RU193001U1 - PISTON ENGINE - Google Patents

Abstract

The proposal relates to the field of mechanical engineering and can be used mainly as a technical solution aimed at forcing the power indicators of the piston engine of the vehicle. Summary of the proposal The proposed technical solution allows to force the power indicators of the engine in the modes caused by a significant increase in the external load on the vehicle, off-road conditions, difficult terrain, overcoming steep climbs. Tasks achieved in that the combustion chamber via a control valve controlled by a pressure sensor signal, placed on the receiver-exchanger, through the gas conduit communicates with the balloon reducer high pressure compressed air.

Description

The proposal relates to the field of mechanical engineering and can be used mainly as a piston engine of a vehicle.

A piston engine is known from the prior art (Patent RU 183893 F02G 3/02, F02G 5/02, F02B 33/16 Publ. 08.10.2018), consisting of a cylinder block, including a discharge and expansion cylinder, crank-piston groups operating on a common a crankshaft, a receiver-heat exchanger connected to an expansion cylinder with a normally open self-acting intake valve and exhaust windows communicated through a check valve to the combustion chamber.

The main disadvantage of such an engine is the impossibility of forcing its power indicators when operating under the conditions caused by a significant increase in the external load on the vehicle, in off-road conditions, difficult terrain, overcoming steep climbs.

The piston engine device (Patent RU 183893 F02G 3/02, F02G 5/02, F02B 33/16 Publ. 08.10.2018) is the closest to the proposed in the application on the technical nature and taken as a prototype.

The technical result of the claimed utility model is to force the power indicators of the engine in the modes, due to a significant increase in the external load on the vehicle, in off-road conditions, difficult terrain, overcoming steep climbs.

The technical result is achieved in that the combustion chamber through a gas reducer and a control valve, controlled by a signal from a pressure sensor located on the receiver-heat exchanger, is connected by a pipeline with a cylinder of high pressure compressed air.

The proposal is illustrated in the drawing, which shows a schematic diagram of a piston engine.

The proposed piston engine comprises: a cylinder block 1, a common crankshaft 2, to which a delivery cylinder 3 and an expansion cylinder 4 with a piston 5 are connected by crank-piston groups. The expansion cylinder 4 is equipped with a normally open self-acting intake valve 6 and exhaust windows 7 connected by a manifold 8 , and a connected pipe 9 with a coil 10 of the receiver-heat exchanger 11 and the exhaust gas outlet pipe 12. The combustion chamber 13 with fuel supply and ignition systems through a control valve 14, controlled by a pressure sensor signal 15 mounted on the receiver-heat exchanger 11, is connected by a pipe 16 through a gas reducer 17 to a high-pressure compressed air cylinder 18. The receiver-heat exchanger 11 is connected by a pipe 19 check valve 20 with a combustion chamber 13.

The proposed piston engine operates as follows. Compressed air from the injection cylinder 3, additionally heated by the exhaust gases flowing through the pipe 9 to the coil 10 of the receiver-heat exchanger 11 from the manifold 8 of the expansion cylinder 4, is supplied via the pipe 19 through the check valve 20 to the combustion chamber 13, where fuel is also injected. When the fuel-air mixture is ignited by the ignition system, the hot working fluid from the combustion chamber 13 enters the expansion cylinder 4 through a normally open self-acting intake valve 6. During filling of the expansion cylinder 4 with the working fluid, the piston 5 moves with increasing speed from the top dead center (TDC) to the direction of the bottom dead center (BDC), performing mechanical work, while creating a torque M _{cr with} its crank-piston group on the crankshaft 2 of the piston engine. In this case, the pressure drop across the spring-loaded shut-off element of the normally open intake valve 6 increases and the intake valve 6 closes. The working fluid arriving at the cylinder exerts pressure on the piston 5 and expands with further movement to the BDC, continuing to perform mechanical work, while simultaneously providing movement of the vehicle, as well as compression and movement of air into the receiver-heat exchanger 11 by the pressure cylinder 3. When opened by the piston 5 of the exhaust windows 7 in the lower part of the expansion cylinder 4, the expanded waste working fluid is discharged into the collector 8 and fed through the pipe 9 to the coil 10 of the receiver-heat exchanger 11, and then working gases through pipeline 12 are discharged into the atmosphere. When the piston returns to TDC, provided by the moment of inertia of the engine flywheel (or other expansion cylinders in parallel), the working fluid remaining in the expansion cylinder 4 is compressed and when the pressure in the expansion cylinder 4 is exceeded, the gas pressure in the combustion chamber 13, the inlet valve 6 opens, and when the piston 5 reaches the TDC, the cycle in the expansion cylinder 4 is repeated.

With a significant increase in the external load for forcing engine performance with an increase in the amount of fuel supplied, additional amount of compressed air necessary for complete combustion of the fuel is supplied from the compressed air cylinder of high pressure 18 to the combustion chamber 13 through a pipe 16 through a control valve 14 controlled by a signal from the sensor pressure 15, placed on the receiver-heat exchanger 11, and a gas reducer 17.

Most of the mechanical energy removed from the crankshaft 2 is spent on driving a vehicle propulsion device, and a smaller part of it is perceived by the crank-piston group of the injection cylinder 3, setting it in motion, while providing compression of atmospheric air.

The external location of the combustion chamber will allow the fuel-air mixture to be burned at a practically constant volume, which will lead to a decrease in engine noise, and will provide a combustion process while reducing exhaust toxicity. The design of the combustion chamber will allow the use of simpler fuel-supplying equipment and the ignition system, will make it possible to use various types of fuel in the engine (natural and associated petroleum gases, heavy diesel fuel, light oil fractions, gasoline and kerosene, powdered coal, etc.)

When the vehicle is braking, descending from the slopes, braking, the torque generated by the propeller on the crankshaft 2 will cause the piston groups of the pressure cylinder 3 to move. In this case, the atmospheric air entering the pressure cylinder 3 is compressed and moved to the receiver heat exchanger 11, thereby ensuring the accumulation of compressed air in the receiver-heat exchanger 11 and the subsequent recovery of the accumulated pneumatic energy.

Compared with the prototype, the proposed technical solution allows forcing engine power indicators when operating under conditions caused by a significant increase in the external load on the vehicle in off-road conditions, difficult terrain, and overcoming steep climbs.

Claims (1)

A piston engine consisting of a cylinder block containing at least one discharge cylinder and one expansion cylinder with one normally open self-acting intake valve and exhaust windows, crank-piston groups working on a common crankshaft, combustion chamber, receiver-heat exchanger, piping system , fuel supply and ignition systems, characterized in that the combustion chamber by means of a control valve controlled by a signal from a pressure sensor located on the receiver-heat exchanger, with obschena conduit through the gas cylinder gear with high pressure compressed air.

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