RU2253740C2 - Internal combustion engine - Google Patents

Abstract

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: invention relates to piston internal combustion engines and it can be in gasoline, gas and diesel engines of different applications. Proposed engine contains cylinders with liners, pistons, connecting rods, crankshaft, timing gear, cooling system. Cylinders are provided with cooling ribs or cooling jacket. Cylinder liners of increased inner volume are provided with cooling ports and double wall forming cooling chamber communicating with inner volume through cooling ports. Outer side of cylinders is provided with heat insulating coating which increases efficiency by one third and, consequently, decreases fuel consumption also by one third.

EFFECT: increased efficiency, reduced fuel consumption, dispensing with cooling system owing to use of principle of self-cooling of cylinders.

2 cl, 3 dwg

Description

The invention relates to internal combustion engines, which is a source of mechanical energy, and in particular to the field of piston internal combustion engines, and can be used in gasoline, gas and diesel engines for various purposes.

The closest design is an internal combustion engine containing cylinders with sleeves, pistons, connecting rods, a crankshaft, a gas distribution mechanism, a cooling system, the cylinders having cooling fins or a cooling jacket (US Pat. No. 4,676,202, F 01 P 1/02, 1987) .

The disadvantages of the known designs of internal combustion engines are:

- a large loss of power due to the need for heat removal (cooling) of the cylinder-piston group;

- non-use of energy of residual gases;

- significant costs for the manufacture, maintenance and operation of the cooling system.

The invention is aimed at increasing the efficiency of the engine, reducing fuel consumption, abandoning the cooling system as such and using the principle of cylinder self-cooling.

The specified technical result is achieved by the fact that in a known internal combustion engine comprising cylinders with liners, pistons, connecting rods, a crankshaft, a gas distribution mechanism, a cooling system, the cylinders having cooling fins or a cooling jacket, according to the invention, the cylinder liners are made with cooling windows, have a double wall forming a cooling chamber communicating with the internal volume by means of cooling windows, and the outer side of the cylinders has a heat-insulating coating.

In addition, this technical solution allows the use of the energy of the residual gases by increasing the working volume of the cylinders in such a way that with equal degrees of compression of the known and the claimed engine, all excess air mixture in the inventive engine during the cycle, the "compression" is compressed in the cooling chamber and, expanding, makes useful work at the “stroke” stroke, when the piston, moving from the top dead center (TDC), will open the cooling windows.

An analysis of the known solutions did not reveal a similar implementation of internal combustion engines and showed that the invention is new, as it is unknown and should not be explicitly understood by a specialist from the level of technological development, that is, the invention meets the criterion of "inventive step".

In figure 1, the cylinder liner 1, having a double wall 2, forms a cooling chamber 3, communicating with the internal volume of the cylinder through the cooling windows 4. The outer side of the cooling chamber (cylinder) has a heat-insulating coating 5. The piston 6, connected by a connecting rod 7 to the crank shaft 8, while in the TDC side walls (skirt) overlaps the cooling windows, thereby dividing the volume of the combustion chamber from the volume of the cooling chamber. When the piston moves from TDC to the bottom dead center (BDC), the piston opens the cooling windows and the volume of the cooling chamber, together with the volume of the combustion chamber and the volume released by the piston, make up the total volume. The inlet valves 9 and exhaust valves 10, connecting the inlet and outlet channels respectively to the cooling chamber, allow a more rational use of the surface of the combustion chamber, on which the bypass valve 11, nozzles 12 and spark plugs 13 are located.

Figure 2 shows the inventive engine without a bypass valve 11, since with a certain combination of cylinder volumes and cooling chambers, as well as the location of the cooling windows, there is no need for a bypass valve. On the surface of the combustion chamber, an inlet valve 14 and an exhaust valve 15 can be additionally installed. A double wall 2, made along the entire length of the cylinder, forms a cooling chamber 3 having a ribbed inner surface 16 to improve heat transfer. The piston 6 with two connecting rods 7 is connected to two crankshafts 8, which reduces the lateral friction of the piston against the cylinder walls.

Figure 3 shows a graph of the pressure in the cylinders of the known and the claimed engine depending on the volume released by the piston during the stroke "stroke".

The engine operates as follows. Tact "release". The piston is located at the BDC. The exhaust valve 10 and the bypass valve 11 are opened. When the piston moves from the BDC until the cooling windows overlap, the exhaust gases from the cylinder through the cooling windows and the bypass valve enter the cooling chamber and enter the atmosphere through the exhaust valve. Moving from the moment of closing the cooling windows to the TDC, the piston displaces the exhaust gases into the atmosphere through the bypass valve, the cooling chamber and the exhaust valve. When the piston reaches TDC, the exhaust valve closes and the intake valve opens. Intake cycle. The inlet valve and the bypass valve are open. When the piston moves from TDC until the piston opens the cooling windows, the fresh air mixture through the inlet valve, the cooling chamber and the bypass valve enters the cylinder. After opening the cooling windows, fresh air mixture enters the cylinder also through the cooling windows. When the piston reaches the BDC, the intake valve closes.

Tact "compression". The bypass valve is open. When the piston moves from the BDC to the moment the piston closes the cooling windows, the pressure in the cylinder and the cooling chamber grows equally, since the air mixture from the cylinder enters the cooling chamber through the cooling windows and the bypass valve. Subsequently, when the piston moves from the moment the cooling windows are closed to the closing point of the bypass valve, excess air mixture flows from the cylinder into the cooling chamber through the bypass valve. The closing point of the bypass valve is the position of the piston when its further movement to the TDC without bypassing the air mixture will provide the specified compression ratio of the air mixture in the combustion chamber when the piston is in the TDC. The bypass valve is closed. The pressure in the cooling chamber continues to increase, but not due to the incoming air mixture, but due to the fact that the air mixture inside it heats up, cooling the cylinder walls, since heat transfer is effective at high pressure (pressure continues to increase until the cooling windows open by the piston at the stroke "working stroke"). With further movement of the piston from the closing point of the bypass valve to the TDC, the pressure and temperature in the cylinder will also increase regardless of the pressure and temperature in the cooling chamber.

Piston at TDC. Tact "working move". The fuel is injected and ignited (taking into account the advance angle). Pressure and temperature are rising. A piston under gas pressure begins to move from TDC to BDC. At some point, the pressure in the cylinder begins to drop.

The opening point of the cooling windows (i.e. the location of the cooling windows on the sleeve) is selected so that at the time the cooling windows open, the pressure in the cylinder will be equal to the pressure in the cooling chamber. The temperature in the cylinder is 3-4 times higher than the temperature in the cooling chamber. The total area of all cooling windows should be commensurate with the area of the cylinder, providing unhindered movement of the air mixture from the cooling chamber to the cylinder. Cooling windows open. The pressure in the cylinder and the cooling chamber is the same. The temperature in the cylinder begins to drop sharply, without affecting the pressure, because the drop in temperature in the cylinder is compensated by an increase in the concentration of molecules coming from the cooling chamber. And with further movement of the piston to the BDC, the pressure in the cylinder and the cooling chamber are the same. The piston reached the BDC, the stroke "stroke" ended. A new cycle begins - “release” - “inlet” - “compression” - “working stroke”.

For clarity and convenience, the comparison of the claimed and the known engine, the working volume of the cylinder of the claimed engine is increased by 2.5 times compared with the working volume of the cylinder of the known engine only by increasing the length of the cylinder with equal diameters.

3, a dashed line (BCD line) shows the pressure versus volume during the stroke "stroke" in the cylinder of a known engine with a compression ratio of 16. That is, the working volume of the cylinder is 15 volumes of the combustion chamber.

The solid line (BCM line) shows the pressure versus volume during the stroke "stroke" in the cylinder of the inventive engine with an increased (2.5 times) volume equal to 37.5 volumes of the combustion chamber and a volume of the cooling chamber equal to 3.5 volumes combustion chambers.

On the graph, the segment BC is general, because with equal volumes of combustion chambers, equal amount of injected fuel, the combustion process when moving pistons from TDC to point C occurs the same. Point C is the point where the piston opens the cooling windows. From this moment on, the pressure in the cylinder of the inventive engine will drop more slowly than in the known engine, because when both pistons are at this point, and therefore, at equal pressures, the current volume occupied by the gases in the inventive engine will be greater than the known volume by the volume of the cooling chamber. In order for the pressure to drop, for example, by 2 times, both pistons need to release a volume equal to the current volume in the cylinders. That is, the piston of the inventive engine must be released a larger volume than the piston of a known engine, the volume of the cooling chamber. Therefore, two times less pressure in the inventive engine will come later, which means that the pressure dependence of the volume of the claimed engine will be higher.

On the graph, the area of ABCDK is numerically equal to the work of gases in the cylinder of a known engine. Area ABCM is numerically equal to the work of gases in the cylinder of the inventive engine. Calculations show that the work of gases in the inventive engine is 1.5 times greater than in the known engine. And taking into account the negative work of auxiliary clock cycles, the efficiency of the inventive engine is one third more than that of a known engine. Therefore, with equal fuel consumption, the power of the claimed engine is one third more than the power of a known engine. And vice versa, with equal power, the fuel consumption of the inventive engine is one third less than that of a known engine. At the same time (with equal power) in the inventive engine, the linear dimensions (cylinder diameter and piston stroke) are slightly larger than the known ones, in the complete absence of all elements of the cooling system in the inventive engine, which additionally increases power by 3%.

A feature of the foregoing is that the indicated technical result is achieved with the integrated use of cylinders with an increased volume and cooling chambers with a heat-insulating coating, when the thermal energy released during cooling by the outer walls of the cylinder returns to the cylinder and does the job.

Claims (1)

An internal combustion engine comprising cylinders with sleeves, pistons, connecting rods, a crankshaft, a gas distribution mechanism, a cooling system, the cylinders having cooling fins or a cooling jacket, characterized in that the cylinder liners with increased internal volume are made with cooling windows and have a double wall, forming a cooling chamber communicating with the internal volume by means of cooling windows, and the outer side of the cylinders has a heat-insulating coating.

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