LT4636B - METHOD OF COMBUSTION IN INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

The invention attributes to the manufacturing of engines, in particular of the engines of internal combustion.The mode of ignition in internal combustion engine covers the compression of the combustible mixture and the creation of the fire source by the spark. The spark works in the diapason of milliseconds and the energy of the spark radiation and of the shock wave is dispersed, reflected, and focused in the central part of burning camera.

Description

The invention relates to the manufacture of engines, namely to reciprocating internal combustion piston engines (VDV).

Various methods of ignition in internal combustion engines are known. They are all based on the mechanical compression of a combustible mixture and the creation of an ignition focal point in the combustion chamber. Depending on the nature of the focal ignition, ignition techniques are classified as spark, ignition, jet, laser, etc.

The most common is spark ignition. The ignition focal point is the arc formed by the high voltage breakup of the spark plug in the interelectrode space. The spark ignition method is the simplest, cheapest and most reliable and has been widely used for over 150 years, i.e. as long as the VDV already exists.

If the ignition ignition is a method of ignition heating, the wire used is, as a rule, a special alloy through which current flows. When VDV starts, the current is disconnected. It is not possible to adjust the ignition torque when using ignition ignition.

Blast, Plasma and other similar methods of ignition allow for a high energy and long lasting focal point. However, these techniques are difficult to implement. In addition, the ignition time is quite long, which prevents the VDV from achieving high revs.

Laser inflammation (Australian Patent No. 6,007,17) is so complex and expensive that it is not viable to apply in practice. The same goes for attempts to use super-high frequency energy for ignition.

In this way, considering this set of characteristics, it can be seen that there is currently no alternative to spark ignition. However, spark ignition also has its drawbacks.

1. Ignition instability. In order to achieve a constant ignition, it is necessary to accumulate sufficient heat in a limited space. The process of heat accumulation is hindered by several factors:

• spark plug electrodes (heat loss up to 70%);

• vortex of the working mixture in the combustion chamber;

• Petrol droplets.

Unstable ignition results in torque loss and incomplete combustion of the mixture. At high VDV revolutions, ignition requests are noticeable.

2. Increased burning time. It is known that the ignition focal, in the form of an arc spark plug in the interelectrode space, is located at the edge of the combustion chamber. Upon ignition of the working mixture, the flame front propagates in a spiral toward the center and then evenly throughout the chamber. The actual combustion time is practically 2 times greater than theoretically possible. As a result, much earlier ignition is required, which negatively affects the VDV's Utility Rate (NVK). Expensive, high octane gasoline should be used to avoid detonation. This is especially noticeable when the engine is running at high revs. The fuel does not burn, the eco-indicators deteriorate, and the power of VDV drops significantly.

3. Undesirable thermodynamic processes. The Austrian physicist Maxe was the first to discover the effect that at the end of a moment of combustion in a confined space, the maximum temperature is at the center of the ignition and the minimum at the end of the combustion. In reality, the combustion chamber can have a temperature difference of up to 400 ° C. This leads to two main problems:

The hottest spot in the chamber is the spark plug and preferably the bottom of the piston. Significant drop in combustion chamber efficiency and overheating of the spark plug, reducing the life of the spark plug and increasing the likelihood of ignition

The flame in the chamber spreads according to complex laws, the same as the complex thermal field and the corresponding pressure on the bottom of the piston. The piston finger is subjected to two counter forces: the gas pressure through the piston and the load reaction through the crank. The piston rod system acts as a balancing system at appropriate moments. In this way, in the area of maximum pressure in the combustion chamber (15-20 ° behind the VRT), the piston rotates about a finger from the bottom to the side of the spark plug and vibrates at ultrasonic frequency. The overlap effect produces a special kind of friction loss, which can be called thermodynamic. No lubrication protects against these losses. They reach their maximum in cold VDVs where the gap between the piston and cylinder is also maximum. Thermodynamic losses can explain why 'low-speed VDVs do not pull, why gearboxes are needed, and why fuel consumption is significantly higher in the city.

SAAB has offered an original version of the spark ignition (Frankfurt Main, 1996). The spark plug is mounted vertically in the axis of the cylinder, and a spark is formed between the spark plug's elongated central electrode and a special projection. However, this solution led to an increase in the breakdown voltage of more than 100 kV, increased combustion chamber area and, consequently, heat loss. In addition, this decision does not apply to other VDVs.

The object of the invention is to achieve the VDV limit characteristics.

This object is achieved by the fact that, in an ignition mode comprising compression of a combustible mixture and formation of an ignition focal spark, the spark is formed in the nanosecond range and the spark radiant energy is concentrated in the central region of the combustion chamber. Best results are obtained when the ignition focal point is created at a point that coincides with the center of the bottom of the piston at the upper point of center of gravity. To increase the ignition efficiency, the ignition procedure is repeated several times during the single compression stage of the mixture.

Figure 1 is a sectional view of a typical VDV combustion chamber.

FIG. 2 Simplified diagram of energy emission and spark shock wave.

The combustion chamber 1 consists of a cylinder head 3 and a piston 4 in the cylinder block 3, replacing a conventional spark plug in the head 2. The valves are not shown. The axis of symmetry of the ignition device 5 intersects the bottom center 6 of the piston 4 at the upper point of centering.

At the end of the compression phase, the piston 4 reaches the VRT. At the same time, the pressure and the temperature of the flammable mixture increase significantly. At a given time (ignition moment), a spark is formed in the ignition device 5.

At the initial moment of puncture, the gas is compressed in a spark channel about 0.1 mm in diameter to a temperature above 10 ⁴ degrees. Discharge energy and shock wave energy are emitted in a targeted and uniform manner. This prevents loss and ignition of the combustion mixture at the moment of reflection. The device 5 has a special reflector that enables the energy to be focused at point 6. Such radiation, propagating at the speed of light, ionizes and activates the combustion mixture at point 6. The shock wave comes later because of its speed of 1-3 km / s. and causes ignition of the explosive combustion mixture. Later, at point 6, a discharge wave comes in, but it cannot extinguish the ignition focal point.

This type of ignition is influenced by the fact that at point 6 the hottest primary temperature in the combustion chamber 1 is formed. Furthermore, point 6 is also the center of the vortex, i.e. here the vortex speed is zero.

Since the ignition focal point is located in the center of the piston bottom 6, the flame flow is evenly distributed throughout the combustion chamber 1. The combustion time is reduced to a theoretical limit. This allows you to double the gasoline octane rating requirements, increase the maximum VDV revolutions and NVK. In addition, the pressure at the bottom of the piston is increased and symmetrical. This increases VDV torque, especially at low revs.

In this way, the proposed solution allows for the complete elimination of the spark gap and maximizes VDV performance. For the purposes of this Decision, the spark is not a source of ignition but a source of energy. The power source and the ignition focal point are separated in the combustion chamber space.

Several cars were tested over 2 years. The results of tests r— showed that the claimed method allows:

1. Move the vehicle out of position in 4th gear without accelerator.

2. Reduce gasoline consumption to 40% in the city and 25% in the highway.

3. Reduce CO content to 0.1% at idle speed.

4. Increase engine power by 50%. Achieve elasticity throughout the rev range.

5. Use VDV petrol with an octane number of 50.

6. Avoid starting and heating the VDV.

7. Significantly increase the supply of VDV, including spark plugs.

Claims (4)

DEFINITION OF INVENTION A method of ignition in an internal combustion engine comprising compression of a combustible mixture and generation of an ignition focal spark, characterized by forming a spark in the microsecond range, dissipating, reflecting and focusing the spark and shock wave energy in the center of the combustion chamber. 2. A method according to claim 1, characterized in that the energy of the spark and the shock wave is diffused in a directed and uniform manner. 3. A method as claimed in claim 1 and 2, wherein the spark and shock wave energy is focused at a point coinciding with the center of the piston bottom. 4. A process according to claims 1-3, characterized in that it repeats the ignition procedure several times during a single compression step of the combustible mixture.