KR20170039643A - Compressed-Air Cooling Engine and the Operation Method - Google Patents

Abstract

The present invention relates to an air cooling engine using compressed suction air, wherein a suction process, a compressed combustion and expansion process, and an exhaust process are performed in entire cylinders such as an existing engine in an initial stage of start. The cylinder is cooled by compressed suction air to preheat the compressed suction air when the engine is heated, and the preheated compressed suction air is supplied to the near cylinder to generate power in the combustion and expansion process and the exhaust process.

Description

[0001] The present invention relates to an air-cooled engine,

Crankshaft piston engines are usually cooled with water, so cooling losses are about 30% higher for given (fuel) energy. The present invention relates to an air-cooling type engine and a method of operating the same, in which the cooling loss is recovered by mechanical power to increase the thermal efficiency.

As a method for reducing a cooling loss that is as high as 30% or more in a crank piston engine, Japanese Unexamined Patent Publication (Kokai) No. 54-036438 (1979.03.17) discloses a method for preheating intake air by means of exhaust gas This was attempted. However, the present invention can not achieve the effect of improving the thermal efficiency of the engine as the entropy of the intake is increased thermodynamically.

On the other hand, intake and exhaust valves in a crank piston engine have been developed to such an extent that ordinary people can not imagine. For example, a variable valve that causes the timing gear and the camshaft to twist with a hydraulically actuated actuator similar to a (rotary) vane pump has been developed right next to the timing gear, and a solenoid and hydraulically operated variable valve Variable valve (variable lift control as well as opening and closing timing), such as Nissan Variable Valve Event and Lift (VVEL), Toyota Valvematic, BMW Valvetronic and Fiat Multi Air, have been developed and applied to vehicle engines have.

In addition, injectors for injecting fuel into cylinders have also been developed in the form of a common rail solenoid / piezo in the plunger pump type that is connected to the crankshaft and the fuel is variably injected into the cylinder (even gasoline) .

In accordance with the development of the intake and exhaust valves and the fuel injection device as described above, the present invention can be configured such that the compressed and drawn air compressed in the cylinder can be preheated while cooling the cylinder and can be sufficiently expanded in the expansion process, Can be greatly reduced.

In the present invention, after the intake air is compressed so that the entropy of the intake air is not increased, the compressed intake air is preheated while cooling the cylinder of the engine, and is then input to the adjacent cylinder so that the fuel is injected and combusted in the compressed intake air, The power is produced while expanding. That is, the present invention is constructed such that the compression efficiency of the engine is improved by compressing and sucking the engine while cooling the engine, thereby recovering the cooling loss by mechanical power.

According to the present invention, a cooling fin for cooling the cylinder is formed around the cylinder liner so that the compressed air is preheated while the cylinder is cooled by the compression-sucked air sucked into the cylinder. The cooling / Further comprising: a valve for controlling the valve; The cylinder of the engine is cooled and preheated through the cooler with the compressed air sucked from the cylinder, and then the air is press-fed into the adjacent cylinder. In this cylinder, fuel is injected and burned into the input compressed air, The present invention solves the problem of the cooling loss of the conventional engine by configuring the combustion gas to expand and exhaust while generating power.

The reason why the cylinder of the engine can be cooled only by compression and suction is that a super heat resistant alloy steel which does not lose its strength even at a high temperature as high as 900 ° C has been developed and since the density of the compressed air is higher than that of the atmosphere Is higher.

When the present invention is applied to an engine of a vehicle, it is possible to reduce the cooling loss and the exhaust loss to increase the thermal efficiency of the engine and greatly reduce the weight of the engine, thereby further improving the fuel efficiency. That is, since the engine cooling water, the cooling water circulation pump, the radiator (heat exchanger), and the like are not required, the weight can be greatly reduced and the fuel consumption can be further increased.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view showing a main part of a conventional crank piston engine. FIG.
Fig. 2 is a perspective view of a cylinder block of a conventional crank piston engine.
3 is an external view of a commercial cylinder liner (Wet Type Liner / Sleeve)
Fig. 4 is a cross-sectional view showing a cylinder liner mounted on a conventional engine block
5 is an external view of a commercial air-cooled 6-cylinder diesel engine (Deutz F6L912)
6 is an external view of the cylinder liner of the above air-cooled diesel engine
Fig. 7 is a diagram showing the three-cylinder engine (GM ECOTEC)
Fig. 8 is a perspective view of a cylinder liner according to the present invention,
Fig. 9 is a three-dimensional view showing the outer wall shape of the cylinder liner of the present invention
10 is a graph showing the appearance of a cooler (compression /
11 is a cross-sectional view showing the main part of the cylinder cooler (compression intake air heater) of the present invention
12 is a cross-sectional view showing the main part of the cylinder cooler (compression intake air heater)
13 is a view showing the positions of the intake and exhaust valves and the compression and intake control valves of the cylinder headers
Figures 14, 15, 16 and 17 show the compressive intake flow diagram of the present invention cooling-
Fig. 18 is a graph showing the TS line showing the operation cycle of the present invention
Figs. 19 and 20 show the TS line showing the internal combustion engine operating cycle when the intake air is preheated

1 is a sectional view showing a basic structure of a conventional crank piston engine. Fig. 2 shows a closed deck block of a four-cylinder piston engine, and Fig. 3 shows the shape of a commercial cylinder liner. 4 is a cross-sectional view showing the cylinder liner fitted into the cylinder block. As shown in the figure, a water jacket is formed around the cylinder liner. The cylinder liner of the engine is cooled while the coolant is circulated to a radiator that emits heat from the water jacket. In a conventional piston engine this cooling loss is about 30% higher for a given fuel energy.

In order to reduce such cooling loss, a means for heating the intake air with exhaust gas has been proposed in an external combustion engine disclosed in Japanese Laid-Open Patent Publication No. 54-036438 (Mar. 17, 1979). For the general public who does not know thermodynamics, this invention seems plausible, but in fact it does not help to improve the thermal efficiency of the engine. The reason is that the heat efficiency of the engine is not improved because the entropy of the intake increases as shown in the T-S diagram of Fig. 19 which preheats without compressing the intake air or the T-S diagram of Fig. 20 which preheats the intake while compressing the intake air.

In the present invention, after the intake air is compressed, the cylinder is cooled by the compressed intake air having a higher density, and the compressed air is preheated to reduce the cooling loss. Therefore, as shown in the TS diagram of the operation cycle of the present invention, The thermal efficiency of the semiconductor device is greatly improved. The reason why the present invention can cool the cylinder with the compressed air intake is that the super-heat-resistant alloy steel in which the strength is maintained even at a high temperature of 900 DEG C has been developed (recently).

In the piston crank engine shown in Fig. 2, in a recently developed direct injection engine, when the piston 2 reaches the top dead center, fuel is injected into the cylinder 1 and burned by the fuel injector 9, The combustion gas is expanded and exhausted after producing power. This process of suction, compression, combustion / expansion and exhaust continues in succession in each cylinder. Therefore, the conventional engine has a structural defect that the combustion gas in the cylinder can not be inflated in expansion process and is exhausted to the atmosphere.

Fig. 5 shows the outline of an air-cooled 6-cylinder diesel engine (Deutz F6L912), and Fig. 6 shows a cylinder liner of the diesel engine. A cooling fin is formed around the cylinder liner. Therefore, when this cylinder liner is mounted on the cylinder block, an air jacket such as the water jacket (shown in Fig. 4) of the water-cooled engine is formed. In this air-cooled diesel engine, the engine is cooled by allowing the cooling air to be fed to the air jacket by the blower of the axial flow type. In the present invention, the cylinder is cooled by a compressed air intake having a high density.

Fig. 7 shows the main part of a 3-cylinder engine (GM ECOTEC). The crank angle of the three-cylinder engine is 120 °, and the explosion (combustion / expansion) of the fuel occurs in the order of 1-2-3 (or 1-3-2). The invention can be composed of such a three-cylinder, four-cylinder or a plurality of cylinders. However, for convenience, the operation of the present invention will be described on the assumption that the present invention has a structure composed of three cylinders.

8 is a three-dimensional view showing the interior of the cylinder liner 11, 21 of the present invention. For example, in the present invention composed of three cylinders, one compression intake and exhaust port 17b is formed in the flange 11h of the cylinder 11 located at both ends, and on the outer wall of the cylinder 11, A compression-absorbing movement blocking wall 12 is formed. Two compression intake and exhaust ports 27b are formed in the flange 21h of the cylinder 21 located at the center. However, as shown in the figure, another compression intake and exhaust ports 17c and 27c are formed in both flanges 11h and 21h of the cylinders 11 and 21 located at the both ends and the center. In this cylinder 11/21, cooling fins (cooling fins, 11b / 21b) for cooling the cylinder by compression and suction are formed on the outer wall.

9 is a three-dimensional view showing the outer walls 11a and 21a of the cylinder liner in a cylindrical shape. As shown in FIG. 10, when the cylinders are mounted on the cylinders 11 and 21 as shown in FIG. 8 and joined together by welding 11d and 21d as shown in FIGS. 11 and 12, A cooler for cooling the cylinder is constituted. Such a cylinder liner is made of heat resistant alloy steel.

Figs. 11 and 12 are cross-sectional views of the present invention showing a state in which the liner of the both end cylinders 11 and the cylinder 21 located at the center are fitted to the engine cylinder block. As shown in the drawing, a heat insulating material (11e, 21e) is inserted between the engine cylinder block and the cylinder liner. The operation of the inventive cylinder liner with such a cylinder cooler is described in detail below.

In addition to the intake and exhaust valves of the conventional engine, the compression intake and air intake control valves 17 and 27, which output the compression intake and exhaust to the cylinder cooler from the cylinder and the cylinder from the cooler, As shown in FIG. These valves are shown as being operated by cams for convenience, but they are variable valves with advanced technology. Recently, the intake and exhaust valves used in vehicle engines are operated with hydraulic and solenoid electric devices without cams, and the latest technology that controls not only the timing of opening and closing but also the lifting of valves is applied.

Fig. 13 is a view for showing the positions of the above-described intake valves, exhaust valves, and compression / intake flow control valves. The positions of the intake valves 15p / 25p and seat, the valve seats 18p / And the position of the valve seat of the compression intake air inlet force control valve are shown based on the cylinder.

As shown in Figs. 11 and 12, the cylinder headers 13 of the present invention are provided with compressed air intake passages 17a, 17b communicating with the compression intake and air intake ports 17b, 27b of the cylinder cooler in the compression intake intake and exhaust control valves 17, 27a are formed and a compression and suction passage 27d communicating with the inlet and outlet ports 17b, 27b of the cooler is formed so that the compressed air and air can be moved to the adjacent cylinder cooler.

The present invention thus constituted operates like a conventional engine when started. That is, the compression and intake input / output control valves 17 and 27 do not operate, and the entire process of suction, compression, combustion / expansion and exhaustion proceeds in each cylinder. However, if the engine is heated for some time, the present invention operates in a very wide variety of ways depending on the load applied to the engine to cool the cylinder with compressed air intake.

Fig. 14 shows that in the both-end cylinder, suction, compression, combustion / expansion, and exhaust processes are progressed. In the middle cylinder, air is not sucked and compressed. About half of the sucked- Is a compressed air intake flow diagram (Flow Diaphragm) for showing the state of the compressed air intake moving in the cylinder cooler as it is preheated while being cooled and supplied to the central cylinder, and combustion / expansion and exhaust processes are progressed.

15 shows that in the central cylinder, air is continuously sucked and compressed without combustion / expansion and exhaust processes and supplied to the cylinder cooler, which is supplied to the both-end cylinder while cooling the cylinder, FIG. 2 is a view showing a flow of compressed air in the case where the compressor is produced.

Fig. 16 is a graph showing the relationship between the combustion / expansion and the exhaustion of the cylinder in which the air is continuously sucked, compressed and supplied to the cylinder cooler in either cylinder in the both-end cylinder, And the flow of compressed air is shown when power is produced by the process of exhausting.

Figure 17 shows that in a central cylinder, the air is sucked, compressed, combusted / expanded and exhausted in the same way as in a conventional engine, and in one of the cylinders at both ends, air continues to flow without combustion / Sucking, compressing and supplying the compressed air to the cylinder cooler. The compressed air is supplied to the remaining cylinders while cooling the cylinders to produce power by the process of continuous combustion / expansion and exhaustion.

The present invention can be operated in various ways depending on the load of the engine as described above because the compression intake control valve is operated under the control of the engine control unit (ECU) of the engine. That is, when the piston approaches the top dead center in one cylinder, the compression intake control valve is opened, and thus the sucked compressed compressed air is sent to the cylinder cooler to be preheated while cooling the cylinder, , The compression intake control valve is opened and the preheated compressed intake air can be controlled to be supplied to the cylinder.

In the present invention, the compressed air is preheated to a high temperature, which is higher than the natural ignition temperature of the fuel, through the cooler described above, so that when the fuel is injected into the compressed air introduced into the cylinder, the fuel burns immediately. However, when the engine of the present invention is operated at a light load, it is not sufficiently preheated in the cylinder cooler, and this compressed intake air may be lower than the natural ignition temperature of the fuel. However, since the exhaust temperature of the combustion gas is generally as high as 500 ° C and the temperature of the exhaust gas is determined according to the timing at which the exhaust valve is closed, when the feedback of the exhaust gas is utilized, The temperature of the preheating compression intake air inputted into the engine can be maintained at a temperature higher than the natural ignition temperature of the fuel irrespective of the load of the engine.

The present invention having the above structure is characterized in that the cooling loss of the conventional engine is recovered by mechanical power by heat exchange to improve the thermal efficiency of the engine. When the present invention is applied to a vehicle engine, the advantage of the air-cooled engine is that the weight of the vehicle can be greatly reduced, and the fuel economy of the engine can be further increased.

The present invention is applicable not only to the engine of a vehicle but also to all internal combustion engines.

1: Cylinder
2: Piston
3: Cylinder Header
4: Intake Port
4a: Exhaust Port
5: intake valve
5a: intake valve cam (Cam)
5b: intake valve spring
6: Exhaust valve
6a: exhaust valve cam
6b: exhaust valve spring
11/21: Cylinder Liner / Sleeve
11a / 21a: Cylinder cooler / outer wall (compressed intake air heater)
11b / 21b: Cooling Fin of cylinder cooler (compressed intake air heating pin)
11c / 21c: compression intake path of the cylinder cooler
11d / 21d: Welding area of outer wall of cylinder cooler
11e / 21e: Insulation of cylinder cooler
12: Compressed air intake blocking wall
13: Cylinder header
14: Intake Port
15: intake valve
15a: intake valve cam
15p / 25p: Valve seat of intake valve located in header
17/27: Compressed Intake I / O Control Valve
17a: compression intake path of cylinder head
17b / 27b: Compressed air inlet / outlet of cylinder cooler
17c / 27c: Compressed air intake and discharge (through control valve)
17p / 27p: valve seat of compression intake control valve located in header
18p / 28p: valve seat of the exhaust valve located in the header
19/29: Fuel Injector
27a: compression intake path of cylinder head
27d: compression intake path of cylinder head
a / a ': TS at drawing point
b: TS at the point of compression air intake preheat
b ': TS at the point of combustion by the supply of fuel after preheating the compressed air intake
c: TS at the point of combustion gas expansion
d: After completing the expansion of the combustion gas in the TS diagram,

Claims (1)

CLAIMS What is claimed is: 1. A crank piston engine comprising: Cooling fins 11b and 21b for cooling the cylinder by compression and suction are formed in the cylinder liners 11 and 21 and the compression intake and exhaust ports 17b and 27b and the compression intake and exhaust ports 17b and 17b are provided in the flanges 11h and 21h of the cylinder liner, There are provided cylinder coolers 11a and 21a having inlet and outlet ports 17c and 27c communicating with the inlet and outlet valve control valves 17 and 27; Intake and output control valves 17 and 27 are provided in the cylinder header 13 so that the compressed air intake and air can be moved from one cylinder 11 to the adjacent cylinder 11 and 21; The refrigerant gas is supplied to the compression refrigerant inlets 17a and 27a passing from the control valves 17 and 27 to the compression and intake ports 17c and 27c of the cylinder coolers 11a and 21a and the compressed air inlets and outlets 17b, And a compression intake and discharge port 27d communicating with the compressor 27b is provided; In each of the cylinders 11 and 21, power is produced in the course of suction, compression, combustion / expansion and exhaust as in a conventional engine; In addition, the compressed compression intake in the cylinders at both ends cools the cylinders and is input to the central cylinder, which in turn is continuously powered by combustion / expansion and exhaust processes without inhalation and entrainment; In another cylinder, the process of suction and compression progresses continuously, and the compressed air is supplied to another cylinder while cooling the cylinder, so that power is generated in the process of combustion / expansion and exhaustion; In one of the cylinders, power is produced in the course of suction, compression, combustion / expansion and exhaust as in the conventional engine, and the process of suction and compression continuously proceeds in the other cylinder, The cylinder is cooled and supplied to the remaining cylinders to produce power in the course of combustion / expansion and exhaust; Air - cooled engine by compressed air intake and its operation method.

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