KR850000397B1 - Energy conversion cydle for internal combustion engine - Google Patents

Abstract

A method for an energy conversion cycle for an internal combustion engine is characterized by the steps of forming fuel and air charges having fuel to air proportions varying from stoichiometric at full engine power to excess air at less than full engine power conditions; increasing by compression the density and activation of the molecules of the charges supplied to a variable volume working chamber in which fuel and oxygen in the air are reacted to produce thermal potential; controlling fuel and air distribution in the working chamber so that the excess air portion of each charge is located in an air reservoir.

Description

Method for converting chemical energy of internal combustion engine into thermal energy

1 is a schematic diagram of a thermodynamic system showing a theoretical engine capable of performing a cycle as a pressure-volume diagram showing the theoretical process of a power cycle for an internal combustion engine operating in accordance with the present invention.

FIG. 2 is a schematic diagram similar to FIG. 1 showing the state of Region I for the course of the engine power cycle shown in FIG.

FIG. 3 is a schematic diagram similar to FIG. 1 showing the state of Zone II for the processes of the engine power cycle shown in FIG.

4 is a cross-sectional view of a studio layout of an actual engine for performing a process in accordance with one embodiment of the present invention.

5 is a cross sectional top view of the working room taken along line IV-IV of FIG.

6 is an enlarged view of the circle 원 of FIG.

FIG. 7 is similar to FIG. 6 but with an enlarged view when the piston is at a position lower than the top dead center.

FIG. 8 is a sectional view of the fuel and air supply system of the engine shown in FIG.

FIG. 9 is a sectional view of another embodiment of a fuel and air supply system of the engine shown in FIG.

FIG. 10 is a sectional view showing another embodiment of the fuel and air supply system of the engine shown in FIG.

11 and 12 are schematic diagrams illustrating a conventional auto and diesel four-stroke power cycle process having a time relationship with a rotating power output shaft.

Figures 13 and 14 are diagrams similar to Figures 11 and 12 showing the power cycle processes according to the invention in relation to the cycle ignited by the spark or glow plug and the cycle ignited automatically.

FIG. 15 is an enlarged cross-sectional view showing another studio layout of an engine constructed in accordance with the present invention. FIG.

16 is an enlarged view of the original XVI region of FIG.

FIG. 17 is an enlarged view similar to FIG. 16 with the piston located below the top dead center.

18 is a cross-sectional view of another workshop layout constructed in accordance with the present invention.

19 and 20 are enlarged views of the original XVIX region of FIG.

21 is a cross-sectional view of another workshop layout constructed in accordance with the present invention.

22 and 23 are enlarged views of the circle XXII in FIG.

The present invention clarifies the combustion characteristics between gaseous fuel and oxygen reactions in the variable volume work chamber of the air intake engine, and generates heat for driving the piston in the work chamber by periodically supplying each reaction charge to the work chamber. And a method for converting chemical energy into thermal energy using a rapid separation chain reaction process in which each of the reaction charges reacts rapidly.

The present invention consists of a process for converting thermal energy into chemical energy using a rapid separation chain reaction process that clarifies the combustion characteristics between fuel and oxygen reactants in a variable volumetric chamber of an engine, wherein each reaction charge is periodically It is rapidly reacted to generate heated pressure gas for driving the work production piston connected to the work output member of the engine while being supplied to the working room. According to the invention, the various fuel / air ratios in the fuel and air charges depending on the engine power requirements vary from the stoichiometry at full power to the excess of air at less than full power. It is formed at the rate of air. Molecular groups and activation of molecules in each reactant are augmented by compression, while when the reaction is initiated, the distribution of fuel and air reactants in the room is actually at a ratio sufficient to provide the maximum reaction rate for all fuels available reactants. In addition to being located in the workroom with less air than stoichiometry, the balance of the air-only filling actually is controlled in such a way as to be located in the continuous room arranged adjacent to the workroom. The continuous room is the

In addition, the process of the present invention attempts to change the fuel ratio of each charge to air by only changing the amount of fuel without changing the total amount of air. The fuel is fed to the workroom with each charge no earlier than 30 to 50 ° after the start of the inhalation process and generally no later than 30 to 40 ° before the start of the reaction.

The process is preferably accomplished by the ratio of the continuous chamber volume to the minimum laboratory volume between 0.2 and 1.8. The width of the division between the compartments shall be between 1.27 mm and 5.08 mm.

Since the process according to the invention is carried out by using a circular piston in a cylindrical bore, the maximum splitting area between the compartments is between 0.05 and 0.15 times the square of the bore diameter. The splitting volume between the compartments is between 0.10 and 0.35 times the total volume of the continuous compartment when the splitting area is at its maximum open state.

The present invention relates to a method for converting chemical energy into thermal energy as described above, wherein the apparatus for performing the method includes modifying a conventional engine structure suitable for carrying out the theory of the presently described process. . More preferably, conventional reciprocating piston engines, for example used in two- or four-stroke auto, diesel or combined cycles, are modified to provide a working compartment, a continuous chamber, and a molecular partition volume between the chamber and the continuous chamber. The air supply is used to control when fuel is drawn into the workroom during each cycle.

The technical advantages of the device are similar to the technical advantages of the present process, and further structural members provide a mechanical means within the technical scope for carrying out the process described herein.

Thus, in a broad sense, the device is part of a production engine that uses synthetic heat flow to pressurize gas to periodically convert chemical energy into thermal potential while simultaneously driving a piston that produces work. And means for supplying fuel and air reactants to the workroom and independently adjusting the proportion of each reactant of each charge in accordance with the power requirements of the engine. Means for supplying the containing fuel and air reactants to the workroom. However, the apparatus can always operate so that the ratio of oxygen to fuel varies from stoichiometry under full engine power demand to an excess rate of stoichiometry with less than full power demand. In addition, the permanent compartment with a fixed volume is located adjacent to the workroom, and an open molecular segment that can vary from the first zone when the workshop is below the minimum volume to the second zone when the workshop is above the minimum volume. It is separated from the workshop through the area. The molecular division volume is located in the continuous room, and the landmark surfaces, the continuous room and the partitioning area, which enclose and confine the laboratory, are directed towards the center of the laboratory to allow the gaseous molecules in the laboratory to be rebounded to the maximum extent. It is configured to be done in a continuous room and to pass through the partition from the partition volume toward the center of the workshop. All fuel ratios of each charge are located in the chamber during activation and reaction as a ratio of fuel to oxygen above the stoichiometry to a range sufficient to ensure a maximum potential rate response for the reactants useful at the start of the reaction. In order to be retained and retained, the excess air molecules of each charge are also

In addition, devices have been provided for controlling the timing of fuel injection into the work room during each inhalation and activation process, and special parameters have been attempted, which is the ratio of the room volume to the minimum room volume.

The minimum and maximum division widths have been described, and the ratio of the maximum division to the diameter of the workshop is described. A good ratio between the divided volume and the total sustained volume is also described.

The apparatus for carrying out the invention comprises a single piston in a cylindrical bore, with a continuous chamber located just below the upper end of the piston. In this embodiment, the radial minimum distance between the piston upper edge and the cylinder bore wall constitutes the molecular division width. In this embodiment the dividing width is varied by using a cylindrical bore with sidewalls concentrated inward in the area where the combustion chamber is at its minimum position. As the piston approaches or retracts from the concentrated sidewall portion, the radial distance between the upper end of the piston and the cylinder bore walls changes to provide the desired variable width between the combustion chamber and the continuous chamber.

The device may also be arranged such that the volume of the continuous chamber is located in the cylinder head rather than in the piston. In this embodiment, the open volume area between the combustion chamber and the continuous chamber is characterized by the geometrical form of the piston and the combustion chamber such that the upper end of the piston effectively closes the part of the division zone between the compartments when the chamber is under maximum volume. It is changed by adjusting arrangement.

An engine constructed in accordance with the invention may utilize a pair of pistons located in a single cylindrical bore, in which the space between the closed upper ends of the pistons is limited to the combustion chamber. In this embodiment the continuous chamber may optionally be provided in the pistons or in the cylindrical bores. In the former case, the variable dividing width is provided by a suitable piston shape, and in the latter case by a suitable piston and shape of the continuous chamber. In all cases, the split zone is changed between the minimum zone when the reaction compartment is below the minimum volume and the maximum zone when the reaction compartment is above the minimum volume.

Preferred embodiments related to the present invention are described in detail below in conjunction with the accompanying drawings.

In FIG. 1 an ideal gas power cycle of an ideal internal combustion engine operating according to the invention is shown as a diagram of pressure against volume. This diagram shows the change in pressure for the volume of gas that occurs in the operating room of the variable volume of the engine during the cycle, in the order of activation (compression), heat addition, expansion and heat rejection. This diagram is based on some typical assumptions reached by the pressure-volume diagrams of conventional air standard engines (heat engines operating under an air standard cycle) described in various thermodynamic books, ie gas masses in the cycle.

The abnormal cycle diagram shown in FIG. 1 should be considered in relation to the theoretical internal combustion engine 10, which is assumed to have a variable volume workroom that is divided into zones I and II by the theoretical anomaly 12. Theoretical diaphragm 12 is capable of regulating the interactions between these regions to the extent that the pressures in these regions are always the same during the power cycle, while the temperature of each region can be different from each other at some point in time. Is assumed. From a thermodynamic standpoint, the entropy or internal energy state of molecules in each region may be different, but the average pressure in each region is always constant. As will be described in detail later, this is indicated that the partition 12 requires typical equilibrium for the pressure-volume-temperature relationship within each zone when heat is added to or removed from the mass of the gas in the zones under adiabatic conditions. The assumption is that the volume in each region can be changed to satisfy the demand. It is assumed that the volumes in zones I and II are varied by the piston 14 moving in unison.

As is well understood, the ideal gas cycle of a heat engine is able to achieve the result of a closed power cycle among a series of reversible or irreversible processes between equilibrium states, essentially the processes returning the system to its original state. In addition, the basic function is to modify the heat obtained from the conversion of chemical energy into thermal potential and from use. In an ideal internal combustion engine, it is variable to convert heat into use by continually supplying heat from the external reservoir, ignoring the rapid separation chemistry between the activated fuel components and oxygen that periodically sustains the expansion of the heated reaction product. The movable piston member forming one wall of the working volume of the chamber is driven.

From a theoretical point of view, a useful forecast date is by using a pressure-volume plot to compare the effects of varying the compressibility of different systems, which is the ratio between the total volume of the combustion chamber or work chamber at maximum volume and the volume of the combustion chamber at minimum volume. Is planned. However, most theoretical possibilities have not been realized in actual internal combustion engines because such engines were designed without the designer's consideration of the importance of the time factor that must be applied to the actual engine during heat addition.

It is based on the fact that a fine discontinuous process proceeds spontaneously during the separation reaction, ie sometimes simply referred to as "combustion," and the present invention provides that the combustion reaction contributes to the time-limited demand for the addition of heat to the power cycle of the internal combustion engine. It is proposed that the combustion reaction process should be described in the molecular or "fine zone" because it is required to evaluate the heat sink, which takes into account that heat must be supplied by converting chemical energy into thermal potential to drive the piston continuously. . The present invention

In summary, the power cycle according to the present invention is based on the typical assumptions laid down around the addition of heat in the cycle, which is based on the appropriate micro coordinates (macro coordinates) to account for the possible distribution of molecular interactions during the cycle. Separate). These micro-coordinates account for systems in the domains of current quantum theory, statistical mechanics, and statistical thermodynamics, and also enable the assessment of the contribution of the microscopic, time-dependent discontinuity of the energy flow that brings heat to the analyst.

Again in FIG. 1, the whole system is described as a volume filled with an ideal gas mass of maximum capacity at setpoint 1 as well as adiabatic from the surrounding environment. The gas consists of a filler of an ideal molecule that enables a reaction in such a way as to convert the chemical potential of the charge into a thermal potential of a predetermined amount or value Q. Points 1 and 2, shown as black dots, are assumed to be in equilibrium in the power cycle, as in the conventional pressure-volume diagram, where points 1 and 2 represent the pressure-volume relationship of gases in the combined work area I and II. In addition, the work zones I and II are assumed to have no heat flow to or from the system, and the diaphragm 12 allows pressure equalization between the regions, but not necessarily temperature or other internal energy equalization. It is assumed. Between points 1 and 2, the gas in zones I and II is adiabaticly compressed by reducing the volume in the chamber by actuation of the piston or pistons 14, the pressure and temperature of the gas being dependent upon the internal energy of the gas molecules. Increases with rise. As a result, the density or population of gases also naturally increases, and point 2 thus shows the equilibrium of gases in zones I and II reached through a series of fine irreversible processes that convert externally supplied mechanical energy into the system's internal energy. Indicates.

The calorific value Q is assumed to be applied to the system according to the invention starting at point 2, and part of the total heat Q is assumed to be applied to the system under constant volume and the rest of the total Q under constant pressure. The states 3 and 4 of the system are shown as circles with crosshairs to indicate that they are undefined, and no thermodynamic process is defined because no state in the process can be defined using the system's microthermodynamic coordinates. They are connected by crosshairs to indicate that they are non-reversible. However, the netting effect can be plotted on the pressure-volume plot in the manner shown for explanation of the system's non-equilibrium thermodynamics.

A careful analysis of points 3 and 4 requires that the first part of the heat stream be applied to Region I as a series of microscopic energy release processes that occur continuously and nearly simultaneously which are assumed to occur along an irreversible constant volume path. The diaphragm 12 allows zone II pressure to be followed by zone I pressure but not zone II temperature after zone I temperature. Therefore, the system cannot be defined as an equilibrium condition at point 3, and furthermore, the assumed capacity of the diaphragm 12 is typical pressure-to-gas for which gas must be present at point 3.

The remainder of the heat is assumed to be applied to the system at point 3 of a series of irreversible processes, a process of microenergy conversion. Since the partition 12 allows interchange to the extent that the pressures in each region are equal, the state of Region I at points 3 and 4 is the same because the temperature and pressure in Region I do not change. However, Zone II reaches a new state at point 4 as a result of the secondary heat distribution. Now, the temperatures between zones I and II are different from each other, so the partition 12 is again in zones I and II because the system at point 4 is not in equilibrium.

If the gas in the room expands adiabatically from point 4 to point 5 until the room is in its original volume, heat Q _R is removed from the system to return the back system to the original starting point 1. Again, the state of the system at point 5 is not clear because the temperatures of the materials in zones I and II are different from each other. At point 1, the pressure and temperature are the same and the states of these regions are returned to the starting condition.

The pressure-volume plot of FIG. 1 is similar to the pressure-volume plot of a typical typical auto-diesel cycle in which the fuel is combusted under constant volume and the combusted portion is under constant pressure. In practice, however, the process according to the invention prolongs the heat injection process by supplying a suitable reaction charge which reacts rapidly in the working room before the reaction is initiated, and thereafter, without considering any volume or constant pressure conditions, before the start of the reaction The time demand for the reaction is then adjusted by continuously supplying activated oxygen after initiation.

In Figures 2 and 3, each state occurring in regions I and II during the cycle is shown in a closer analysis, which provides a theoretical basis to help the present invention. FIG. 2 shows the state of change of Zone I in the cycle, while FIG. 3 shows the states of Zone 2 along the same cycle, assuming the existence of the theoretical diaphragm 12.

In FIGS. 2 and 3, Regions I and II reach State 2 following the same process as shown in FIG. The columns ZQ and (1-Z) Q of the total heat Q applied are assumed to be supplied to the system in regions I and II, respectively. In FIG. 2, the state of Zone I at points 3 and 4 as a result of supplying the heat ZQ assumed in Zone I, indicates that the pressure, volume and temperature of the gas in Zone I is reduced as the whole system approaches states 3 and 4. It is the same because it does not change. On the other hand, in FIG. 3, it is evident that region II progresses adiabatically from the state of point 2 to the state of point 3 because the heat addition in region I results in an increase in pressure in region I as a result of the process. Therefore, point 3 of area II should be located to the left of point 2 in the pressure-volume diagram. In addition, the adiabatic pressure increase in Region II differs between temperatures in Regions I and II at points 3 and 4, and the sum of the volumes of Regions I and II at state 3 is equivalent to that of Regions I and II at point 1. Since it is not theoretically the same as the total volumes, it should be assumed to be performed by the volume reduction of the gas in the region II, with the diaphragm 12 adjusting the volume difference. Assuming that heat (1-Z) Q is supplied to zone II under constant pressure, FIG. 3 shows that the state of zone II approaches point 4 along an irreversible passageway. The state of the system in Region I does not change since the pressure and volume in Region I are not affected by the assumed heat addition in Region II. Then, area II expands to point 5 and the exclusion of heat between point 5 and point 1 returns the system to starting conditions.

Compared to air standard auto and diesel cycles, the assumptions for anomalous equilibrium and quasi-equilibrium conditions in the micro area of a typical thermodynamic thermobalance cycle proposed for heat engines are for thermal equilibrium for the same gas mass, compression ratio and total heat inputs. It shows that the cycle can theoretically produce higher average effective pressure and lower maximum pressure than autocycle and can operate with higher thermal efficiency than autocycle. Of course, the comparisons are based on theoretical thermodynamic calculations, assuming that the system performs the heating process between equilibrium states and that the heat input can be maintained independently. Of course, the latter represents accomplishments that are difficult to achieve in a real engine.

In the power cycle of the present invention, theoretically defining a "thermal balance" cycle is well defined scientifically and technically in a manner that controls the environment of the actual internal combustion engine. The use of micro point plots to describe the irreversible processes that make up the course of a cycle recognizes the micro area required to calculate the contribution of the minute, discontinuous and large number of timed processes in which energy conversion takes place. Thus, regulators for fuel and oxygen content and distribution are used in conjunction with the piston geometry and the workroom that allow for better separation of heat input participation where the functional equivalents of theoretical zones I and II can generally be considered.

In the present invention, the separation zones of the actual cycle are implemented as a working room having a variable volume which makes a constant connection with the auxiliary air chamber having a fixed volume called 'continuous room' through the divided zone. The partition area or volume is carefully sized throughout the cycle and varies from the minimum at the start of the reaction to the maximum during the expansion state of the cycle. The connection area and volume always enable pressure equilibrium between the rooms, but the movement of gas molecules between the rooms facilitated by the internal energy shift of the molecules between the rooms results in careful design of the fixed surfaces surrounding the connection area and volume. By the distribution of fuel and oxygen molecules, all fuel is located in the chamber, while oxygen (supplied by air) is separated between the chamber and the continuous chamber at a predetermined rate, and then mechanical compression and Both components are activated by the reaction process, and finally control of the constant involvement of highly activated oxygen during the cycle is achieved within the reaction. Once the reaction is initiated, the reaction proceeds to a useful completion as a ratio of partially unreacted fuel to uncombined oxygen, which always has more fuel than stoichiometry. In other words, the probability of successful collisions between fuel molecules and oxygen molecules (including various types of intermediate fuels and oxygen molecules) in the room is maximized, and the time requirement for completion of the reaction is adjusted during the cycle. As a result, the bond breaking process that releases energy during the reaction proceeds more naturally, with the separation of unstable 'weak' bonds that occur by separating the more stable 'strong' bond properties for different types of fuels that are partially reacted. Progress begins.

The above advantages should be evaluated in comparison with the combustion process of the prior art. Near-stoichiometric combustion of homogeneous mixtures of fuel and oxygen in the combustion process of the prior art is a stable intermediate fuel molecule, which is unstable between fuel molecules to release a high proportion of energy to completely consume the reacting oxygen. All high energy oxygen was used to break the bonds rapidly. Prior art combustion reactions proceed from the initial "rich" state to more and more oxygen consumption and produce undesirable incomplete combustion products under high pressure and temperature conditions that separate nitrogen and carbon molecules and combustion products. Let's do it. The prior art for providing a "continuous" supply of oxygen by various lean burn techniques is that since the ratio of fuel remaining to oxygen remains sparse in this process until the mixture exceeds the flammable limit, It required an uncertain balance between stable combustion to produce power in the state and interruption of combustion before completion in other states. Of course, the high manufacturing costs and the risk of poor engine performance are inherent in lean burn engine configurations.

The method according to the invention can best be understood in the special engine configuration configured to achieve this method. Embodiments of the actual engine described below are specially formed as a modification of the reciprocating internal combustion engine operating in two- or four-stroke power cycles of auto or diesel type with spark, preheat or automatic system. These principles are equally applicable to rotary piston engines or engines with reciprocating cylinders and stationary pistons, which also means that the process of the present invention can only be achieved by using this conventional engine configuration.

4 to 7 show the geometry of an actual combustion chamber suitable for achieving the process. Typical fuel and air supply and distribution systems for such engines are shown in FIGS. 8 to 10, and FIG. 13 and FIG. 14 also show the intake and activation of pistons that drive rotational output during four-stroke auto and diesel cycles. The time composition of the reaction and discharge processes is shown graphically.

4 shows an embodiment of a workroom (combustion chamber) arrangement that can be used to achieve the method of the present invention. The working chamber 20 is a compartment having a variable volume defined by an arcuate concave side wall 22 at the top of the cylindrical bore 24, where the piston 26 is the minimum when the piston is located at the top dead center and the piston is stroked. It is reciprocally mounted to the bore 24 for a volume change of the workroom 20 between the maximum value when it is located at the bottom of the (wherein the piston 26 is assumed to be bound to a conventional rotating crankshaft). Conventional inlet and outlet valves 28, 30 are shown with spark plugs 32 for periodically receiving fuel and air, as well as for venting reaction products to and from the workroom 20. Engines of this shape are intake engines, so oxygen in the reactants is supplied by air.

Fuel and air are periodically supplied to the workroom 20 to react to compression and to generate thermal potential which is converted to work through the piston 26 and thereby products are discharged from the workroom. Spark plug 32 initiates a separate energy dissipation chain reaction between various types of fuel molecules (hydrocarbons, hydrocarbon derivatives, alcohols and ketones, etc.) and oxygen. The heat dissipated increases the pressure of the gas in the work chamber 20 to actuate the piston 26 to produce work in a conventional manner. The energy dissipation results in every other stroke of the piston or every fourth stroke of the piston to achieve two or four cycle operation as shown. Ignition may be by spark plugs, incandescent plugs, or automatic ignition devices.

The upper end of the bore 24 is arranged at the top of the working chamber as can be seen in FIG. 4, and the closed upper working surface 34 of the piston 26 is an upper compression seal mounted on the circumference of the piston 26. It is disposed on top of the member 36. The central portion 38 of the upper working surface 34 of the piston 26 is formed in a concave arc shape, and also in the form of a concave arc of the bore 24 to form a generally spherical work chamber when the work room 20 is at a minimum volume. Cooperate with End Zone (40). At the outer edge of the upper part of the piston 26 is provided a compartment 42 having a generally fixed volume called a continuous chamber, which is located between the upper seal member 36 and the upper end region 44 of the piston.

The radial clearance 46 (shown in FIG. 6) consists of the smallest open area or volume that continuously communicates with each other between the workroom 20 and the compartment 42. The gap 46 has a circumferential length to allow a divided area to be provided between the compartments defined by " width x the length of the gap, which is the minimum transverse dimension of the gap. &Quot; In this example, the gap 46 extends completely around the piston but is not always necessary. Similarly, the dividing length needs to be continuous, so the gap width does not need to be constant.

As can be clearly seen by comparing Figs. 4, 6 and 7 with each other, the clearance 46 is from the minimum width when the room 20 is under the minimum volume (shown in Fig. 6). Since the side wall 22 of the upper end of the cylinder bore 24 is arc-shaped, it changes to the maximum width (shown in FIG. 7) when the piston 26 moves away from a top dead center. That is, when the piston 26 is located at the top of the stroke as shown in FIG. 6, the edge region of the upper end of the piston, as shown in FIG. 7, is less than when the piston is away from the top dead center as shown in FIG. Go further to 22)

In addition, the interfaces of the solids that point towards and extend away from the gap 46 are specially formed to be suitable for the reaction of a particular type of molecular motion. In particular, the interfaces are configured to be most suitable for the reaction of the molecules in such a way that most of the molecules in the laboratory 20 remain in the laboratory and only a relatively small amount can diffuse into the continuous chamber 42. Moreover, because of the curvature of the sidewalls of the workroom 20, the highly activated molecules in the workroom 20 hitting the sidewalls tend to eventually repel toward the center of the workroom, which is the focal point. Therefore, as can be seen in FIG. 6, both the convex arcuate curvature of the upper end region 44 of the piston 26 and the concave curvature of the surface 38 and the concave curvatures of the surfaces 22 and 40 are all in the workroom 20. The reaction of the molecular motion starting from the back) is returned to the work room 20, and the molecule is prevented from moving to the continuous room 42. In order to achieve maximum backlash and minimal diffusion of fuel molecules to the continuous chamber 42, it is desirable to form a non-linear visual path from the laboratory 20 to the continuous chamber 42. Most preferably, the rebound movement is directed toward the center of the work room 20).

The gap 46 extends between the sharp lip 47 of the upper edge region of the piston 26 and the side wall of the bore. The other side of the gap 46 is the continuous chamber 42 and the inner side wall of the central portion of the continuous chamber is spherical as shown in FIG. The spherical shape here tends to repel as much of the molecules moving in the continuous chamber 42 as possible toward the center of the continuous chamber 42 without spreading through the gap 46 into the working chamber 20. Molecules traveling from the continuous room 42 through the gap 46 toward the work room 20 rebound against and support the work room 20.

As shown in FIGS. 4-7, the continuous chamber 42 is located within the upper edge region of the piston 26 and partially along one side by the cylinder sidewall, excluding the clearance 46. It is closed. Of course, the continuous chamber 42 is disposed on top of the sealing member 36 such that molecules can interact in a controlled manner between the working chamber 20 and the continuous chamber 42 across the gap 46.

The theory of the present invention is based on continuously adjusting the oxygen availability in the workroom 20 during the actual critical period of the energy conversion cycle. These periods exist when the reaction begins, during the period when the laboratory is at a minimum volume, and during the expansion of the laboratory volume. In addition, this theory states that the fuel portion of each charge is located completely in the chamber 20 at the completion of each compression stroke of the piston (at the completion of the activation process), and the oxygen portion is located in the continuous chamber 42 so that mechanical compression and It is compressed by its reaction and highly active.

It should be noted at this point that there is no or very fine gas flow between the work chamber 20 and the continuous chamber 42 during the power cycle, in particular during the reaction process. The exchange of molecules across the gap 46 is because the pressures in the workroom 20 and the continuous chamber 42 tend to always be equal throughout the entire cycle by the minimal microflow between the compartments. Is done.

The curvature of the surfaces defining the chamber 20 is configured to prevent highly activated molecules, including partially reacted fuel molecules, from moving through the gap 46 into the chamber 42. Because of the high proportion of oxygen molecules in the volume 48, the successful collision of isolated fuel molecules moving down the gap 46, since the ratio of fuel to oxygen proceeds towards sparse to the extent that the reaction rate is actually zero. The possibility is greatly reduced. In addition, another problem in the process is the realm between fuel and oxygen in the continuous chamber 42.

The amount of oxygen useful to participate in any reaction occurring within the chamber 20 is dependent on the size of the volume 48 because the activated oxygen molecules can easily move into the chamber 20 only through vertical straight passages. Mainly depends. Since the volume 48 can be adjusted by adjusting the height or depth 50 as well as the width and length of the gap, an adequate distribution of fuel and oxygen is achieved once at the start of the reaction coinciding with point 2 in the diagram of FIG. Once lost, the participation of oxygen in the workroom 20 can be adjusted in any desired manner.

When the reaction is initiated, the reaction charge in the work room is associated with the fuel and air distribution system (FIGS. 8-10) such that a charge having a larger amount of fuel than the stoichiometric ratio is contained in the work room 20 when the reaction is initiated. As will be described later), the additional oxygen availability in the work chamber 20 is generally consistent with the initiation of the reaction (i.e., charge of the charge) from the constant volume portion (points 2 to 3) of the pressure-volume diagram of FIG. Ignition) is completely limited. However, as the reaction proceeds, the initial oxygen is depleted from the reaction, so additional oxygen must be supplied to maintain the ratio of fuel to oxygen close to stoichiometry at the maximum expected rate to ensure that the reaction can be sustained. .

Therefore, the volume 48 is changed from the minimum value when the work room is the minimum volume as shown in FIG. 6 to the maximum value when the size of the work room is larger than the minimum volume as shown in FIG. Thus, the movement of oxygen molecules from the continuous chamber 42 to the work chamber 20 is minimal when the work room is at or near the minimum volume, but increases as the reaction proceeds during expansion of the work room, thereby increasing the required rate of filling. Continue.

It should be remembered that the oxygen utilization in the work room 20 does not result from the actual micro air flow from the continuous room 42 to the work room 20 during the reaction, as described below. Due to the fact that the non-uniform energy distribution of the molecules to the continuous chamber 42 and the working chamber 20 differs during the reaction, even though the pressure between the chambers 20 and 42 is equal, movements such as diffusion persist rather. Molecular migration from chamber 42 to work chamber 20 is continued. Thus, the transfer of high energy oxygen molecules from the continuous chamber 42 through the volume 48 and the gap 46 to the work chamber 20 takes place at a rate that depends on the parameters of the volume 48, whereby the pressure Equilibrium is maintained.

The next problem, which is considered important during the process, is the amount of oxygen participation that can be tolerated during each reaction. This is a requirement and is required to control the oxygen utilization in the work chamber 20 during the reaction. Originally, at the start of the reaction, there was enough oxygen to sustain most of the chain reaction between fuel and oxygen, as well as to convert chemical energy into thermal potential through molecular separation of fuel molecules to perform most of the heat dissipation process of the cycle. Present in the workroom 20. However, only relatively unstable bonds are destroyed during the initiation of the reaction, leaving a more stable bond between fuel and fuel type. Prior art combustion methods did not have a useful means for supplying the reaction zone with oxygen molecules with sufficient energy to result in the separation of molecules with strong friendly bonds, and also based on the instantaneous combustion of a homogeneous fuel mixture. There was no useful way to adjust the rate at which this oxygen could be supplied to the engine design to allow the reaction to proceed along the natural combustion process at the maximum rate without the usual limited constraints.

Thus, the method of the present invention firstly requires that the first reaction charge in the workroom 20 have sufficient fuel relative to stoichiometry, and secondly until the reaction proceeds to a useful completion, ie the heat dissipation rate is more useful. It is required that the fuel proportion of the reactants in the workroom 20 be kept abundant until it is insufficient to carry out the work. Therefore, the divided volume 48 and the continuous chamber 42 are those in which the oxygen replenishment to the chamber 20 during the reaction is rich in the stoichiometry of the chamber 20 (oxygen, fuel, and partial) in order to obtain the possibility of the maximum reaction rate. to

For the other performance required here, the fuel, geometry, and thus the limits or ranges of values are generally determined for the oxygen utilization in the combustion chamber made according to FIGS. 4 to 7 and 15 to 20. Control will be guaranteed. The volume ratio of the continuous chamber to the volume of the studio is 0.2 to 1.8 for most engines, since activated oxygen is excessively supplied to the laboratory 20 when this volume ratio is too large, and it is difficult to control oxygen participation in the reaction. Should be in between. The minimum dimension of the clearance width 46 should not be less than 1.27 mm because this clearance during the cycle does not aid in proper interchange between the work room and the continuous room. For these reasons, the gap 46 should not be larger than 5.08 mm to prevent large amounts of air flow from the continuous chamber during the expansion of the reaction and to prevent fuel contamination in the continuous chamber during the reaction.

The maximum total dividing zone formed along the gap 46 should be between about 0.05 and 0.15 times the square of the diameter of the laboratory or cylindrical bore to allow for limitation of the overall oxygen utilization in the laboratory 20. The partition volume 48 should be between about 0.10 and 0.35 times the total sustained volume when the split gap 46 is at its maximum aperture to achieve proper diffusion control of the activated oxygen.

What remains now is that, in order to better understand the process, the fuel and air components are distributed in the workroom 20 and the sustaining chamber 42 while maximally suppressing the inflow of fuel particles into the continuous chamber and in the air portion of each charge. This is a description of how the separation between the work room 20 and the continuous room 42 and how to ensure the presence of the desired mixture of fuel and air in the work room 20 is described. The distribution of air and fuel must take place during the activation process and must remain large during its reaction. Appropriate adjustments to the geometry of the work and continuous rooms, the fuel and air supply system, and the time-limiting relationship between fuel and oxygen supply during each cycle provide the desired distribution of the reactants until the reaction is initiated during each power cycle. And work together in a harmonious manner to achieve in-room.

First of all, a discussion of fuel and oxygen supply systems, in particular systems for periodically forming fuel and oxygen charges, as well as how these typical systems can be arranged to achieve the desired fuel distribution in various engine configurations is shown in FIG. It will be described schematically in FIG. The embodiment shown in FIG. 8 is identical in structure to that shown generally in FIG. 4, where the engine 60 is a spark plug 62, inlet and outlet valves 64 and 66, fuel supply 68 And an air passage 70. In this embodiment, the fuel and air are sucked into the chamber independently during each intake process, and after activation the fuel and air charges burn between the fuel and oxygen reactants to drive the piston 72 to produce work. Ignite to start the reaction. The fuel and air supply are independently controlled by an appropriate adjustment system labeled 74. The central regulator 74, which is associated with the throttle or power regulator of the engine, adjusts the position of the air valve 76 such that the valve is essentially open unless the air valve 76 is idle. do. As a result, the air is not bound by any force

An important feature of the fuel and air supply control system is that the correlation of the overall proportion of fuel and air in each charge varies from the stoichiometry of the power requirement to the excess of air below the maximum power operating conditions. That is, when the charge ratios approach the stoichiometry, the charge ratios, except for the electric power state, will change only the fuel ratio according to the power requirement so that the air will be lean or excessive than the stoichiometry, and will never become abundant.

As shown in FIG. 9, other fuel supply and conditioning systems may be configured to inject fuel directly into the intake manifold. In FIG. 9, the intake manifold 84 includes an air control valve 86 controlled by the regulator 88, a fuel injection nozzle 90, a timing injection regulator 92 connected to the fuel supply, and the like. The plug 94 may use a spark plug or a glow plug, and the engine 96 includes a conventional intake valve 98, a discharge valve 100, and a piston 102. Fuel maintains a time-controlled relationship for each intake process during the piston intake stroke.

In FIG. 10 another embodiment of a fuel supply is shown. Here, the fuel supplier includes a fuel injection nozzle 106 that directly injects compressed fuel into a working chamber of the engine 108. Air is normally sucked through the air intake valve 110 and fuel is supplied to the fuel injection nozzle 106 under pressure through a conventional injection system 112 well known in the art. The fuel injection system supplies a controlled amount of liquid fuel into the chamber while maintaining a time-controlled relationship with the stroke of each piston to achieve the required fuel and air distribution within the chamber. The glow plug 114 can be used to start the engine, but in this embodiment the reaction will be initiated by compression ignition. In this embodiment, the fuel ratio of the charge to air varies as with the engines shown in FIGS. 8 and 9.

As such, it will be apparent that the time controlling nature of the fuel supply is very important in the process of the present invention because it is to control the charge. It is important to understand that the two objectives are to obtain a clearer understanding of the time-controlled relationship or control relationship between fuel injection into the workshop and engine operation. That is, the first is to distribute the fuel and air in the studio and the studio so that the air in the studio is completely separated from the filling in the studio, and the second is that the proportions of the reactant charges in the studio always initiate the reaction (ie ignition). In this case, fuel and air are distributed to have more fuel than stoichiometry. Abundant proportions of filling in the workshop provide optimum response rates for the useful fuels, taking into account the chemical composition of the fuel, especially the engine shape and the geometry of the workshop. The ratio of fuel to air supplied charge to achieve this distribution is varied as described above, but preferably the fuel is injected into the chamber with a special time control relationship with the volumetric change of the chamber during suction and compression of the cycle. These time control relationships are selected from a wide range to match the process

In Figures 11 and 12, the conventional fuel and air supply timing for the combustion chamber of an internal combustion engine is shown as a standard circular diagram containing a number of concentric circles showing a cycle starting with the innermost circular arc and ending with the outermost circular arc. . The angle coordinates of the diagram correspond to the positions of the angles on the output side of the engine that can achieve the cycle shown in the diagram. Therefore, as shown in FIG. 11, the intake of fuel and air of a conventional auto cycle engine, according to the closing timing of the intake valve, the rotation period of the axis indicated on the innermost circular arc 119 during the intake stroke, that is, about 0 It is sucked as a homogeneous mixture of fuel and air through an axial rotation from ° to above 190 °. Compression occurs until it is close to the piston top dead center (0 °), as indicated by the circular arc 118, where ignition occurs and combustion and expansion through the rotation period indicated by the next outer circular arc 120. This is done almost simultaneously. The exhaust state is indicated by the outermost circular arc 122. The cycle of FIG. 11 is a four-stroke cycle, through which the fuel and air mixture is positioned completely in the combustion chamber as a mixture that can burn easily and quickly during each intake process.

A typical diesel cycle is shown in FIG. 12, which shows how fuel and air can be injected independently of one another into a combustion chamber to achieve a standard or high speed diesel cycle. However, it is well known here that high compression rates are required to provide sufficient activation of fuel and air, and complex precautions should be taken to ensure complete vaporization of the fuel before and after combustion. In general, in diesel engines, the maximum pressure in the combustion chamber is controlled to prevent damage to the engine.

In FIGS. 13 and 14, a typical cycle according to the invention is fuel intake consistent with conducting the cycle, taking into account the proper control of oxygen availability and the proper distribution of fuel and oxygen in the chamber as described above. It is shown to show the time adjustment range for. The four-stroke power cycle is shown in FIG. 13, which assumes that the reactants are ignited by spark plugs or glow plugs, not by compression ignition. Air intake occurs during the output shaft rotation period coinciding with the innermost circular arc 126. However, fuel is aspired at any time during the intake and compression process 128 between 30 and 50 degrees after the start of air intake, from 30 to 40 degrees before ignition. The fuel supply under moderate pressure during the middle of the suction and compression process is from 140 ° after the start of suction to 120 ° before ignition, which is considered useful in some cycles depending on the geometry and engine geometry of the workshop. The activation process of the reactants by compression is indicated by circular arc 130 as shown, which may overlap with the fuel supply process. Ignition following a series of reactions is carried out through circular arc 132, and finally

The process according to the invention is shown in FIG. 14, in which fuel is injected into the work chamber under pressure and ignition occurs by spontaneously initiating a reaction by activation. This cycle is essentially different from that shown in FIG. 13 in that the fuel supply, indicated by arc 136, must begin at about halfway between suction and compression, and must end 35 to 40 degrees before the ignition point. Do. The cycle of FIG. 13 needs to provide sufficient time for proper activation of the injected fuel molecules. Workshop and continuous room

The process of the present invention makes it possible to convert chemical energy into thermal energy in such a way that the rate of generation of toxic products occurs at a substantially lower rate than conventional auto and diesel cycles. A series of reaction properties is achieved according to the present invention, and the progress of this reaction results in the complete conversion of the reactants of fuel and oxygen to a stable final reaction product at lower cylinder peak pressures than known combustion processes.

By using current evaluation techniques to compare the respective emissions products of Otto, Diesel, and the cycle of the present invention as well as assuming the use of a conventional piston engine design to achieve each cycle, The proportions of oxygen (O ₂ ), carbon dioxide (CO ₂ ), carbon monoxide (CO), and partially unreacted hydrocarbons (UHC) are determined for each fuel charge, assuming each engine operates in its natural state without emission control. It can be used to evaluate the performance of each cycle to convert to thermal potential.

At full power, autocycles that instantaneously burn homogeneous fuel mixtures tend to naturally produce 6-11% CO and 1,000-5,000 ppm UHC in the exhaust stream, with O ₂ already depleted in the combustion cycle. Because it does not exist. In addition, at full power requirements, exhaust gas from conventional diesel engines typically contains 0.5 to 0.8% CO, 0.5 to 1% O ₂ , and smoke containing various proportions of UHC and carbon.

Under economic power conditions, the exhaust gas of an auto cycle engine usually contains 0.5 to 1% of CO, 200 to 1,000 ppm of UHC, and 0.5 to 0.8% of O ₂ , and diesel engine exhaust of 0.3 to 0.5%. CO, 500 to 1,500 ppm UHC, and 2 to 4% O ₂ .

At idle, the autocycle engine's exhaust contains about 6 to 9% CO and 100 to 3,000 ppm UHC, while it does not contain oxygen, while the diesel engine's exhaust is 0.2 to 0.5% CO, 5 to 8% O ₂ and various amounts of carbon and UHC contained in the smoke.

The process of the present invention is performed to produce up to 0.2 to 3% CO, 100 to 1,800 ppm UHC, and 0 to 0.2% O ₂ in the exhaust gas of a reciprocating piston engine operating under electric power conditions to perform this process. . Under economic power conditions, the exhaust gases after the reaction produce up to 0.1 to 1% CO, 50 to 1,500 ppm UHC, and 0.2 to 3.0% O ₂ . At idle, the exhaust gases will contain up to 0.2 to 1.0% CO, 100 to 1,000 ppm UHC, and 2 to 4% O ₂ .

It is noted that the supply and distribution of reactants in the engine performing this process, and the proper participation of excess oxygen during the reaction, activate the excess oxygen adjacent to the reaction zone when the exhaust valve of the laboratory is opened. At this time, the pressure in the working room drops rapidly because the reactant expands through the valve. Activated excess oxygen at this time is discharged from the continuous chamber and at the same time expands into the chamber to continue the continuous reaction in the chamber and the exhaust stream. Thus, by this process the proportion of unreacted product in the exhaust stream is reduced compared to the standard internal combustion process.

One embodiment of an engine suitable for carrying out the process of the present invention is shown in FIG. 4 and related FIGS. 5 to 7. 15 to 23 show a variant of the engine attempted to carry out the process according to the invention.

In FIG. 15, the workroom includes a cylinder bore 140 having a head 142 that includes a concave arcuate surface area 144. The piston 146 having the closed upper end 148 with the concave arcuate surface 149 is used to change the volume of the working chamber 150 between the closed upper end 148 of the piston and the head of the bore 140. Reciprocating in the bore 140. In addition, the working chamber 150 includes an intake valve 152, an exhaust valve 154, a spark plug 156, and the like. Of course, the valves and plugs may, for example, be used to run a two-cycle engine using a preheating plug.

The continuous chamber 158 is disposed at the edge of the head of the top of the cylinder bore 140 in this embodiment, and the gap 160 (see FIGS. 16 and 17) is a piston when the chamber 150 is at a minimum volume. It is arranged closely to the upper end of or is actually located on the same plane. Thus, the upper end 162 of the piston 146 partially obstructs the gap 160 and effectively reduces the size of the gap 160 as shown in FIG. 16 when under the minimum volume of the workroom. However, when the piston 147 moves away from the minimum volume position, the gap 160 opens to provide a connection area between the compartments 150, 158. Thus, the divided volume 164 varies from the minimum value when the chamber is under the minimum volume to the maximum value when the piston moves away from the top dead center. FIG. 17 shows in shade how the divided volume 164 enlarges compared to the divided volume when the piston is located at the box point.

Faces adjacent to gap 160 including the upper end of piston 164 and defining compartments 150 and 158 assist in the reversal of molecular motion in a manner as described in connection with the embodiment of FIG. It will be noted that the contour is formed so as to.

In the embodiment of the engine of FIGS. 18-20, two opposing pistons 170, 172 that are closed at one end are reciprocally mounted in a single bore 174 with reactant inlet / outlets 176. The working chamber 174 under the minimum volume is defined by the volume between the concave arcuate surfaces 180, 182 of the pistons 170, 172. The volume of the continuous chamber 184 is formed between the outer edge region 186 of the pistons 170 and 172 and the upper sealing ring 188 of each piston and is divided into two upper and lower volumes as shown in FIG. do. As shown well in FIG. 19

In the embodiment of the engines of FIGS. 21-23, opposing pistons 196 having a workroom 198 between the closed top surfaces are reciprocally mounted in cylinder bore 200. The upper edge region 202 of the piston 196 is close to or retracted from each other with respect to each other as the piston 196 reciprocates and has a minimum spacing 206 between the piston upper edges. In this embodiment, the continuous chamber 204 is located on the cylinder sidewall and is connected to the working chamber through the gap 208. In this embodiment the minimum dividing clearance is between the piston upper edge regions 222.

The embodiments shown in FIGS. 4-7 and 15-23 take a variety of approaches regarding how the reaction volume can be varied to control the availability of activated oxygen in the respective reaction chambers. It is shown. They are not intended to represent how each subvolume can be adjusted for each engine shape only, but how designers in the current engine technology can easily modify existing engine systems to carry out the process of the present invention. It provides a range of useful options.

Claims (1)

In addition to clarifying the combustion characteristics between the gaseous fuel and oxygen reactants in the variable volume work chamber of the air intake engine, the reaction charges are periodically supplied to the work room to generate heat to drive the piston in the work room. A method for converting chemical energy into thermal energy by using a rapid separation chain reaction process in which each of the reaction charges reacts rapidly, forming various mixing ratios of fuel and air according to the power demand of the engine, The ratio of total air to total fuel is varied from stoichiometry at maximum power to excess air below the maximum power, and compression increases the molecular density and molecular activation of each charge, while almost all when the reaction is initiated. Effective reaction with fuel having substoichiometric air ratio Located in the workroom 20 at a rate sufficient to ensure a maximum potential response rate to water, and the remainder of the air-only charge is placed adjacent to the workroom 20 and at the same time the workroom 20 is at a minimum volume. The work area 20 is located in the continuous room 42 in cooperation with the work room 20 through the molecular division area 48 which varies from the first area 46 of the work room to the second area larger than the minimum volume. 48 is a work room 20 by means of surfaces 44, 47, 22, 24 that are geometrically formed of gas molecules approaching the area 48 from the work room 20 or entering the work room 20 through the area 48. Control the distribution of fuel and oxygen reactants in the workroom 20 in such a way that it rebounds to the maximum range, while initiating the reaction of each charge by a suitable device, while also allowing the workroom 20 to approach a minimum volume. , And When the fuel is consumed in such a state that such reactions can no longer continue at the desired daily production rate at which the reaction continues by using oxygen diffused naturally into the workroom 20 through the division zone 48 as a supply source of activated oxygen molecules. Until half of the reaction is continued in the work room 20 while the work room 20 is expanded in a form in which the reaction is carried out as a maximum rate by the fuel ratio exceeding the stoichiometry through the entire reaction, close to the completion time of each reaction To convert the chemical energy of the internal combustion engine into thermal energy, characterized in that it is configured to discharge the working chamber (20).

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