RU2028470C1 - Controlled spiral outlet passage in cylinder head of internal combustion engine - Google Patents

Abstract

FIELD: engine engineering. SUBSTANCE: passage has inlet section 1, above-valve swirling chamber, valve 4 with guide 5, and control member 7 constructed as a part of side surface of the swirling chamber, e.g., as a bent blade whose one end is secured to the axle. The blade is mounted for movement in the direction of valve 4 and overlapping chamber 2. When control member 7 moves to valve 4 the intensity of cylinder charge swirling decreases. EFFECT: improved operation at high speed of crankshaft rotation. 3 cl, 3 dwg

Description

 The invention relates to engine building, and in particular to internal combustion engines with an adjustable inlet channel in the cylinder head, and can be used in bench tuning and in the production of internal combustion engines, mainly high-speed diesel vehicles.

 Known adjustable spiral channel in the cylinder head of the internal combustion engine, containing an inlet section interfaced with an over-valve twisting chamber, the outlet of which is an inlet to the engine cylinder, a valve installed in the guide and a regulating body associated with the actuator and located in the twisting chamber. The regulatory body is made in the form of a screen mounted on a valve guide movable along the axis. When moving (using the actuator actuator) the guide towards the valve plate, the screen reduces the height of the cross section in a separate section of the swirl chamber and thereby compresses the annular stream in it until it breaks.

 A disadvantage of the known channel is the ability to move the regulatory body only along the valve. In this case, regardless of the location of this organ (screen) in the swirling chamber, including the section adjacent to the side surface cut, its movement to the valve plate, which ensures a decrease in the charge twist intensity in the cylinder, cannot be accompanied by an increase in the inlet section of the chamber and therefore a significant decrease in resistance channel. Another no less significant drawback of the known device associated with axial movements of the regulatory body lies in the increased structural and technological complexity of implementation and reduced reliability of the engine. So in the initial state of the channel, in order to achieve the maximum possible intensity of the twist created by it, the screen should be brought out of the twisting chamber into a slot specially made in the body of the cylinder head, complicating and softening the head. The mobility of the intake valve guide is associated with additional radial clearances, the risk of beating and leaks of the valve, increased oil leaks, etc. And, finally, in the existing cylinder head designs, the valve guide is insulated from the valve springs from the outside, so its axial movements, as well as the placement of actuators drive, very problematic.

 The purpose of the invention is to increase the efficiency of regulation of the charge twist in the engine cylinder and simplify the design.

 This goal is achieved by the fact that in an adjustable spiral inlet channel in the cylinder head of the internal combustion engine, which contains an inlet section conjugated with a nadkvalnoy twisting chamber, the outlet neck of which is an inlet to the engine cylinder, installed in the valve guide and a regulating body associated with the actuator and placed in the twisting chamber, the regulatory body is made in the form of a part of the side wall of the twisting chamber, mounted to move towards the valve and overlap the chamber.

 The regulatory body acts in the input section of the channel.

 The regulatory body is made in the form of a curved blade fixed at one end to the axis.

 Figure 1 shows an embodiment of a channel characterized by a constant resistance coefficient; figure 2 is another version of the channel, characterized by an "ideal" dependence; figure 3 is an embodiment of a self-regulating channel.

 The diesel engine has a spiral inlet channel in the cylinder head, comprising an inlet section 1, a super-valve twisting chamber 2 connected therewith with a spiral side wall 3. The channel is equipped with a valve 4 with a fixed guide 5 and a neck 6, which is the outlet section of the twisting chamber 2. Opposite the inlet section 1 in the chamber 2, a regulatory body is installed, made in the form of a movable part 7 of the side wall 3 of the swirl chamber. Part 7 has the shape of a rectangular thin-walled and curved along the profile side wall 3 of the blade fixed at one end on axis 8 parallel to the axis of valve 4, and by means of a rod 9 brought out from the cylinder head for communication with the drive.

 The variant of the channel shown in figure 2, differs in the location of the regulatory body, which is made in the form of a movable part 10 of the side wall 3 adjacent to its cut 12. In this embodiment, the part 10 is also curved, for example, along the radius of the neck 6 and made thin-walled, one end is fixed on the axis 11, and the other free, which is a slice 12 of the side wall 3, protrudes into the inlet section 13. The free end 12 of part 10 in its initial position (shown in Fig. 2 by the main lines) is located in the plane of the axis of the valve 4 parallel lines then a (not shown in the inlet portion 13). This is due to the possibility of expanding the input section by δ (Fig. 2) up to the dashed line. Part 10 by means of a thrust is brought out of the cylinder head to the outside, for example, through the inlet section 13 for communication with the drive. A dashed-dotted line in FIG. 2 shows a version of a swirling chamber with a side wall recessed with respect to the neck 6 and its movable element.

 The channel variant of FIG. 3 differs from the variant of FIG. 2 only in that instead of the outgoing thrust, part 10 is connected to a piston damper 14 pivotally mounted in the inlet section 13, comprising a housing 15, a rod 16 with a light piston 17, a spring 18 and a ball a valve 19 in the conical hole 20, as well as a calibrated hole 21.

 When the diesel engine is operating at maximum torque at reduced rotational speeds of the crankshaft or at the beginning of bench testing in the control mode, the movable part 7 (10) is in the initial position, forming a smooth line on the side surface 3 of the chamber 2. At the same time, the air in chamber 2 performs a closed circular rotation and, thus obtaining a significant tangential velocity arrangement in the neck 6, expires in the cylinder with the greatest moment of momentum, which caused at the end of the compression cycle, the highest intensity of charge rotation in the combustion chamber (Figs. 1 and 2).

 When increasing the speed of the crankshaft and (or) reducing the load, or when searching for the optimal channel setting during bench tests of the engine, the movable part 7 (10) of the side wall 3 is rotated around the axis 8 (10) using the rod (9) to the center of the chamber 2, up to contact with the valve 5 guide 4. In this case, an annular vortex is clamped in the swirling chamber 2 and the currents in the neck 6 are transformed from swirling to straightened (Fig. 1) or partially swirled (Fig. 2).

 In the second case, a plane jet reflected from the outer wall of the movable part 10 is added to a weakly twisted screw-like jet, filling the front of the neck 6. In the known device with gas-dynamic clamping, a steep slope from the top of the additional input channel section performs a similar function. In the same (FIG. 2) embodiment, the movement of part 10 toward the center of chamber 2 is accompanied by the opening of the inlet section of the swirl chamber, which, combined with the full use of the section of the valve slit, provides a significant reduction in channel resistance.

 In the embodiment of FIG. 3, designed primarily for the most high-speed diesels (having increased flow rates in the inlet channel and not requiring correction of the swirl over the load), the operation is carried out as in the case of FIG. 2 with the difference that the movements of part 10 are carried out under the action of the permutation force arising from the difference between the pressure forces of the incoming flow and compression of the spring 18.

 The pressure force of the flow (maximum for the intake period) is proportional to the square of the crankshaft speed, therefore, self-regulation of the ICS is highly sensitive.

 The oscillatory process of part 10 from variables in the free-stream pressure force cycle is suppressed by a damping device 14, which ensures almost inertialess movements of part 10 to the center of the chamber 2 due to the opening of the large hole 20 by the valve 19, to inhibited reverse movements by the action of the spring 15 due to the closing of the hole by the valve 19 20 and air displacement by the piston 17 through a small calibrated hole 21.

 Thus, the invention allows in a conventional single-input spiral inlet channel with the help of a simply mounted and movable regulating body, for example, a curved blade, to obtain the widest range of variation in the intensity of the charge swirl in the cylinder, with either a stabilized coefficient of flow (resistance) or "ideally" variable his character. The invention eliminates the significant disadvantages of the known spiral inlet channels with an effect on the annular jet in the swirl chamber, but combines and enhances their functional advantages.

 The implementation of the regulatory body in the form of a parietal scapula in the case of its location according to the variant of figure 2 creates a number of additional advantages.

 Firstly, it allows you to adjust the maximum twist intensity in the finished channel, both downward - by cutting the end face 12 of the blade 10 or moving it to the center with subsequent fixation, and upward - by lengthening the body of the shoulder blade 10. If the last procedure is not enough, then to deepen by deepening the twisting chamber, as shown by the dashed-dotted line in figure 2. Secondly, it can serve as a unique means of optimizing the shape of a single-mode spiral inlet channel directly during the internal combustion engine testing, since after fixing the optimal position of the blade, it remains to preserve the obtained shape of the channel, and in the corresponding casting rod it is sufficient to make slight bending smoothing. And finally, it allows you to enter at least in high-speed diesel engines the self-control of the channel (Fig. 3) and to abandon the use of very complex motor-expensive drives of the regulatory body, including control signal sensors, a control unit with memory elements and actuators of electro-hydro- or pneumomechanical types.

 The actual range of regulation of the intensity of the charge twist in the cylinder of the engine is determined by the possible radial movement and the relative dimensions of the movable element of the side surface K.3, which, in turn, depend on the deviation of the form K.3 from a cylindrical one with plane-parallel ends.

 The more pronounced the helical and helical nature of the swirl chamber, the smaller the size of the ring vortex in it and the smaller the available range of swirl control. On models of various ICS, the authors obtained 1.5-7-fold ranges of variation of the spin parameter.

 The movable part of the side surface of the swirling chamber in the spiral inlet channel, in addition to the rotary blade, can be made in the form of a rotatable eccentric, in the form of a reciprocating flat or L-shaped (for “sailing”) gate, etc.

 The self-regulating channel may contain, for example, instead of a rigid blade 10 with an axis 11 and a spring 18, a flat spring attached to the side wall 3, as well as other types of dampers.

 The results of the application of the proposed device on a diesel engine, which, in contrast to the known solutions, does not require any fundamental changes in the design of the cylinder head, is to reduce the time and cost of experimental design work and significantly increase the technical and economic indicators when operating in transport conditions.

 In the field of low-frequency diesel operation modes, the proposed spiral inlet channel, in contrast to the single-mode spiral inlet channel, can significantly increase the torque by increasing the charge swirl, reducing smoke and specific fuel consumption. In the high-frequency range of operating modes, including the nominal one, the proposed channel, in contrast to the single-mode one, allows increasing the power with decreasing the twist and lowering the drag coefficient while maintaining maximum cycle pressures while reducing specific fuel consumption and emissions. Moreover, these improvements are more significant than in the case of using the known channel with a screen on the movable rail due to lower resistance and a higher fill factor, and than in the case of using a spiral inlet channel with an additional input section due to the reduced twist intensity and also a larger fill coefficient.

Claims (3)

 1. ADJUSTABLE SPIRAL INLET CHANNEL IN THE HEAD OF THE INTERNAL COMBUSTION ENGINE CYLINDER, predominantly diesel, containing an inlet section interfaced with a super-valve twisting chamber, the outlet neck of which is an inlet to the engine cylinder installed in the valve body and installed in the valve guide twisting chamber, characterized in that, in order to increase efficiency and simplify the design, the regulatory body is made in the form of a part of the side wall of the closure learning installed with the ability to move towards the valve and overlap the chamber.  2. The channel according to claim 1, characterized in that the adjustable body acts in the input section.  3. The channel according to claims 1 and 2, characterized in that the regulatory body is made in the form of a curved blade fixed with one end on the axis.

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