RU2076932C1 - Method and device for use of hydrocarbon fuels in internal combustion engines - Google Patents

Abstract

FIELD: heat power engineering; internal combustion engines. SUBSTANCE: method consists in interaction of fuel with oxygen of air of air at gauge pressure, separate delivery of air and fuel into engine combustion chamber and metered out delivery of fuel into remaining high-temperature waste gases in engine cylinder without the access of air. Metered out delivery of fuel is carried out with engine piston in bottom dead center, and air is delivered into mixture of high-temperature waste gases and hydrocarbon fuel compressed in engine cylinder. Metered out delivery of fuel can be provided together with air in the form of fuel mixture when maximum degree of compression of high-temperature waste gases in combustion chamber is attained. EFFECT: enlarged operating capabilities. 3 cl, 1 dwg

Description

 The invention relates to fuel energy, in particular, to the use of fuels in internal combustion engines.

A known method of using hydrocarbon fuels in an internal combustion engine by reacting fuel with atmospheric oxygen at excess pressure, separately supplying fuel and air to the combustion chamber of the engine, dosing the fuel into the residual composition of high-temperature exhaust gases in the engine cylinder without air access [1]
The disadvantage of this method is that the fuel in this method is not used efficiently.

A device for using fuel in internal combustion engines, comprising a piston group, a crankshaft, a camshaft with cams, an exhaust valve connected through a cam follower, an exhaust manifold, a fuel tank, a fuel pump and an injector [2]
A disadvantage of the known device is the inefficient use of fuel.

 The objective of the invention is to allocate more energy from the same amount of fuel used in internal combustion engines.

 The problem is solved in that the method of using hydrocarbon fuels in an internal combustion engine is provided by the interaction of fuel with oxygen at excess pressure, separate supply of fuel and air to the combustion chamber of the engine, dosed fuel supply to the residual composition of high-temperature exhaust gases in the engine cylinder without air access moreover, a metered fuel supply to the residual composition of high-temperature exhaust gases is carried out with the position of the engine piston at the bottom dead center, air is supplied to a compressed mixture of high-temperature exhaust gases with hydrocarbon fuel compressed in the engine cylinder or a metered supply of fuel and air is carried out as a fuel mixture when the maximum compression ratio of high-temperature exhaust gases is reached in the combustion chamber.

 The temperature of atmospheric oxygen at the moment of interaction with the fuel can be maintained equal to the ambient temperature, and the fuel is heated.

 A device for using fuel in internal combustion engines comprises a piston group, a crankshaft, a camshaft with cams, an exhaust valve connected through a cam follower, an exhaust manifold, a fuel tank, a fuel pump and a fuel injector, and the exhaust valve cams are configured to opening the exhaust valve when the piston reaches 1/4 of the stroke to bottom dead center and closing the exhaust valve when the piston reaches bottom dead center.

The drawing shows a device for implementing the proposed method, which is supplied with an internal combustion engine
1. The internal combustion engine 1 contains a traditional piston group 2 (crankshaft, camshaft and pusher group, rocker arm).

 In addition, in the head of the engine block 1, in addition to the existing fuel injector "T", an injector "D" is installed, which is connected by corresponding pipelines to the compressed air receiver 3 through the electromagnetic valve 4 and the air pressure regulator 5, and with the starting fuel capacity 6 through the electromagnetic valve 7.

 The nozzle "T" is connected to the fuel tank 8 through the filter "F" through the fuel pump 9 and through the electromagnetic valve 10.

 The receiver 3 additional pipeline through the pressure reducing valve "K" is communicated with the fuel capacity 6.

 Replenishment of the receiver with compressed air is carried out by the compressor 11 through the check valve 12.

 The initial state of the introduction of the proposed device.

 The compressed air receiver 3 is filled with excess pressure air. Starting fuel capacity of fuel 6 and fuel tank 8 are filled with fuel. Solenoid valves 4, 7 and solenoid valve 10 are de-energized, engine 1 does not work.

 Starting the internal combustion engine 1 is carried out by rotating its crankshaft with a starter or handle. In this case, spark ignition is turned on and power is supplied to the coils of the electromagnetic valves 5 and 7, the pressure reducing valve "K" allows compressed air from the receiver 3 to enter the fuel tank 6, creating excessive pressure in it to supply fuel to the nozzle "D". The nozzle "D" is made with the possibility of dosing into the chamber of the interaction of the engine 1 air, and if necessary, spraying compressed air with liquid fuel. As provided for when starting engine 1 with this circuit.

 The fuel tank 6 in the presence of a fuel tank 8 is designed to contain flammable fuels intended to start the engine when it is running on heavy fuels, which is also advisable to start the engine in extreme conditions with negative temperatures.

 The engine 1 is started when the electromagnetic valve 10 is closed, therefore, the flow of fuel to the nozzle "T" is blocked.

 By rotating the crankshaft of the engine 1, the piston moves to the upper extreme position. When the piston reaches the top dead center, the nozzle "D" is turned on, with which the fuel is sprayed with compressed air, which is the formation and dosing of the fuel mixture into the combustion chamber of the engine at the same time.

 When this compressed air from the receiver 3 enters the nozzle "D" through the open solenoid valve 4 and through the air pressure regulator 5, and the fuel from the fuel tank 6 enters through the open solenoid valve 7.

 The fuel sprayed with compressed air ignites during its atomization, which removes all the issues of fuel interaction with air at any negative temperatures, because ignition of the atomized fuel simultaneously with atomization eliminates the possibility of condensation of dust fractions of liquid fuel in a system with excess pressure at any negative temperature. If this is not done, but try to ignite the fuel after spraying it, then the fuel may condense.

 By the interaction of fuel with atmospheric oxygen, energy is released that increases the pressure in the combustion chamber, thereby achieving the performance of the piston.

 The movement of the piston with a working stroke is forwarded by opening the exhaust valve, without reaching the piston one fourth of the way to the bottom dead center, and closes when the piston reaches the bottom dead center. The return motion of the piston occurs by compression of the high-temperature exhaust gases with which the engine cylinder was filled after the removal of their excess pressure.

 Subsequent atomization of the fuel mixture into the compressed composition of the hot exhaust gas proceeds by the formation in the composition of the fuel mixture of the temperature difference between the fuel and oxygen in the air more intensively than was achieved in the absence of heat. The accumulation of heat in the exhaust gases leads to an increase in the temperature difference between the fuel and the oxygen in the air such that it is not necessary to initiate them with spark ignition (or the energy of the glow plug). The engine goes into diesel mode, i.e. self-ignition.

 Activating fuel to interact with atmospheric oxygen with the thermal energy of the exhaust gases allows the engine to operate in push-pull mode. That means, after the piston stroke is completed, high-temperature exhaust gases are compressed by it, which activates the fuel mixture sprayed in them and the piston is again shifted down by the stroke.

The above technology for the use of fuel continues until the engine reaches a temperature of about 40 ^o C, necessary for the transition of its operation on heavy fuel.

 The above scheme of the engine with its start can be a working scheme in the case of its operation on light fuels.

 When transferring the operation of engine 1 to heavy fuel, the latter must be sprayed into the engine cylinder at the moment when the exhaust valve is closed and the piston begins to move to the compression stroke of the high-temperature gases contained in the cylinder.

 The transition of the engine to heavy fuel is carried out by turning on the electromagnetic valve 10.

 In this case, the fuel from the fuel tank 8 through the fuel filter "F" by the fuel pump 9 is fed to the fuel nozzle "T", with the help of which smooth dosing of heavy fuel is carried out while reducing the atomization of the fuel by the nozzle "D".

 The transition to the operating mode on heavy fuel is achieved by completely blocking the flow of fuel into the injector "D" from the fuel tank 6 by de-energizing the electromagnetic valve 7.

 Thus, the engine switches to heavy fuel.

 Spraying fuel into the engine cylinder allows, in the absence of excess pressure in it, to achieve better atomization quality, i.e. obtaining its smaller fractions, which are converted into a gaseous state by the heat of the exhaust gases. And when the piston reaches full compression of this mixture, its temperature increases and the exhaust gases turn into a state of high-temperature generator gas, which is known from the interaction of high-temperature exhaust gas with high-temperature fuel carbon.

 Thus, a highly active energy mass is formed in the interaction chamber of the engine 1.

 Subsequent dosing into this active composition of air with an ambient temperature (and lower) leads to the formation of a high temperature difference between them.

 Using the thermal energy of the exhaust gases, and not releasing it by compressing atmospheric air, an increase in the power of the activation energy of the fuel is achieved in proportion to the achievement of an increase in the temperature difference between the fuel and oxygen at the time of their interaction.

 The value of this use of fuel is that it is not afraid of overheating of the engine or a decrease in speed, because the increase in the temperature difference between fuel and air is independent of these factors.

 Such a device implements the proposed method with the help of which it is now possible to create, without spending large resources, any activation energy, while receiving a proportional increase in the energy released from the same amount of fuel when it interacts with atmospheric oxygen.

 The engine speed control is carried out both by regulating the amount of dosed fuel and the amount of dosed air, by reducing or increasing its pressure with the air pressure regulator 5, which enters the nozzle "D" without fuel.

 The compressed air consumed from the receiver 3 is replenished during the operation of the compressor 11 through the non-return valve 12, the amount of which also decreases with a decrease in fuel consumption, which implies the minimum possible reduction in its consumption by 10-15 times in comparison with existing engines.

 The practical use of this device to implement the proposed method of using fuel in internal combustion engines will reduce fuel consumption, reduce engine metal consumption and reduce exhaust emissions into the atmosphere.

Claims (3)

 1. The method of application of hydrocarbon fuels in an internal combustion engine by reacting fuel with atmospheric oxygen at excess pressure, separately supplying fuel and air to the combustion chamber of the engine, dosing fuel into the residual composition of high-temperature exhaust gases in the engine cylinder without air access, characterized in that dosed fuel supply to the residual composition of high-temperature exhaust gases is carried out with the engine piston at bottom dead center, air supply is carried out in the cylinder of the engine, compressed composition of the mixture of high-temperature exhaust gas with a hydrocarbon fuel or dosage of fuel and air is carried out in the form of fuel mixture reaches the combustion chamber in the maximum compression ratio high exhaust gas.  2. The method according to p. 1, characterized in that the temperature of the oxygen at the moment of interaction with the fuel is maintained equal to the ambient temperature, and the fuel is heated.  3. A device for using hydrocarbon fuels in internal combustion engines, comprising a piston group, a crankshaft, a camshaft with cams, an exhaust valve connected through a cam follower, an exhaust manifold, a fuel tank and a fuel injector, characterized in that the exhaust valve cams made with the possibility of opening the exhaust valve when the piston reaches 1/4 of the stroke to the bottom dead center and closing the exhaust valve when the piston reaches the bottom dead center.