are openings for cooling 66. The flange 67 is connected with one end to the asynchronous motor 15 by means of screws 11. A ball bearing is installed in the flange 67, through which the shaft 69 passes through. A rotor 65 is threaded towards its end, and next to it, on the inside of the flange 67, there is a self-adjusting seal 70. On the turbine housing 66, there is a suction chamber 71 and a pressure chamber 72, to which the exhaust pipe continues. The housing of the forced air supply device 73 is connected with screws 74 to the flange 67 and the housing 66 into one functional unit. On the housing 73 there is a ring with a connection attachment 75. Under the ring 75, a series of holes 76 are made on the shell of the housing 73, through which the compressed air passes into the annular space and from it into the intake pipe of the engine. The same compressed air cools the entire device during operation as with the previously described devices, only that the compressed air enters the intake pipe of the engine from the ring 75.

Drawing Fig. 6

This picture shows a radial device with a single turborotor, connected to a turbine to force exhaust gases from the engine. This device differs from the previous one in that the entire device is cooled by suction (rather than compressed) air and that the output of the compressed air is radial. It consists of a device for forced air supply 77, which is connected by means of screws 78 to the flange 79 of the asynchronous motor 15. On the housing 80 there is a connection extension 81, which is connected to the air filter. Cold air enters the filter and cools the entire device, then it passes through the connection extension 82, which is connected to the pipe 83 (not shown) with the suction chamber 84 of the forced air supply device 77.

In conclusion, the following applies to both devices (fig. 5 and 6):

By increasing the effective power of the engine through the forced supply of compressed air, and by increasing the power through the forced release of exhaust gases, the properties of internal combustion rotors are greatly improved and their power can increase up to 35% over the power of classic engines, which are not equipped with the devices of this invention. At the same time, the degree of utilization with these devices increases, fuel consumption decreases and the service life increases, which is of great importance in today's energy and economic situation.

It is essential that devices for forced air supply to engines and forced release of exhaust gases use three-phase current, produced by the drive synchronous generator, for their operation. The existing three-phase lighting synchronous generators that we find on motor vehicles or machines do not provide enough electricity, necessary for the operation of the mentioned devices, for the following reasons:

1. Three-phase lighting generators are designed in such a way that they are pulsed to regulate the output voltage of the current, which is necessary for the needs of the vehicle.

2. Motor vehicles are not provided with a generator of greater power than is required for lighting, signaling, controls and battery charging.

That is why a new synchronous twelve-pole three-phase generator was constructed, which consists of two generators and other component devices, which make up the "Drive control system" as one functional unit, described in more detail below in Figure 4:

Drawing fig.4 Drive control system of a device for forced air supply to internal combustion engines:

This device enables the production of an adequate amount of electricity for the needs of motor vehicles and for the operation of a three-phase asynchronous motor, located in the device itself. According to the required amount of compr. of air for combustion increases, and the consumption of electricity increases, along with the capacity of the devices themselves for forced air supply. For example when filling a 60 kW engine (diesel engine) with compressed air, the device consumes 300 - 600 W of electricity. This is a sufficient amount to drive such electro-turbocompressors, which can replace turbocompressors driven by exhaust gases or mechanically driven.

Unlike fans and blowers for supplementing the existing amount of air sucked into engines, these devices represent an optimal solution for wide application, i.e. wherever piston engines with internal combustion are used.

The drive control system according to Fig. 4 consists of positions:

21 - twelve-pole three-phase drive synchronous generator

46 - electronic voltage regulator drive. synchro. generator 21

48 - thermostat

36 - probe for controlling CO content

47 - probe for controlling the pressure of compressed air

42 - CO indicator

50 - air pressure indicator

37 - electronic voltage regulator lighting sync. generator 22

41 - battery

The number of revolutions of the asynchronous electric motor 15 in the device for forced air supply is proportional to the number of revolutions of the combustion engine. The number of revolutions of the asynchronous motor 15 is also proportional to the number of revolutions of the motor and the number of pairs of poles of the synchronous generator 21. Accordingly, the number of revolutions of the asynchronous motor 15 changes by changing the frequency of the output voltage of the drive synchronous generator 21.

This represents a rough regulation of the number of revolutions and at the same time a rough regulation of the compressed air in the engine.

It is known that when increasing the effective power of an internal combustion engine by forced supply of compressed air, a constant pressure is required in the entire area of rotation (operation) of the engine. Furthermore, in order for the degree of combustion to be high in the entire load area and in different operating conditions, constant control of exhaust gases is necessary, i.e. control of burned substances harmful to the human environment and, in parallel, control of fuel consumption.

For such control, a fine automatic regulation of the compressed air is required, and parallel to that, an indication of the combustion process using two instruments. One of them for CO shows on its scale the percentage of harmful and unburned ingredients in the exhaust gases, and the other instrument shows the pressure of compressed air in the intake pipes of the engine, as a control of the compression process. This specified fine automatic electronic regulation and indication can be effectively carried out using the below-described "forced air supply and exhaust gas exhaust drive control system" as follows:

The device works in the following way:

After starting, when the engine reaches operating temperature, the thermostat 48 turns on the electronic voltage regulator 46. The CO sensitive probe 36 determines the voltage level in the electronic voltage regulator according to the amount of unburned harmful ingredients in the exhaust gas.

The excitation current from the electronic voltage regulator 46 increases the output operating voltage in the drive three-phase synchronous generator 21, which in the asynchronous motor 15 increases the torque, i.e. it starts to compress the air more strongly in the motor, until it is completely burned at a certain minimum CO content, which the CO probe 36 constantly maintains. The amount of CO content can be read on the indicator scale 42.

In the drive control system, the compressed air pressure control probe 47 in the intake pipe of the engine functions, adjusted to one pressure, which it constantly maintains, i.e. to the pressure that gives the best combustion and thus the highest level of utilization under normal engine load.

As a result of rapid changes in the engine load and, in addition, short-term permitted overloads and possible errors in the fuel injection systems, increased amounts of exhaust gases and thus harmful unburned ingredients are produced, and fuel consumption also increases. At the same time, the torque of the engine drops, which should be higher just then. With such rapid changes, the CO control probe 36 moves the operating point in the electronic voltage regulator 46, and adjusts the compressed air pressure control probe 47 to a value greater than the difference in the increase of unburned substances in the gases. This results in an increase in the amount of compressed air, required for more complete combustion, in such a way that the pressure control probe 47 of the compressed air increases the excitation voltage of the drive synchronous generator 21 in the electronic voltage regulator to a slightly higher value, resulting in a higher torque of asynchronous motor 13 in the device for forced air supply.

In this system, the CO control probe 36 is placed in the protective box 45 at the coldest point of the exhaust pipe 43. The compressed air pressure control probe 47 in the intake pipes of the engine can be installed in several places, from the device for forced air supply to the engine, but according to the best possible installation.

Given that this is a new construction of a synchronous generator as an invention, its construction is described in more detail below:

A twelve-pole three-phase synchronous generator consists of: a driving synchronous generator 21 and a lighting three-phase synchronous generator 22 housed in a common housing 27, with separate stator packages 23 and 25 and separate rotor packages 24 and 26. Both rotors are threaded onto shaft 28. This shaft 28 is placed in two permanently lubricated ball bearings 29, located in the front cover 30 and the rear cover 31.

At the front end of the shaft 28, there is a cooling fan 32, a wedge pulley 35. In the rear cover 31, there is a rectifier group 33, which rectifies the three-phase current, which is produced by the lighting synchronous generator 22 for the needs of the vehicle, in which the electronic voltage regulator 37 functions. On the inside of the common housing 27, there is a rear cover 31, a support 38, which holds three brushes. Below this support, on the shaft 28, there are three sliding rings 40, mutually insulated. brush 38 is common, while the other two 51 and 52 are each for their own rotor 24 and 26, respectively, and are used to supply the regulated excitation voltage for the drive synchronous generator 21, respectively for the lighting synchronous generator 22.

The front bearing cover 30 and the rear 31 are attached to the common housing 27 with screws 34.

This construction of the drive synchronous generator 21 and the lighting synchronous generator 22 enables safe operation of the entire system. If there is a disturbance on one of the generators, the other can continue to work.

Statement on the best way for economic use of the reported invention

The best way for the economic use of devices for the forced supply of air to the internal combustion engine and the forced release of the exhaust mills is to install these devices on all engines in all areas of application wherever internal combustion engines are used, both produced engines and those engines that would were produced in the future.

In this way, "INERTOR" would be applied on both sides, which would significantly contribute to the level of technological development, then reduce fuel consumption and reduce pollution of the human environment.

Claims (7)

1. Device for forced supply of compressed air to internal combustion engines according to figure number 1 marked with one turborotor that is located in the suction chamber 9 and which is driven by a three-phase asynchronous motor 15, which is installed in the transitory cooling chamber 1, and the same is connected with the flange 16 and the suction chamber, they form a common pressure chamber in which the sucked and compressed air receives the axial flow and cools the asynchronous motor. 2. The device according to claim 1, characterized by the fact that a parallel turborotor 48 rotating in the suction chambers 9 and 53, with an air diverter to the second suction chamber 54 and a flange 55 for connecting the device, through which the suction and discharge channels pass, is attached to the shaft of the asynchronous motor . 3. The device according to claim 1 and 2, characterized by the fact that it is built into the air filter 56, on which there is a suction ring with a connecting piece 58, under the suction ring there are air openings, then a filter cover with a front support and suction openings 61 and the rear retaining ring and dry replaceable air filter cartridge. 4. Drive and lighting synchronous generators are both indicated by the fact that they are located in a common housing 27, that they have a common rotor shaft, brush holder 38, insulated main body for sliding rings 40, rectifier group for lighting purposes 38. 5. Control system for devices for forced air supply to internal combustion engines and forced release of exhaust gases, characterized by the fact that it has an electronic automatic voltage regulator (microprocessor) 46, a sensitive probe for carbon monoxide 36, a probe for controlling the air pressure in the intake pipes of the engine 47 and a thermostat for temperature control in the engine, then indicating instruments for indicating the CO content in the exhaust gases 42 and indicating the air pressure in the engine intake pipe 50. 6. Device according to claim 1 marked with a radially axial device with one turborotor assembled into one functional unit with a turbine for the forced release of exhaust gases, both turbines are driven by the same asynchronous motor 15, on the side of the intake and exhaust turbine the rotor 65 rotates in the housing 66, the turbine housing is connected is with screws with the cover and the bearing support 67, which is equipped with cooling openings and with the housing 73 of the device for forced air supply, in which the asynchronous motor is located, forms a single unit. A ring with a pipe extension 75 is placed on the circumference of the housing 73, under which there are openings 76 for the passage of compressed air into the intake pipe of the engine. 7. The device according to claim 6 characterized by the fact that the turbo compressor 77 is radial, the same as the turbine for sucking exhaust gases from the engine, then a pipe 83 that brings cooling air from the housing of the device 80 into the suction chamber 84 of the device for forced air supply from where it is pressurized by the turbo engine and taken to the intake pipe of the internal combustion engine.