RU103855U1 - COMBINED ENGINE - Google Patents

Abstract

A combined engine containing an upper working volume, equipped with inlet and outlet valves, a nozzle equipped with a solenoid valve, connected by a manifold with a lower working volume with a solenoid valve and a receiver through a cooler and a heat accumulator with inlet and outlet valves of a cooler and a heat accumulator, characterized in that it crank - the opposed connecting rod mechanism with cylinders and pistons of different diameters is connected with the receiver air cooler and the catalytic converter in the heat accumulator.

Description

The proposal relates to mechanical engineering, namely to engine building and can be used to more fully convert the energy of combusted fuel into mechanical work.

Combined engines are known, including a piston internal combustion engine and a recovery engine.

Internal combustion engine (Rudnev V.V., Khasanova M.L. internal combustion engine: Utility model patent. RU 89179 U1 F02G 5/02. 11/27/2009. Bull. No. 33), which contains: a crankcase with it crank mechanism, cylinder, piston, cylinder head with intake manifold, intake and exhaust valves, fuel nozzle, bypass valve with air coolers and low and high pressure receivers.

The disadvantage of this engine is significant heat loss during step compression of air due to the use of two receivers and one working volume, which reduces the indicator efficiency.

A two-stroke internal combustion engine with separate compression and expansion processes is also known. The method of operation of a two-stroke internal combustion engine: (Patent RU 2136920, 6 F02B 41/04. Publ. 10.09.99. Bull. No. 25), comprising two cylinders equipped with valves, with pistons that are driven from a common crankshaft, and receiver. The back of the piston when it moves down in one of the cylinders provides compression of the air and forcing it into the receiver. Compressed air flows from the receiver into two cylinders, where the fuel supplied to them is combusted, and the products of combustion expand almost to atmospheric pressure due to the expansion volume twice the compression volume.

The disadvantages of this engine is the expenditure of a part of the energy produced during expansion on air compression.

A combination engine is also known. Combined engine. (Utility Model Patent. RU 87468 U1 F02G 5/02. 10/10/2009. Bull. No. 28), consisting of a crankcase, a crosshead crank mechanism, a cylinder with a piston moving in it, equipped with inlet and outlet valves, an nozzle equipped an electromagnetic valve having a cavity above the piston connected by a collector to a cavity under the piston, which are connected through the cooler and the heat accumulator to the intake and exhaust valves of the cooler and heat accumulator, and the lower cavity to the receiver through the electromagnetic valve.

The disadvantage of this design is the high toxicity of exhaust gases, significant losses through the cylinder walls, low energy consumption of the receiver.

This engine design is the closest to the proposed technical essence and is taken as a prototype.

The objective of the proposal is to increase the reduction of toxicity of exhaust gases, improve power performance.

The solution of this problem is achieved by the fact that the toxicity of the exhaust gases is reduced in the catalytic converter, the improvement of power indicators is achieved by reducing heat loss to the cylinder walls for combustion and heat removal from the walls during compression using separate ones, increasing the energy consumption of the receiver by cooling the air.

An analysis of the proposed solution and the known ones allows us to conclude that it meets the conditions of patentability of a utility model.

The proposal is illustrated in the figure (figure 1), which shows the basic structure of the combined engine.

The proposed combined engine contains: an opposed crank mechanism 1 with an upper cylinder 2 and a piston 3 of a large diameter and a lower cylinder 4 and a piston 5 of a smaller diameter. The upper cylinder 2 is equipped with an intake valve 6 with an intake manifold 7 and an exhaust valve 8 with an exhaust manifold 9, a nozzle 10 with a solenoid valve 11, a fuel tank 12 with a pump 13, an intake 14 and an outlet 15 valves for the cooler 16, the inlet 17 and the outlet 18 thermal valves battery 19 with a catalytic converter 20, an electromagnetic valve 21 of the receiver 22 with an air cooler 23.

The proposed combined engine operates as follows:

In steady-state modes, the combined engine operates on a four-cycle diesel cycle.

At idle, the combined engine operates as follows.

In the first cycle of the next working cycle, the piston 3 moves from the top dead center to the bottom, the intake valve 6 opens and due to the vacuum created in the above-piston space, a fresh charge of air from the atmosphere is introduced through the intake manifold 7 into the cylinder 2 of the engine, and in the lower cylinder air is compressed by the piston 5 with its subsequent supply through the electromagnetic valve 21 and the air cooler 23 to the receiver 22.

At the second stroke, the piston 3 begins to move from the bottom dead center to the top, with the start of movement, the inlet valve of the cooler 14 opens, air is compressed in the above-piston space and supplied through the cooler 16 and the outlet valve of the cooler 15 to the lower cylinder 4. During the movement of the piston 3 to the top dead center, the intake valve of the cooler 14 is closed and the compression of the air in the upper cylinder 2 continues. At the end of the second cycle, the air heated by compression through the nozzle 10 controlled by the electromagnet tnym valve 11, is injected under high pressure fuel supplied to the pump 13 from the tank 12, and ignites and combustion of fuel with an intense heat emission.

At the third step, the hot gases, expanding, press on the piston 3 from above and move it down, doing work. Through the crank mechanism 1, this work can be useful. At the same stroke in the lower cylinder, the electromagnetic valve 21 opens, compression and air supply through the air cooler 23 to the receiver 22.

In the last fourth cycle of the working cycle, when the piston 3 moves to the top dead center, the exhaust gases from the upper cylinder 2 through the exhaust valve 8 through the manifold 9 enter the heat accumulator 19 with a catalytic converter 20, to neutralize and transfer heat, then they are sent to the atmosphere.

In the engine braking mode, the duty cycle is carried out as in the idle mode, except for the complete cessation of fuel supply through the nozzle 10 to the cylinder 2, at the second cycle of pumping all the air from the upper cylinder 2 through the inlet valve of the cooler 14, the cooler 16 and the exhaust valve cooler 15 into the lower cylinder 4, followed by compression by the piston 5 and the supply of this air through the electromagnetic valve 21 to cool it in the air cooler 23 and accumulate it in the receiver 22.

In the engine boost mode at peak loads, in contrast to the idle mode, at the second cycle of the operating cycle, the electromagnetic valve 21 opens, and the compressed air from the receiver 22 enters the lower cylinder 4, expanding, creates pressure on the piston 5, doing useful work. At the beginning of the third cycle, the inlet 17 and outlet 18 valves of the heat accumulator 19 are opened, and the air pushed by the piston 5 from the lower cylinder 4 through the inlet 17 and outlet 18 valves, the heat accumulator 19 enters the upper cylinder 2. At this point in time, the pressure on the cycle increases expansion by adding to hot gases and mixing with them highly compressed and heated in the heat accumulator 19 air.

In the cold start mode, the compression ratio is increased by closing the intake valve 14 of the cooler 16 at the second cycle of the duty cycle and stopping the supply of compressible air from the upper cylinder 2 to the lower cylinder 4.

The toxicity of the exhaust gases passing through the catalytic converter 20 decreases, in parallel with this, the temperature of the exhaust gases increases, which contributes to an increase in the temperature of the heat accumulator 19 and an increase in engine power ratings in the boost mode.

The decrease in air temperature in the air cooler 23 injected into the receiver 22 allows you to increase its energy consumption with the same volume of the receiver, which contributes to an increase in the mass of the supplied air in the engine boost modes at peak loads.

The use of the opposed crank mechanism 1 allows the volumes of the upper cylinder 2 to be large relative to the lower cylinder 4, which contributes to the improvement of indicator indicators.

Compared with the prototype, the proposed combined engine reduced the toxicity of exhaust gases emitted into the atmosphere, increased engine performance at peak loads by increasing the average effective pressure at the expansion stroke by using the energy of highly compressed air accumulated due to energy recovery during braking and idling in the receiver , and increase the temperature of the heat accumulator.

Claims (1)

A combined engine containing an upper working volume, equipped with inlet and exhaust valves, an injector equipped with a solenoid valve, connected by a collector to the lower working volume with a solenoid valve and a receiver through a cooler and a heat accumulator, the inlet and outlet valves of a cooler and a heat accumulator, characterized in that it is cranked the opposing connecting rod mechanism with cylinders and pistons of different diameters is connected to the air cooler of the receiver and the catalytic converter in t thermal battery.