RU174143U1 - Air swirl device for internal combustion engine - Google Patents

Abstract

The invention relates to the field of engineering, namely, engine building, can be used in the intake systems of internal combustion engines. The technical result of the utility model is expressed in simplifying the design of the device and in reducing the resistance at the inlet, creating favorable conditions for the passage of more air into the internal combustion engine. The result is achieved in that an air swirl device for an internal combustion engine installed in an air intake channel of an internal combustion engine; contains many primary blades, connecting elements forming pairs of blades, an upper base and a lower base, each made in the form of a ring of the same diameter. In this case, the primary blades are mounted tangentially to the inner hole of the upper and lower bases with open spaces to the full length in the longitudinal lateral part with the possibility of forming a cylindrical shape along the outer perimeter. The primary blades are rigidly fixed by the lower end surfaces on the lower base, and the upper end surfaces on upper base. Moreover, the adjacent primary blades are pairwise interconnected by means of horizontal connecting elements of a triangular shape, placed along a helical line from bottom to top along the outer perimeter of the installed primary blades.

Description

The invention relates to the field of mechanical engineering, namely, engine building, can be used in intake systems of internal combustion engines.

The prior art intake system with adjustable vortex formation for an automobile engine with distributed fuel injection (RU patent for invention No. 2180702, published: 03.20.2002, IPC: F02B 31/08, F02M 31/13). The intake system includes the main (large) and additional (small) throttles, an air receiver with inlet nozzles for each cylinder and auxiliary channels supplying vortex-forming air flows at an angle to the axis of the inlet nozzles into the fuel injection zone, as well as a mechanism for controlling the intake shutters air into the receiver by moving the main throttle, and into the auxiliary channels by moving the additional throttle, also containing electrically controlled a no-load cooler located in the bypass idle air channel, characterized in that the auxiliary channels are made in the form of tubes exiting from a single distribution air line parallel to the air receiver, and these tubes are led tangentially to each inlet pipe in a plane perpendicular to its axis and an additional throttle valve is installed at the entrance to the distribution line, with the inner diameter of each of the tangential feed tubes being it is 0.15-0.5 of the inner diameter of the inlet pipe, and the cross-sectional area of the distribution air line is within 1.5-4.0 of the total cross-sectional area of the tangential tubes, in addition, at the entrance to the distribution air line after the additional throttle valve an electric air heater is installed and the bypass air idle channel is bypassed by an additional throttle valve.

The disadvantages of this device include the complexity of the design and manufacturing technology, as well as a low level of swirling air flow, insufficient intensity of mixture formation, which does not allow for a significant increase in fuel economy, increased power and other indicators of automobile gasoline engines.

Known intake system of an internal combustion engine (Author's certificate No. 1199964, published: 12/23/1985, IPC: F02B 31/06, F02F 1/42) containing an inlet pipe located in the cylinder head, an inlet valve installed in the inlet pipe, an intake manifold connected through the outlet portion to the inlet pipe and a rotary throttle valve mounted on an axis parallel to the axis of the intake valve, characterized in that, in order to expand the range of regulation of the air flow swirl intensity, the intake manifold The OR is equipped with a rotary section with external and internal radii of curvature, the axis of the rotary section is located in a plane perpendicular to the axis of the intake valve, and the throttle valve is installed in the output section of the intake manifold, and the plane of the axis rotary valve in its full cover position is tangent to the circumference of the outer radius rounding off.

The closest in design to the proposed technical solution is a fluid swirl device for an internal combustion engine (Patent SU No. 2294441, published: 02.27.2007, IPC: F02B 31/00, F02M 29/04), which is selected as a prototype. A device for swirling the air entering the internal combustion engine includes a housing for installation in the air intake channel of the internal combustion engine, a plurality of primary blades located within the specified housing and secured to their ends in the walls of the specified housing, as well as many secondary blades located within the specified body and fixed for their end in the walls of the specified body. Moreover, the specified set of primary blades includes a set of pairs of primary blades and a set of connecting elements of a semi-cylindrical shape, forming a pair of blades. The disadvantages of this device include the complexity of the manufacture of blades having a complex shape of a three-dimensional model, deformed in three planes, and lack of efficiency when creating a turbulence when working at a certain engine speed.

The technical problem solved by the creation of the claimed utility model is to ensure fuel economy, improve the performance of the vehicle engine.

The technical result of the utility model is expressed in simplifying the design of the air swirl device in the air intake channel of the internal combustion engine, improving mixture formation to increase the basic engine performance.

The technical result is achieved by the fact that the air swirl device for the internal combustion engine, installed in the air intake channel of the internal combustion engine; contains many blades, connecting elements forming pairs of blades. Moreover, it differs from the prototype in that it further includes an upper base and a lower base made in the form of rings of the same diameter, while the blades are mounted tangentially to the inner hole of the upper and lower bases with open spaces to the full length in the longitudinal side part with the possibility of formation cylindrical in shape and rigidly fixed by the lower end surfaces on the lower base, and the upper end surfaces on the upper base, with adjacent blades pairwise connected They are interconnected by means of horizontal connecting elements of a triangular shape, placed along a helical line from bottom to top along the outer perimeter of the mounted blades.

The essence of the utility model is illustrated by the drawings of FIG. 1 - FIG. 9, which depicts the following:

FIG. 1 is a general view of an air swirl device for an internal combustion engine;

FIG. 2 is a plan view of an air swirl device for an internal combustion engine;

FIG. 3 - the upper base of the air swirl device for an internal combustion engine;

FIG. 4 is a plan view without an upper base of an air swirl device for an internal combustion engine;

FIG. 5 is a longitudinal section through an air swirl device for an internal combustion engine;

FIG. 6 is a side view of an air swirl device for an internal combustion engine;

FIG. 7 is a method of installing an air swirl device for an internal combustion engine in a cylindrical type air filter;

FIG. 8 is a view of an air swirl device for an internal combustion engine installed in an automobile air filter;

FIG. 9 is a table of parameters of an air swirl device for an internal combustion engine.

An air swirl device for an internal combustion engine includes the following structural elements:

1 - blades

2 - upper base

3 - lower base

4 - inner holes of the upper and lower bases,

5 - lower end surfaces of the blades,

6 - upper end surfaces of the blades,

7 - connecting elements,

8 - open spaces between the blades,

9 - air filter.

An air swirl device for an internal combustion engine (Fig. 1 - Fig. 6) installed in the air inlet channel of an internal combustion engine contains a plurality of blades 1, an upper base 2 and a lower base 3 commensurate with it, made in the form of rings. In this case, the blades 1 are made in the form of rectangular plates and are mounted tangentially to the inner holes 4 of the upper 2 and lower 3 bases. The blades 1 are rigidly fixed by the lower end surfaces 5 on the lower base 3, and the upper end surfaces 6 on the upper base 2. The adjacent blades 1 are pairwise interconnected by means of horizontal connecting elements 7 of a triangular shape. The connecting elements 7 are placed along a helical line from the bottom up. The blades 1 are installed with open spaces 8 to the full length in the longitudinal lateral part and form a cylindrical shape along the outer and inner perimeters with mounted blades 1.

The upper base 2 and the lower base 3 are made of non-metallic material (for example, plexiglass). Between the bases 2, 3 vertically mounted and fixed blades 1, made in the form of plates of a rectangular shape. The blades 1 are installed along a tangent passing through the inner holes 4 of the upper 2 and lower 3 bases. The angle of the blades 1 is calculated depending on the type of engine in which this device is used, and on the height of the air filter 9 in which this device is installed. In addition to the blades 1 in an upward spiral from the lower base 3 to the upper base 2, horizontal pairs of triangular shapes 7 are installed between the pairs of adjacent blades 1, forming an upward flow. Auxiliary elements 7 increase the rigidity of the structure, eliminate the occurring vibrations, and raise the swirling air flow in the direction of the inlet pipe of the engine. The number of full turns of the helix of the auxiliary elements 7, encircling the perimeter of the swirl device, depends on the type of engine and the task of this device. An air swirl device for an internal combustion engine may have either left or right rotation, depending on the type of intake manifold of the engine in which it is installed. All elements of this device, which have a simple geometric shape, are made of non-metallic non-conductive materials (textolite, plexiglass), which avoids surface ionization of air from metal surfaces and does not lose the charge accumulated due to rotation in the molecules before the gas-air mixture is formed, or earlier than the mixture will fall into the cylinder (intake manifolds made of plastic have proven to be superior to metal ones). The fastening of the blades 1 to the upper 2 and lower 3 bases, as well as the fastening of horizontal helical forming auxiliary elements 7, is carried out by welding, soldering, or gluing, on materials resistant to oil, gasoline, and increased vibration and temperature loads.

An air swirl device for an internal combustion engine is installed inside the automobile filter (Fig. 7 - Fig. 8) and works as follows. The air drawn into the internal combustion engine passes through the primary blades 1 located at a certain angle relative to each other. The installation angle of the primary blades 1 is calculated mathematically to ensure optimal operation at certain engine frequencies. For example, in order to obtain an increase in thrust at a speed of 2000 rpm, knowing the engine volume and air speed, calculate the width of the open spaces in the longitudinal side part between the primary blades 1. Accordingly, at a speed of 2000 rpm, the engine will receive perfectly prepared air. At other frequencies, the increase in traction and power will certainly be, but much less. If the device is designed to work at a speed of 2000 rpm, then it will work perfectly only at this frequency. The principle of operation of this device is based on the conversion of the Brownian motion of air particles into organized and directed movement, due to the natural direction of motion of particles in the general flow. In this case, deviations and chaotic behavior of particles are minimized. The particle ceases to spend its energy on moving transversely to the flow, and this force accelerates the longitudinal movement of the particles, that is, the transverse lateral chaotic forces are converted into longitudinal ones, thereby accelerating the air flow. Organized Brownian motion releases additional energy, which is directed in the right direction, and the containment of this energy is carried out by the same molecules and particles due to their directed movement.

Thus, by reducing the resistance at the inlet, favorable conditions are created for the passage of more air into the internal combustion engine. The more air is introduced into the internal combustion engine, the higher its power will be. The decrease in resistance at the inlet is provided by an artificially created vortex air flow, which, having gained speed, is "screwed" into the air intake hole (like a tornado).

The air swirl device for an internal combustion engine has a simple design and manufacturing technology, unlike the prototype, it not only mixes the gas-air mixture better, but also organizes it, allowing it to pass through the inlet of the intake system faster. Thus increasing the amount of combustible mixture entering the cylinder, respectively, increasing the power and torque of the engine.

To confirm the calculated parameters, experimental work was carried out. A comparison of the parameters before the experiment and after the experiment is shown in the table in FIG. 9.

To conduct experimental work, it was necessary to fulfill a number of requirements, in particular, the car must be fully operational, preferably without preliminary repairs, passed the break-in stage according to the manufacturer’s instructions, has no deviations in the declared characteristics, and is not subject to work with overloading the vehicle or driving in difficult conditions. The presence on the car of an electronic control unit (ECU) engine with a sufficiently wide and adaptive to small changes in the initial parameters of the "corridor" of the ECU. Preferably, a distributed fuel injection system. To take parameters in the intake manifold - the need for an absolute pressure sensor (DBP) in the intake system and the ability to freely read data from the sensor using diagnostic equipment commercially available and accessible to ordinary users.

Requirements were made to the internal combustion engine for air flow rates at the inlet, close to the characteristics of the common engines of the D-240/245 series. For the experiment, the GAZ-22177-245 Sobol 4 × 4 car was chosen as the most satisfying of the above requirements, equipped with an UMZ-42164 engine that meets the Euro-4 environmental standard.

There were also stringent requirements for equipment for reading engine performance indicators, for which, after a series of searches, the TC 750 Multitronics on-board computer was selected, which allows high-precision tracking of changes in fuel consumption or injection duration. When changing, a warning is displayed and the numerical value of the deterioration / improvement of fuel quality (as a percentage of the standard).

During the experiment, the indicators of the first oxygen sensor in the exhaust manifold, and the absolute pressure sensor (DBP) at the inlet, as well as the nozzle injection time, instantaneous fuel idle, instantaneous fuel consumption per hundred kilometers, total fuel consumption per trip, mileage were monitored per trip, the amount of fuel spent per trip.

Simultaneously with the installation of the on-board computer, alternative measurement methods based on simplicity and, as a result, guaranteed data verification were used, namely: the fuel was completely drained from the car through the drain plug on the gas tank (the remaining fuel in the fuel line is insignificant), and a measuring ruler was made, for measuring the fuel level through the hole in the fuel inlet (tank neck), in order to determine the amount of fuel consumed during the trip and checking this parameter after repeated emptying tank at the end of the experiment. Thus, we get three parameters of fuel consumption. In this way, it is possible to determine the fuel consumption measured mechanically (gauge), the fuel consumption by the remainder in the tank (when the fuel volume is drained from the tank into the measured capacity) and the fuel consumption on the display of the on-board computer, which reads the parameter based on the fuel injection time, and calculates the fuel spent for a fixed mileage. Comparison of data at the end of the experiment will allow with sufficient accuracy either to confirm or refute the expected results of the experiment. Previously, 30 days before the experiment, the test vehicle was provided with increased control and recording of average parameters. Then, a prototype device with rotation of the air flow counterclockwise to the size of a regular air filter 9 of a car was mathematically calculated and manufactured. The functionality of the filter was not violated, and the filtering system remained operational, that is, it was not removed. The device was mounted in a standard filter 9 by inserting it into the cylindrical inner cavity of the filter element, and accordingly fixed in it. Eliminating the possibility of bypassing the air mass flow device air swirl. Before the first start-up, the battery was disconnected for 1 hour, in order to better adapt the ECU to possible changes in the air flow environment. The car was operated for 30 days in normal mode with an experienced device installed. After 30 days, before conducting the control fuel consumption, the pressure parameters in the intake manifold and the readings of the first oxygen sensor installed in front of the catalyst were taken.

Practical tests were also conducted to determine fuel economy. For this, a tank was pre-calibrated, with a graduation of 500 milliliters to 5 liters of fuel and with a graduation of 1000 milliliters - after the first 5 liters of fuel.

The tank calibration scheme consisted of preliminary emptying the tank, and subsequent gradient filling with measurement by lowering the metal probe with divisions at an angle to the bottom of the tank. The technological unevenness of the bottom of the tank limited the stroke of the measuring probe for each measurement at the same point. In order to avoid deformation of the probe, it dropped to a specific value set flush with the neck of the tank. This eliminates the possibility of erroneous measurement of the fuel level.

The first 5 liters were measured every 500 ml., With notches being drawn on the metering probe in accordance with the actual fuel level, the fueling of the next 20 liters of fuel was measured every 1000 ml, corresponding marks were applied to the measuring probe. In total, 25 liters of AI-92 fuel were poured into the tank through measuring instruments. The temperature of the fuel was also measured in order to recalculate the expansion of the fuel after the run, in order to avoid inaccuracies when measuring fuel in volume units. The fuel temperature at the time of being in the tank was 20 degrees Celsius. And it was measured by immersing a multimeter thermocouple in a tank with fuel.

The control race took place on the federal highway M5 "Ural". The total mileage for the tests was 135 kilometers. The average speed was 86 km / h. The movement of the car was hampered by periodic overtaking of passing vehicles, accompanied by an increase in speed to 110 km / h, that is, the mode of movement was very far from ideal and uniform. At the same time, fuel consumption, according to the on-board computer, was 11.1 l / 100 km. Which clearly confirms the successful operation of the experimental device vortex action. Compared to a standard fuel consumption of 13.75 l / 100 km, fuel economy was 15%. Moreover, both the driver and accompanying persons noted a more even sound of the engine idling, increased dynamics, the absence of unevenness and engine malfunctions.

Measurement with a dipstick of the fuel volume in the tank showed approximately fuel consumption for 135 km of track 15 liters of fuel were consumed. By draining the remainder of the tank, this value was confirmed. The fuel temperature at the end of the experiment was 38 degrees Celsius.

Positive results of the device’s tests include the fuel economy parameter, which is 15%, the pressure increase in the intake manifold is 18%, and the environmental friendliness of the vehicle, judging by the readings of the first oxygen sensor and its voltage reduction by 16.4%. The work carried out to prepare the experiment and create a prototype can be considered not in vain. After all, the above parameters were obtained on a production car without interference in the engine control program, in the existing “corridors” of engine parameter control. The official conclusion of the regional dealer of the GAZ plant on the seriality and authenticity of the tested car was obtained after presenting the car before and Already from the initial experiment it is clearly noticeable that the pressure in the intake manifold increased from 0.32 to 0.38 kPa, which in terms of percentage represents an increase in pressure by inlet by 18.7%. The fall in the value of the first oxygen sensor is a consequence of a more complete combustion of the fuel, and increased environmental friendliness of the engine, since the lower the value of the oxygen sensor, the cleaner the exhaust gases at the outlet of the engine. The voltage drop was from 0.85 V to 0.71 V, which in terms of percentages is a decrease of 16.4%.

Claims (1)

An air swirl device for an internal combustion engine installed in an air intake channel of an internal combustion engine; comprising a plurality of primary blades, connecting elements forming pairs of blades, characterized in that it includes an upper base and a lower base, each made in the form of a ring of the same diameter, with the primary blades mounted tangentially to the inner hole of the upper and lower bases with open spaces to the full length in the longitudinal side part with the possibility of the formation of a cylindrical shape and rigidly fixed by the lower end surfaces on the lower base, and the upper end p surface - on the upper base, wherein adjacent primary blades pairwise interconnected by horizontal connecting elements of triangular shape, placed in a helical line up along the outer perimeter of the primary blades installed.

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