RU2290520C1 - Internal combustion engine - Google Patents

Abstract

FIELD: power engineering; heat machines.

SUBSTANCE: proposed engine is made with absolute energy parameter of crank gear used in process of expansion at working of piston greater than in process of compression at return stroke of piston according to expression A(ξ, λ)_φexp.>A(ξ, λ)_φcom.. Engine crankshaft is coupled with flywheel through high kinematic pair with radius of link greater than radius of driven link at transmission of rotation from crankshaft to flywheel.

EFFECT: increased efficiency, reduced mass and dimensions, simplified design, reduced service expenses.

2 cl, 1 dwg

Description

The invention relates to power engineering and can be used in heat engines, internal combustion engines with a non-linear coordinate of thermodynamic processes according to the thermodynamic and mechanical cycles of Yarimov at the same time and with high efficiency converting heat into mechanical work. The proposed device is applicable in automobile, air, water and rail transport, in agriculture, in construction, as well as in everyday life.

Known internal combustion engine containing at least one cylinder with inlet and outlet devices, with a piston placed in it, performing a working and return stroke with the processes of expansion, exhaust, intake-filling, compression, and connected through an additional connecting rod or directly with one or two simultaneously symmetrically located deaxial crank-slide mechanisms, with crankshafts, circles synchronized at angles of rotation with radii of the same size rolling Xia without slipping between them, with the distances between the axes of rotation of cranks greater than twice the value of the cranks and the flywheel (1).

The disadvantages of the known internal combustion engines are low overall efficiency (efficiency), high weight and size characteristics, great design complexity due to the need for at least two cylinders with pistons for a complete cycle, and therefore high fuel needs and operating costs (relative to the proposed devices).

The aim of the present invention is to increase the overall efficiency, reduce weight and size characteristics, simplify the design, reduce fuel requirements and other operating costs, as well as ensure environmental, energy and environmental compatibility.

The technical result is achieved in that the engine is made with the absolute (intrinsic) energy parameter of the deaxial crank-slide mechanism involved in the expansion process, with a piston stroke greater than the absolute (intrinsic) energy parameter involved in the compression process, with the piston return in accordance with expression:

A (ξ, λ) _φrassh. > A (ξ, λ) _φ ;

wherein

where A (ξ, λ) _φext. - involved in the expansion process, the absolute (intrinsic) energy parameter of the crank-slide mechanism, during the stroke of the piston;

A (ξ, λ) _φ - involved in the compression process, the absolute (intrinsic) energy parameter of the crank-slide mechanism, with a reverse piston stroke;

ξ is the relative value of the mechanism disaxial;

λ is the relative value of the connecting rod mechanism;

φ is the angle of rotation of the crank of the engine mechanism;

φ ₁ - the angle of the crank at the beginning of the expansion process in the working volume of the engine cylinder;

φ ₂ - the angle of the crank at the end of the expansion process in the working volume of the engine cylinder;

φ ₃ - the angle of the crank at the beginning of the compression process in the working volume of the engine cylinder;

φ ₄ - the angle of the crank at the end of the compression process in the working volume of the engine cylinder,

or with the piston stroke involved in the expansion process, greater than the piston stroke involved in the compression process, respectively, during the working and reverse piston stroke, while the crank angles at the end of the compression process and the beginning of the expansion process φ ₁ and φ ₄ may coincide, in in turn, with a crankshaft connected to the flywheel via a higher kinematic pair with a large gear ratio or with a radius of the driving link greater than the radius of the driven link of this kinematic pair, when transmitting rotational moment ( eniya) from the crankshaft to the flywheel.

It is well known that in a deaxial crank-slide mechanism, the angle of rotation of the crank, for example, during the working stroke of the piston, is not equal to the angle of rotation of the crank during its reverse motion. For this reason, in accordance with the works (2, 3), the proposed engine of the author provides for the use of the absolute (intrinsic) energy parameter of the deaxial crank-slide mechanism for a stroke with the expansion process with a smaller angle of rotation of the crank of FIG. 1, where the arrow shows the direction of rotation , for the left mechanism - counterclockwise, and for the right mechanism - clockwise. According to (3), it was established that the deaxial crank-slider mechanism, in addition to what is known about it, is a kind of mechanical “lens” when transmitting translational forces to rotational motion and obtaining torque on the shaft of rotation of the crank (crankshaft). For example, according to FIG. 1, during the working stroke of the piston, the crank rotates from the angle φ ₁ to φ ₂ , which is less than during the reverse stroke from the angle φ ₂ through the angle φ ₃ to the angle φ ₄ back, but the amplitude of the rotational moment on the axis of rotation of the crank can increase several times in accordance with (3), which is established for any deaxial crank-slide mechanism depending on linear parameters. Further, when the crank is rotated from the angle φ ₂ to φ ₃ , the simple and slight reverse movement of the piston is suspended to purge the exhaust gases and fill with a fresh portion of air with valve 2 open in FIGS. 1, 2. From the angle φ _{3 of} the crank position to φ ₄ or φ _{1, the} absolute intrinsic energy parameter of the deaxial crank-slide mechanism in the compression process is only partially and not fully involved, for example, as in the expansion process when the crank is rotated from angle φ ₁ to φ ₂ . For this reason, the energy parameter of the mechanism in the expansion process is involved more than when the piston moves back during compression or the piston stroke is involved in the expansion process of a greater value than the piston stroke is involved in the compression process. Depending on the type of engine and the ignition method of the working mixture, the crank angle at the end of the compression process and the beginning of the expansion process φ ₄ and φ ₁ may coincide due to the conventionality of this boundary in many heat engines. Symmetric pairing of deaxial crank-slide mechanisms for one piston in the working cylinder with simultaneous synchronization of crankshafts at rotation angles with the help of two circles of the same radius, rolling without sliding, allows to ensure

1. Mutual balancing of the rotating masses of engine structures;

2. The exception of the lateral pressure of the piston on the cylinder (rollover);

3. Doubling the torque on the flywheel, not counting the effect of the "lens" or mechanical lens "of the most deaxial crank-slide mechanism according to (3).

Synchronization of symmetrical crankshafts at angles of rotation with circles with radii of equal magnitude, rolling without sliding between themselves, is carried out using a gear transmission or at a significant distance between the shafts, using a chain, cross, for example, etc. The obligatory part of the author’s proposed engine is kinematic connection of the crankshaft with the flywheel via a higher kinematic pair with an increased gear ratio or with a radius of the drive link greater than the radius of the driven gear the vein of this kinematic pair, when transmitting torque (motion) from the crankshaft to the flywheel. This can also be done through the gears of FIGS. 1, 2, for example, with the help of a small gear 7 from a synchronizing gear 6, while the small gear 7 is rigidly connected by one shaft to the flywheel, and the large gear is rigidly connected to the crankshaft of the engine or the axis of rotation of the crank 5.

The decisive factor in the proposed engine is the possibility of implementing the method of operation of the engine according to the Yarimov mechanical cycle (1) through one cylinder with a piston, where the absolute energy parameter of the deaxial crank-slide mechanism is involved in the expansion process, with a piston working stroke greater than the energy parameter in the compression process, with a reverse stroke of the piston in accordance with the expression: A (ξ, λ) _φexp. > A (ξ, λ) _φ

In widely used classic piston engines with axial crank-slide mechanisms, the energy parameter is used in equal proportions and with the lowest possible value, so a further significant increase in efficiency is impossible both mechanically and thermodynamically. So, according to (4), for example, the absolute energy example of the central crank-slide mechanism of the (axial) ICE is used for 140 ° -160 ° rotation of the crank or crankshaft both during the expansion process and during compression for the corresponding piston stroke. For the current tendency of engine building, such losses of non-engagement of energy parameters of mechanisms reaching up to 15-20% of the minimum possible are inevitable due to the fact that they initially contained a special case - the Carnot thermodynamic cycle with a linear change in the working volume of the internal combustion engine. At the same time, the applicant author offers a more general one - with the Yarimov thermodynamic cycle (5) with a nonlinear change in the engine displacement, which does not require high speeds of rotation of the crankshaft, and the piston moves when the working fluid expands rather slowly and by a large amount at the same value of the crank value, which allows for the complete conversion of heat into mechanical work with the release of cold exhaust gases. For comparison, the absolute energy parameter of the mechanism proposed by the ICE author with a relative connecting rod value of 3.5 and a relative deaxial value of 2.0, according to (3), is 1.5 times higher than the axial mechanism energy parameter for the same crank value and at the same angle of rotation of the same crank 140 ° -160 °, and the transmitted torque on the crankshaft is also 1.5 times more during the expansion process during the working stroke of the piston. In connection with the existence of an asymmetric crank rotation for the working and reverse piston stroke in the proposed engine of the author, it becomes possible to transfer the operating time of the intake and exhaust devices (valves) completely to the reverse piston zone, using the ineffective part of the absolute energy parameter of the mechanism, with the rest between the angles of rotation of the crank φ ₃ and φ ₄ in the compression process, with the reverse stroke of the piston of figure 1.

For a specialist it is well known that the power of a classic engine is obtained from the expression: N = M · ω;

where M is the torque on the output shaft of the engine;

N is the power of the internal combustion engine;

ω is the angular velocity (number of revolutions) on the output shaft of the engine. If we designate Mi - the torque on the crankshaft of the ICE of the author, then, taking into account (3) and page 6 of this description of the “mechanical lens” effect and doubling the moment on page 4, the ratio with the moment of classical ICE is: Mi = 3M; assuming all types of resistance equal. From this comes the possibility of reducing the angular velocity of the number of revolutions for the author’s engine on the crankshaft by three times, for example, for a given ratio of the linear parameters of the deaxial crank-slide engine mechanism with the corresponding absolute (proper) energy parameters (2, 3), to achieve the same value power on the shaft of the flywheel 8 according to Fig.1, 2, as in the classic ICE. In this way:

Ni = Mi

where Mi is the torque on the output shaft of the author's engine;

Ni - author's engine power output;

ωi is the angular velocity, the number of revolutions on the output shaft of the author’s engine. And the ratio of these values with the values for the classic engine are: Ni = N, Mi = 3M, ωi = ω / 3. However, due to a decrease in the angular velocity of the number of revolutions on the crankshaft of the author’s engine by three times, the value of the resistances or classical mechanical losses depending on the square of the angular velocity ω ² will decrease by an order of magnitude, that is, ten times. These include: rolling and sliding friction, pneumatic resistance, inertial loads, hydraulic resistance of oil and coolant, etc. In addition to the foregoing, the author’s proposed engine uses mechanical and thermodynamic Yarimov cycles (1, 5), which provide significant efficiency compared to classical engines internal combustion. The stated design of the author’s engine can act when the direction of rotation of the crank corresponds to the stroke of the crank, smaller than the rotation of the crank during the reverse stroke of the piston of FIG. 1, shown by arrows on synchronizing circles 6.

Thus, the goal of the invention is achieved with multiple indicators, in particular to reduce fuel requirements and other operating costs, as well as to ensure environmental, energy and economic compatibility.

Figure 1 and 2 shows the internal combustion engine of the author in a schematic form and in two projections. Figures 1 and 2 show: a cylinder 1 of an engine with inlet and outlet devices 2, with a piston 3 placed in it, in turn kinematically simultaneously connected by symmetrically arranged connecting rods 4, with cranks 5 and on one shaft with them, synchronizing circles 6, and through the kinematic pair of the driven link 7 with the flywheel 8. In addition, Fig. 1 shows the crank angles corresponding to: φ ₁ - at the beginning of the expansion process, φ ₂ - at the end of the expansion process, φ ₃ - at the beginning of the compression process, φ ₄ - at the end of the compression process; and the arrows indicate the directions of rotation of the flywheel and synchronizing circles and also the direction of movement of the air flow in the lower intake and purge device of the engine cylinder.

The internal combustion engine of the author works as follows. With the closed exhaust device (valve) 2, in the cylinder 1, the piston 3 moves from the top dead center under the influence of expanding gases from φ ₁ to φ _{2 of the} position of the crank 5, and a working stroke is made. The torque from the efforts of the expanding gases through the connecting rods 4 is transmitted to the cranks 5, which rotate: the right - clockwise, the left - counterclockwise and this is synchronized by circles 6, rolling without sliding among themselves. Next, the increased torque (according to work 3) and doubled through the synchronizing sixes 6 is transmitted through the small gear 7 to the flywheel 8, which rotates counterclockwise in figure 1. Upon reaching the piston head (upper part) of the intake device in the lower part of the cylinder, the window, the upper valve opens simultaneously, while under the air pressure through the lower window 2, the exhaust gases are blown through the upper exhaust device, during the passage of the crank from the angle φ ₂ up to φ _{3 the} position of the crank corresponding to A (ξλ) _φ vy, while the piston, having passed the bottom dead center, slowly begins to move upward, while helping to displace the exhaust gases from the cylinder. After the bottom window 2 is closed by the piston and, accordingly, the cylinder is purged, the upper exhaust device is closed and when the piston further moves upward from the inertial forces of the flywheel through the cranks and connecting rods 4, the compression process from φ ₃ to φ _{4 of} the crank position occurs. Then, upon reaching the piston close to the top dead center, fuel is injected and ignited by compressing fresh air, and the expansion process starts again after the piston moves to the top dead center. And so the cycles are repeated according to the mechanical and thermodynamic, Yarimov, according to the works (1, 5) with multiple efficiency, in comparison with the classical well-known internal combustion engines, with the same received power and the same values of the values of the cranks and diameters of the pistons when comparing. The absolute intrinsic energy parameter of the deaxial crank-slide mechanisms is involved, in accordance with the positions of the angles φ ₁ , φ ₂ , φ ₃ , φ _{4 of the} cranks, in the expansion process more than it is involved in the compression process in accordance with the expression: A (ξ, λ ) _φext. > A (ξ, λ) _φ And as a consequence, the involved working volume in the expansion process is greater than the involved working volume of the author’s engine in the compression process, according to the corresponding displacements of the piston and cranks. To improve the operation of the proposed engine, you can install an additional valve in the lower part of the cylinder, just above the purge window 2, which will be opened, for example, by an electromagnetic drive, depending on the amount of fuel supplied to the cylinder, that is, depending on the engine load mode, thereby increasing the difference between the involved working volume in the expansion process and the involved working volume in the compression process. The action of the additional valve in the lower part of the engine cylinder, but just above window 2, also allows to increase the difference between the absolute energy parameter involved in the expansion process and the absolute energy parameter of the crank-slide mechanism involved in the compression process. The optimal principle of operation of this additional valve is to create using an equal pressure sensor inside the cylinder and outside (atmospheric) to maximize the conversion of the heat of expanding gases into the mechanical energy of the flywheel.

The proposed internal combustion engine of the author meets the criteria of the invention is new, has an inventive step and is industrially applicable.

Information sources

1. Application for invention No. 2003103900/06 (004052), with the name "The method of operation of the engine according to the mechanical cycle YARIMOVA and engine YARIMOVA", with filing date 10.02.2003, the RUSSIAN Patent No. 229709, registered on 10.04.2005,

2. Certificate on the official registration of computer programs No. 2003610393, "Solution of the fundamental problem with determination of the absolute energy parameters of the crank-slide type mechanisms," copyright holder M.O. Yarimov.

3. Certificate on the official registration of the computer program No. 2003611904, "The diagram of the absolute energy parameters of the crank-slide mechanisms," copyright holder M.O. Yarimov.

4. KL Rezhepetskiy, E. A. Sudareva, “Ship ICE”, Leningrad, “Shipbuilding”, 1984

5. M.O. Yarimov, RUSSIAN Patent for invention No. 2160373, “Method of ICE operation” according to the author’s cycle, 1999.

6. I.I. Artobolevsky, Reference manual, "Mechanisms in modern technology", Volume IV, mechanism No. 2383, p. 216, Moscow, "Science", 1960

Addition to the description on page 4, 6 of the description:

As is known from (2, 3), the absolute energy parameter of the crank-air mechanisms during the working stroke of the piston is equal to the AEP for the reverse stroke of the piston in classical internal combustion engines:

A (ξ, λ) _φrab.x. = A (ξ, λ) _φ .

The most optimal is the most complete use, involvement, in the process of expanding the entire working stroke of the piston and, accordingly, the entire absolute energy parameter of the crank-slide mechanism: A (ξ, λ) _φrab.x. ≅A (ξ, λ) _φrassh. The asymmetry of the curve of the absolute energy parameter of the deaxial crank-slide mechanism makes it possible to transfer the intake and purge time of the engine cylinder to the reverse piston zone without affecting the compression process, and the corresponding value of the absolute energy parameter:

A (ξ, λ) _φrab.x. = A (ξ, λ) _φ + A (ξ, λ) _φ ;

This ensures the mechanical cycle of the engine by the author in accordance with the work (I):

where A (ξ, λ) φ _slave.x - AEP, the absolute energy parameter corresponding to the displacement of the piston from top dead center to bottom dead point;

A (ξ, λ) _φobr.x - AEP, absolute energy parameter corresponding to the displacement of the piston from the bottom dead heat to the top dead point;

A (ξ, λ) _φ - the absolute energy parameter corresponding to the location of the piston during the release and filling of the engine cylinder in the interval between the position of the crank φ ₂ and φ ₃ . Thus, over the passage of the reverse stroke by the piston, the cylinder is first released and filled with fresh air, and then compressed, which is possible only in the ICE of the author's schemes operating in a mechanical and thermodynamic cycle.

Claims (1)

An internal combustion engine containing at least one cylinder with inlet and outlet devices, with a piston located therein, performing a working and return stroke with the processes of expansion, exhaust, intake-filling, compression and connected through an additional connecting rod or directly with one or two simultaneously symmetrically located deaxial crank-slide mechanisms, with crankshafts, circles synchronized at angles of rotation with radii of the same magnitude, rolling without between each other, with distances between the axes of rotation of the cranks greater than twice the size of these cranks, and a flywheel, characterized in that the engine is made with the absolute (proper) energy parameter of the deaxial crank-slide mechanism involved in the expansion process when the piston stroke is greater than involved the absolute (intrinsic) energy parameter during compression during the reverse stroke of the piston in accordance with the expression: A (ξ, λ) _φrassh. > A (ξ, λ) _φc ;

wherein

. where A (ξ, λ) _φext. - the absolute (intrinsic) energy parameter of the crank-slider mechanism involved in the expansion process during the piston stroke; A (ξ, λ) _φсж - the absolute (intrinsic) energy parameter of the crank-slider mechanism involved in the compression process during the reverse stroke of the piston; ξ is the relative value of the mechanism disaxial; λ is the relative value of the connecting rod mechanism; φ is the angle of rotation of the crank of the engine mechanism; φ ₁ - the angle of the crank at the beginning of the expansion process in the working volume of the engine cylinder; φ ₂ - the angle of the crank at the end of the expansion process in the working volume of the engine cylinder; φ ₃ - the angle of the crank at the beginning of the compression process in the working volume of the engine cylinder; φ ₄ - the angle of the crank at the end of the compression process in the working volume of the engine cylinder; or with a piston stroke involved in the expansion process, larger than the piston stroke involved in the compression process, while the crank angles at the end of the compression process and the expansion process begin φ ₁ and φ ₄ , in turn, with the crankshaft, connected to the flywheel via a higher kinematic pair with a large gear ratio or with a radius of the driving link greater than the radius of the driven link of this kinematic pair when transmitting torque (movement) from the crankshaft to the flywheel.

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