RU2287711C2 - Heat accumulator for vehicle internal combustion engines - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: invention relates to devices for warming up internal combustion engines of vehicles at intershift storing outdoors at negative temperatures. Proposed heat accumulator contains cylindrical housing with vacuum thermal insulation, heat accumulating material, gates to control temperature conditions in heat accumulating material. It contains additionally temperature transmitters to check heating of heat accumulator, piston hydropneumatic accumulators with two electric contacts in one of hydropneumatic accumulators to control electromagnetic valve connected with hydropneumatic accumulators, ejection tube and pneumatic drive, and also discharge electromagnetic and intake valves.

EFFECT: provision of warming and prestarting lubrication of friction units, reduced starting wear of internal combustion engine by 20-25%.

2 cl, 1 dwg

Description

The invention relates to heat accumulators and can be used in the pre-start preparation system of internal combustion engines in conditions of negative ambient temperatures.

A heat accumulator is known (RF patent No. 2052734), comprising a heat insulating casing with inlet and outlet openings, to which are connected an inlet and outlet pipe located in the capsule body, filled with a heat storage composition changing the state of aggregation in the operating temperature range, and dividing plates.

The disadvantage of the design is the large cost of electricity when pumping coolant (coolant) to warm the internal combustion engine (ICE) and to overcome the viscosity; it is impossible to warm up the engine oil; Significant warm-up time of the engine, large heat dissipating area.

The closest technical solution is the design of a phase-transition heat accumulator (RF patent No. 2187049) containing a thermally insulated evacuated cylindrical body with a removable cover having inlet and outlet openings with inlet and outlet pipes pressed into them, the capsule block is filled with a modifying state in the operating temperature range heat storage material (TAM).

The disadvantage of this design is the use of heating only the coolant, an insufficient supply of potential energy to pump the working fluid through the lubricating system.

These shortcomings are eliminated in the proposed technical solution by installing hydropneumatic accumulators and an ejection tube, which provide oil supply to the ICE lubrication system under pressure, as well as by installing electrical contacts, electromagnetic valves and temperature sensors, which provide adjustable preheating of the oil before starting, which reduces crank wear - the connecting rod mechanism when starting the engine.

The features distinguishing the proposed thermal battery from the closest known patent of the Russian Federation No. 2187049 characterize the presence of hydropneumatic accumulators; two temperature sensors controlling the operation of the valves; two electrical contacts that control the operation of the electromagnetic valve connected to the hydropneumatic accumulators, an ejection tube and a pneumatic pipe, as well as the presence of an exhaust electromagnetic and inlet valve.

The drawing shows the design of a thermal accumulator (TA). TA contains a cylindrical housing 1 with vacuum thermal insulation 2, hydropneumatic accumulators 3, externally surrounded by heat-accumulating material 4, changing its state of aggregation in the operating temperature range (100-150 ° C), a bypass pipe 5 with integrated shutters 6, pressure pistons 7, separating air 8 and oil 9 cavities of hydropneumatic accumulators, an electromagnetic valve 10, which is controlled through electrical contacts K1 and K2, located inside one of the hydropneumatic accumulators. A brake pneumatic system 11 is connected to the electromagnetic valve 10 through a pneumatic line 12 and an ejection tube 13. The TA includes an inlet valve 14 and an exhaust solenoid valve 15 connecting the oil cavity 8 of the hydraulic accumulators 3 with the main oil line (GMM) 16. Temperature control TAM is carried out by temperature sensors 17 (lower limit of regulation) and 18 (upper limit of regulation).

Thermal battery operates as follows.

Charging the TA is carried out during the operation of the internal combustion engine. At the initial moment of charging the TA, the exhaust solenoid valve 15 is turned off and closed. Pressure pistons 7 are in the extreme left position and close the solenoid valve K1. At the same time, under the influence of the signal from the temperature sensor 17, the shutters 6 open. As a result of the closure of the electrical contact K1, the solenoid valve 10 is turned on, which connects the air cavities 8 of the hydraulic accumulators 3 to the bypass pipe 5 through the ejection tube 5. Moreover, due to the exhaust gas flow (exhaust gas) ) an ejection is created in the ejection tube 13, as a result of which air from the air cavities 8 of the hydraulic accumulators 3 is removed into the bypass pipe 5, while a vacuum is created in the air cavities 8. As a result of the discharge, engine oil (MM) from the GMM 16 under pressure enters the oil cavities 9 of the hydraulic accumulators 3, opening the inlet valve 14, and charges the SLT. When the pressure pistons 7 move to the extreme right position and one of the pistons 7 closes the electrical contact K2, the electromagnetic valve 10 will turn off and disconnect the ejection tube 13 with the bypass pipe 5 from the air cavities 8 of the hydraulic accumulators 3. In this case, from the brake pneumatic system 11 through the pneumatic pipe 12 to the air cavities 8 air will enter under pressure and MM, filling the oil cavity 9, will be under pressure and will close the inlet valve 14.

The heating of the MM charged in the TA is due to the heat transferred from the heat-accumulating material 4 through the walls of the pneumatic accumulator 3. The heating of the heat-accumulating material 4 is due to the heat transfer of the exhaust gases washing the walls of the bypass pipe 5. Monitoring and regulation of the temperature of the MM inside the TA is carried out by temperature sensors 17 and 18, which control the operation of the dampers 6. So, when reaching the upper limit of temperature control of the heat storage material 4 from the temperature sensor 18 tsya signal to close the valves 6, whereby the heating ceases.

During the operation of the internal combustion engine, it is possible to cool the heat-accumulating material, which requires recharging the TA. Charging SLT occurs as follows. When cooling the heat-accumulating material 4, its temperature will reach the lower limit controlled by the temperature sensor 17, as a result of which they will be given a signal to open the shutters 6 and the exhaust gas, passing through the bypass pipe 5, will heat the heat-accumulating material 4.

When the engine stops, the 6 SLT shutters are closed. Motor oil is closed inside the TA and retains the accumulated heat due to the cylindrical housing 1 with vacuum thermal insulation 2.

Prestarting of the engine and its preheating is carried out during the discharge of SLT. Discharge TA occurs as follows. At the moment of starting the internal combustion engine from the electric start system, the exhaust solenoid valve 15 is turned on, as a result of which the pressure piston 7 from the brake pneumatic system 11 is squeezed out of the brake pneumatic system 11 by pressure pistons 7 from the oil cavities 9 through the open exhaust the electromagnetic valve 15 in the GMM 16. In this case, the inlet valve 14 is closed.

The proposed heat accumulator has a system of devices that ensure its automatic charging and discharging, adjustable heating of the heat-accumulating material and its automated recharging with thermal energy, high-quality pre-heating of the internal combustion engine and pre-starting pumping of the rubbing units, which in general will reduce the starting wear of the internal combustion engine by 20-25%.

Claims (1)

A heat accumulator comprising a thermally insulated cylindrical body, heat storage material, a pipe with dampers, characterized in that it further comprises temperature sensors regulating the heating of the heat accumulator, piston hydropneumatic accumulators with two electrical contacts installed in one of them, controlling an electromagnetic valve connected to the hydropneumatic accumulators, an ejection tube and pneumatic conduit, as well as exhaust solenoid and intake valves.