RU113540U1 - INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

An internal combustion engine containing a main branch of the exhaust pipeline connected to the exhaust valve and an additional branch of the exhaust pipeline connected to the exhaust port in the liner, a piston mounted in the liner with the possibility of reciprocating movement to open or close the outlet port in the liner, a damper, associated with an additional branch of the exhaust pipeline and having the possibility of vertical reciprocating movement relative to the latter to change the flow area in the additional branch of the exhaust pipeline, characterized in that the damper is installed above the level of the additional branch of the exhaust pipeline and is kinematically connected to the clutch of the fuel pump regulator with the possibility of changing the moment opening the outlet window in the liner depending on the engine operating mode.

Description

The utility model relates to mechanical engineering, in particular engine manufacturing, and can be used as an internal combustion engine with an additional exhaust system.

A known internal combustion engine containing the main branch of the exhaust pipe connected to the exhaust valve and an additional branch of the exhaust pipe connected to the exhaust window in the sleeve, a piston mounted in the sleeve with the possibility of reciprocating movement to open or close the exhaust window in the sleeve, spool, installed in an additional branch of the exhaust pipeline near the exhaust window in the liner, (Makhanko MG Gas-turbine engine systems with separate exhaust gases / MG M Akhanko. - M.: Mechanical Engineering, 1972. - P.107-109, Fig. 69b).

The main disadvantages of this engine are reduced reliability and increased heat stress, since the connection of the window in the sleeve with an additional branch occurs only at the end of the expansion of the inlet beginning, and in the intake and compression processes near the bottom dead center (BDC) of the intake stroke, the outlet window in the sleeve is closed by a spool, and, as a result, only hot products of combustion pass through the window, and purge air of fresh charge does not pass through this window. The disadvantages of the engine include reduced efficiency and starting properties, increased toxicity, since the aforementioned window closure does not allow the purge of the cylinder necessary in forced modes, and, in addition, closing the window near the BDC of the intake stroke does not allow the filling cylinder combustion products.

A known internal combustion engine, adopted for the prototype, containing the main branch of the exhaust pipe connected to the exhaust valve, and an additional branch of the exhaust pipe connected to the exhaust window in the sleeve, a piston mounted in the sleeve with the possibility of reciprocating movement to open or close the exhaust window in the sleeve, installed under the level of the additional branch of the exhaust pipe, a damper having the possibility of vertical reciprocating movement for and Menenius passage section in the additional branch outlet conduit, driven by the rod of the actuator, and the high-pressure fuel pump installed therein regulation clutch (patent RU 2024773, IPC ⁵ F02V 37/00).

However, this internal combustion engine has reduced power and economic qualities due to the inability to control the moment of opening the outlet window in the liner by the piston, since this moment is determined by the position of the upper edge of the window, which remains unchanged, and the shutter installed below the level of the additional branch of the exhaust pipeline limits only the window passage section in the sleeve and, as a result, does not allow to optimally regulate the process of cleaning the combustion chamber through an additional branch of the exhaust exhaust gas piping depending on the engine operating mode.

The objective of the proposed utility model is to improve the power and economic qualities of the engine by optimizing control of the moment the exhaust window opens in the liner, and, accordingly, the moment of exhaust gas discharge through an additional branch of the exhaust pipeline.

The problem is solved in that in the internal combustion engine containing the main branch of the exhaust pipe connected to the exhaust valve, and an additional branch of the exhaust pipe connected to the exhaust window in the sleeve, a piston mounted in the sleeve with the possibility of reciprocating movement for opening or closing the outlet window in the sleeve, the valve associated with an additional branch of the exhaust pipe and having the possibility of vertical reciprocating relate last for no change in the flow cross section of the additional branch exhaust pipe valve according to the utility model mounted above the level of the additional branch discharge pipe and kinematically linked to the fuel pump control clutch capable of changing the opening of the exhaust window in the sleeve depending on the engine operating condition.

The optimization of control of the moment the window opens in the sleeve, and accordingly the time of exhaust gas discharge, is due to the fact that at maximum speed and maximum load, the lower edge of the damper is in the upper position relative to the exhaust window, opening it as much as possible and setting the early moment of exhaust gas discharge through the window, and when the speed and load on the engine are reduced, the shutter lowers, decreasing the flow area of the window, and the moment the window opens in the liner with the piston edge moves to the side Well delay. At low speeds and loads, idle, the damper completely lowers and completely closes the window in the sleeve with its lower edge, excluding the exhaust gas discharge through the window. In engine start-up mode, the damper rises, with its lower edge opens the window in the liner, providing the possibility of recirculation of part of the hot exhaust gases back into the cylinder through the opening window.

Since the gas exchange time is short, it is especially important to increase the opening time and the cross section of the passage openings of the exhaust valve and the exhaust window in the liner, depending on the engine operating mode. The control, depending on the engine operation mode, of the bore of the outlet opening in the sleeve allows, firstly, to reduce the power consumption for gas exchange, that is, to significantly reduce the so-called “pump losses”, and secondly, to improve the filling of the cylinder with a fresh charge, as a result of which the effective engine power is increased and fuel consumption is reduced, thirdly, to reduce the heat stress of the parts of the cylinder head of the engine due to the removal of part of the hot exhaust gases through the window in the liner, bypassing the exhaust channels of the heads and a cylinder; fourthly, when starting the engine, to improve the ignition of the combustible mixture due to the backflow of hot gases from the exhaust manifold back to the cylinder through the window in the sleeve, which reduces the required power to start and, accordingly, the starting speed of the engine crankshaft.

The drawing shows schematically the proposed internal combustion engine. Additionally, the drawing shows the arrows the movement of the exhaust gases.

The internal combustion engine comprises an inlet valve 1 located in the cylinder head connected to an inlet pipe (not shown in the drawing) and an exhaust valve 2 connected to the main branch 3 of the exhaust pipe. In the cylinder liner 4 there is an exhaust window 5, an additional branch 6 of the exhaust pipe is connected to it.

Above the level of the additional branch 6 of the exhaust pipe with the possibility of vertical reciprocating movement relative to the additional branch 6 to change the flow cross section of the latter, a shutter 7 is connected associated with this branch. The damper 7 is kinematically connected with the clutch 8 of the fuel pump regulator with the possibility of changing by means of the levers of the kinematic mechanism of the clutch 8 the moment of opening the exhaust window 5 in the sleeve 4, depending on the operating mode of the engine.

In the sleeve 4, a piston 9 is installed, having the possibility of reciprocating movement inside the combustion chamber 10 to open or close the exhaust window 5 in the sleeve 4.

The proposed internal combustion engine operates as follows. At the end of the expansion process, the exhaust valve 2 opens, the cylinder is cleaned of combustion products in the main branch 3 of the exhaust pipe; when the piston 9 approaches the BDC, its upper edge opens the exhaust window 5 in the sleeve 4, and the combustion products from the cavity of the cylinder 10 flow into the additional branch 6 of the exhaust pipe, and from it into the main branch 3 of the exhaust pipe. The release through the window 5 continues during the release process, when the piston 9 moves from the BDC to the top dead center (TDC), until the edge of the piston 9 closes the window 5. -This release is shown in figure 1. During the intake process, when the piston 9 moves to the BDC, the window 5 reopens in the sleeve 4, then the window 5 is closed during compression when the piston moves from the BDC to the TDC, at this point exhaust gas can be recycled back to the cylinder cavity 10 if at the end of the inlet, the pressure in the main 3 and additional 6 branches of the exhaust pipe will be higher than in the cavity of the cylinder 10.

At the maximum speed and maximum load, the clutch 8 of the fuel pump regulator moves towards the maximum fuel supply and, using the levers of its kinematic mechanism, raises the shutter 7 to its highest position, while the lower edge of the shutter 7 opens the window 5 in the sleeve 4 as much as possible, providing an early release moment through window 5. With a decrease in the speed and load on the engine, the clutch 8 of the fuel pump regulator moves towards decreasing the fuel supply, and using the levers kinematically of the clutch mechanism 8, the shutter 7 is lowered, its lower edge reduces the passage section of the window 5, and the moment of opening of the passage section by the piston 9 edge is shifted to the delay side. At low speeds and loads, idle, the clutch 8 of the fuel pump regulator moves towards the minimum fuel supply, and using the levers of the kinematic mechanism of the clutch 8, the shutter 7 is completely lowered and completely covers the window 5 in the sleeve 4 with its lower edge.

Thus, the use of an internal combustion engine with the proposed additional exhaust system will improve the power and economic quality of the engine in different operating modes by means of the operational control of the opening moment of the window in the liner.

Claims (1)

An internal combustion engine comprising a main branch of the exhaust pipe connected to the exhaust valve and an additional branch of the exhaust pipe connected to the exhaust window in the sleeve, a piston mounted in the sleeve with the possibility of reciprocating movement to open or close the exhaust window in the sleeve, a shutter, associated with an additional branch of the exhaust pipe and having the possibility of vertical reciprocating movement relative to the latter to change the passage sections in the additional branch of the exhaust pipe, characterized in that the shutter is installed above the level of the additional branch of the exhaust pipe and is kinematically connected with the clutch of the fuel pump regulator with the possibility of changing the moment of opening the exhaust window in the liner depending on the engine operating mode.