RU2441996C1 - Internal combustion engine - Google Patents

Abstract

FIELD: internal combustion engine.

SUBSTANCE: invention concerns internal combustion engines, which can be used in the industry, agriculture and transport. The internal combustion engine contains the case, two opposed cylinders with pistons, which divides the cavities of cylinders into the compression and combustion chamber, system of air and fuel supply, fuel ignition, lubricating systems, engine starting and output shaft with a flywheel, kinematically connected to pistons. The engine is equipped with rack bars connected to pistons, shaft gear, clutch and bilateral contact clutch, and on/off sensors of electromagnetic clutches. Rack bars are made with possibility to be in constant-mesh with shaft gears, at the ends of which engaging the gears, located on the freely rotating disks of bilateral clutch. Middle part of the clutch is rigidly installed on the output shaft with a flywheel and through internal engage is connected with a movable part of the clutch, which alternatively connects one clutch disk or another one with edge teeth. The compressor chamber is made as larger in volume, than the combustion chamber. Air supplied to the combustion chamber, by volume is, at least, equal to air volume supplied to the combustion chamber. All valves, except for emission ones, work from pressure difference, and emission valves have a drive. The valves are made as disks and have racks with springs, providing seating the ground surfaces of valves.

EFFECT: increase of performance coefficient and torsion torque.

5 cl, 8 dwg

Description

The invention relates to internal combustion engines for their use:

- in industry, these are power units in excavators, cranes, compressors, pumps, individual power plants and other installations;

- in agriculture, these are the engines of combines, threshers, mowing machines, tractors, vehicles and other machines and mechanisms;

- in the aircraft industry (small aircraft) these are the engines of aircraft, hang gliders and other aircraft;

- in shipbuilding, these are ship power units, outboard and stationary engines of small vessels;

- in the automotive industry these are the engines of cars and trucks.

Existing internal combustion engines with a high degree of manufacturability for mass production and widely used in various fields have significant drawbacks. The main ones include a relatively low coefficient of performance (COP) for both the mechanical part and fuel. Low use of fuel energy leads to increased toxicity of exhaust gases, environmental pollution, loss of power. To a large extent, these disadvantages also occur in internal combustion engines, previously proposed with opposed cylinders (for example, patents: RU No. 2084664, 2079683, 2042040, 2078227).

However, these engines not only do not solve the main problems, but have their drawbacks, such as one-way communication of the moving elements of the engine-flywheel, and do not have feedback the flywheel-moving elements of the engine, which leads to the inability to start the engine through the flywheel with a starter and the engine loses control when accelerating the flywheel, i.e. lost the ability to use the engine in braking mode.

The closest prototype, devoid of this drawback, is the engine according to patent DE 19715499. Such an engine contains a housing on which two cylinders with pistons in the form of flat disks (with one compressor ring) are located opposite, separating the cavity of the cylinder into the combustion chamber and the compressor. The pistons are interconnected by a rod, resulting from the combination of two through rotation bearings on the pin of the cranks, on the shaft of which a gear with external teeth is installed, which is in constant engagement with the crown with internal teeth mounted motionless. The piston disks have one through hole with a valve that allows the gases to move towards the combustion chambers, the latter being connected to the exhaust exhaust elements. The rod, making rectilinear reciprocating movements, acts on the crank, the pin, rotating in the rod supports, makes the gear with external teeth rotate, which, in turn, circling the stationary crown with teeth, makes the output shaft with the flywheel rotate. The disadvantage of the engine is that in a linear drive, the loads on the elements of the node are not distributed rationally, which increases friction in overloaded bearings, reduces efficiency.

The heat-resistant piston is short-lived. The air stream passing through the valve in the piston does not contribute to uniform and complete displacement of the combustion products from the combustion chamber, which prevents complete combustion of the fuel, increasing the toxicity of exhaust gases.

Due to the presence of cranks, the processes occurring in the engine are identical to those in the engine with a crankshaft and, as a result, have similar disadvantages and low efficiency.

The increase in engine power during testing occurred due to an increase in the working volume of push-pull motion at double fuel consumption.

It is not permissible to compare the volumes of a conventional four-cylinder four-stroke engine, which we replace with a two-stroke one. It is necessary that the volumes of each of the engine cylinders are equal. Hence the false idea of increasing the power of the proposed engine.

Thus, the prototype does not solve the main problems of increasing efficiency, reducing toxicity of exhaust gases, does not increase power, does not reduce fuel consumption.

The objective and technical result of the invention is the creation of an economical engine with increased efficiency and increased torque, as well as the creation of direct and reverse kinematic connections between the moving elements of the engine and the flywheel.

The claimed technical result is achieved in that the internal combustion engine comprises a housing, two opposed cylinders with pistons, which the cylinder cavities are divided into a compressor chamber and a combustion chamber, air and fuel supply systems, a fuel ignition system, a lubrication system, engine starting and an output shaft with a flywheel kinematically connected with pistons, the engine being equipped with gear racks connected with pistons, pinion shafts, a two-way contact coupling, on and off sensors the coupling magnet, gear racks are arranged to be continuously engaged with gear shafts, at the ends of which gears are located, engaged with gears located on freely rotating disks of the double-sided clutch, the middle part of the clutch is mounted rigidly on the output shaft with the flywheel and through the internal the engagement is connected with the movable part of the clutch, which connects one clutch disc or the other with end teeth.

The compressor chamber is made larger in volume than the combustion chamber.

Air is supplied to the combustion chamber with a volume of at least not less than the volume of the combustion chamber.

All valves, except the exhaust ones, operate from differential pressure, and the exhaust valves have an actuator.

The valves are made disk and have struts with springs, ensuring the fit of the ground surfaces of the valves.

The proposed engine is two-stroke, which reduces the number of strokes of the pistons compared to the four-stroke, reduces the size, weight while maintaining power.

Direct-flow purge of the combustion chamber is carried out by increased air pressure, at least not less than the volume of the combustion chamber, which provides a more complete and quicker cleaning of the chamber from combustion products. Using a rack and pinion mechanism and a two-way clutch, direct and inverse kinematic coupling of the moving elements of the flywheel engine is carried out.

Due to the fact that in the proposed engine to convert the reciprocating motion into rotational, a double-sided magnetic gear coupling and rack and pinion gears are used, the working elements of which are gears (pinion shafts), the radius of which is a constant value, the shoulder of the vector force applied by the racks, then the maximum torque occurs at the beginning of the working cycle at the maximum gas pressure, while the further torque value depends on the change in gas pressure as they expand in measure of combustion and does not depend on the distance from the point of application of force to the axis of rotation of the crank, the energy output (engine efficiency) with the rack and pinion mechanism for converting the reciprocating motion into rotational is much higher than the crank transformation.

Pistons have openings covered by valves in the form of annular disks, rubbed to the base from the side of the combustion chambers, which ensure uniform displacement of the combustion products from the chambers.

The cylinders on one side have rigidly mounted partitions with holes overlapped by valves facing the compressor chambers. Valves are identical to valves in pistons.

On the other side of the cylinder in the combustion chambers there are valves for the release of combustion products, made according to the "classical scheme", for example with an electromagnetic actuator.

The rod, rigidly connected to the pistons, carries in the center of the axis a basket with gear racks, which are located on the sides from the outside.

Inside the basket is a sleeve mounted on pins in the motor housing and sliding on a spacer sleeve. Oil enters through the bore of one axle to the pistons, and through the bore of another it drains into the engine housing.

The rails are in constant engagement with gear shafts, on the edges of which there are rolling bearings.

The bearings are in contact with the tracks located on the racks, while maintaining a guaranteed clearance in the gearing, relieve lateral pressure in the stem seal assemblies and at the pistons on the cylinders. At the ends of the gear shafts, on one side, sensors are installed for switching on the clutch, fuel supply, ignition spark, and exhaust valves.

At opposite ends of the pinion shafts, gears are mounted that are meshed with gears located on freely rotating disks of a double-sided clutch, one with a gear located on one disc and the other with a gear of the opposite disc.

The middle part of the clutch is mounted rigidly on the output shaft and, through internal gearing, is connected to the movable part of the clutch, which connects one disk or the other with end teeth due to springs or an electromagnet.

The flywheel toothed ring periodically, during start-up, engages with the starter gear.

Figure 1 presents in section a General layout of the engine;

figure 2 shows the design of the basket;

figure 3 shows a top view of the basket with gears in contact with the coupling;

figure 4 shows a section of the piston;

figure 5 shows the location of the main elements of the piston,

figure 6 shows the main flows of oil;

Fig. 7 shows a section through a toothed double-sided magnetic coupling;

on Fig shows a diagram of torques, while one curve is displayed on the points of the staged movement of the piston during the crank conversion of the reciprocating motion into rotational, the other with the rack and pinion mechanism at the same points.

The engine comprises a housing 1 with two identical cylinders 2 and 2 'mounted opposite on it, in which pistons 3 and 3' are located, separating the cylinder cavities into compressor chambers 4 and 4 'and combustion chambers 5 and 5'.

The pistons 3 and 3 'are connected by a rod 6, on which a basket 7 is installed in the middle. Inside the basket there is a sleeve 8, held by pins 9 in the housing 1 and sliding along the spacer sleeve 10. The basket 7 on the sides carries gear racks 11, at the edges of which there are tracks 12. The rails are in constant engagement with the gear shafts 13 and 14, bearing the rolling bearings 15, in contact with the tracks 12.

Cylinders 2 and 2 'have suction nozzles 16 and 16' and rigidly mounted partitions 17 and 17 'with through holes 18 and 18' and valves on the side of the compressor chambers 4 and 4 'in the form of annular disks 19 and 19'.

On the opposite side of the cylinders there are exhaust valves with an actuator 20 and 20 'and a stem seal 21 and 21'.

The rod is fixed in the pistons 3 and 3 ', consists of two hollow rods that are connected integrally by the spacer sleeve 10 of the basket 7.

Tubes 22 and 22 'are installed inside the stem, through which the oil enters the pistons 3 and 3' through the holes in the pin 9, sleeve 8 and sleeve 10 and merges into the housing 1 through the cavity of the stem 6.

At the ends of the gear shafts 13 and 14, gears 23 and 24 are installed, which are meshed with the gears on the disks 25 and 26 of the two-way clutch 27 due to the springs 29, connects the disk 25 through the small end teeth or, overcoming the efforts of the springs 29 by the electromagnet 30, the disk 26 . Through internal engagement, the movable part of the clutch 28 transmits the torque of the middle part of the clutch 31 to the output shaft 32 with the flywheel 33.

The gear wheel 34 of the starter 35 engages with the ring gear of the flywheel 33 during engine starting.

Pistons 3 and 3 'consist of two parts pulled together by a threaded sleeve 36 and a cover 37, have groups of through holes 38 and valves 39, 39' from the side of the combustion chambers 5 and 5 'in the form of annular disks (valves 19 and 19' identical to valves 39). The valve disk 39 is ground to the ring - the base 40, while the abutment of the ground surfaces is provided by the springs 41 through the struts 42, which slide in the bushings 43.

Pistons have cavities 44 with inserts 45, through which oil is supplied to oil rings 46, and cavities 47 for collecting oil from oil scraper rings 48. The piston carries compression rings 49. On the opposite ends of gears 23 and 24, gear shafts 13 and 14 sensors 50 are installed that provide turning on and off the electromagnet 30 of the coupling 27, exhaust valves 20 and 20 ', the fuel supply to the combustion chambers 5 and 5', and the supply of sparks.

The engine operates as follows.

When the ignition is switched on, the sensors 50 give a signal to the movable part 28 of the coupling 27, at which the disk 25 or 26 is connected, the connection of which allows the pistons 3 and 3 'to be completed in the direction in which they moved until the engine stopped. When you turn on the starter 35, introducing the gear 34 into engagement with the teeth of the crown of the flywheel 33, rotates it clockwise, bringing the pistons 3 and 3 'to the dead point.

This operating condition of the engine is shown in FIG. 1 (nozzles and spark plugs are not shown in FIG. 1).

Consider the option when air is compressed in chamber 5 'and is sufficient to ignite the fuel. The high temperature and maximum pressure in the combustion chamber are held by the valves 20 'and 39' and the stem seal 21 '.

The sensors 50 give a signal to turn on the electromagnet 30 of the clutch 27, while the movable part of the clutch 28 releases the disk 25 and comes into contact with the disk 26. The piston 3 'begins to move, making a working stroke, while compressing the air in the chamber 4'.

The rack 11, moving with the rod 6, rotates counterclockwise the pinion shaft 14, which by kinematic connection spins the flywheel 33 clockwise.

The valve 19 'of the septum 17' is pressed against the ground surfaces by increased pressure in the chamber 4 '. At the end of the operating cycle, the pressure in the chamber 5 'drops to the pressure level in the compressor chamber 4'. The valve 39 'in the piston 3' is suspended and opens when the exhaust valve 20 'is opened due to excess pressure in the compressor chamber 4' relative to the combustion chamber 5 '.

Through-blowing of the combustion chamber 5 'takes place. Compressed air passing through the holes in the piston 3 'and the valve 39' cools them. Valve 20 'closes.

During the stroke, the piston 3 'in the cylinder 2' moves behind itself through the rod 6 of the piston 3 in the cylinder 2.

The piston 3 compresses the air in the chamber 5, while a vacuum is formed in the compressor chamber 4, where air rushes under atmospheric pressure through a filter, a suction pipe (fitting) 16, openings 18, opening the valve 19 of the partition 17.

Due to the fact that the pressure during compression of the working mixture is higher than at the end of the stroke of the piston 3 ', bringing the pistons 3 and 3' to the dead point provides the inertia energy of the flywheel 33.

When the dead center is reached by the piston 3, the sensors 50 give a signal to turn off the electromagnet 30 of the clutch 27, as a result of which, due to the spring 29, the movable part 28 of the clutch is disconnected from the disk 26 and connected to the disk 25. When the fuel ignites in the chamber 5, the piston 3 moves, repeating all phases of the cycle in the reverse order, while the flywheel 33 receives energy for rotation at each working stroke of the engine. Braking the flywheel 33 is possible by reducing the fuel supply, forcing the engine to operate in compressor mode.

Improving engine efficiency is achieved through the use of reciprocating motion to rotate rack and pinion and clutches, for example, two-sided gears.

In Fig. 8, curve I is constructed by superimposing an indicator diagram of the operation of a gasoline engine on a grid of periods of crankshaft rotation through 10 °. The intersection points are the gradual changes in the magnitude of the torque depending on the gas pressure and the distance from the axis of rotation to the point of application of the force generated during rotation by the crankshaft. At maximum gas pressure on the piston, the torque is small due to confrontation; piston, connecting rod, crank, main bearings. The pressure on the piston is ultimately absorbed by the engine housing. The maximum torque occurs when the crankshaft rotates 85 °, but the gas pressure in the combustion chamber is about 35% of the maximum.

Curve II of the graph depicted in Fig. 8 is plotted when examining the rack and pinion mechanism for converting reciprocating motion into rotational motion.

With the rack and pinion mechanism, the distance from the axis of rotation of the gear to the point of application of force is constant, and for the purpose of comparable results in this case is equated to the value of the crank.

Torques are determined with the same frequency at which curve I.

As a result of the use of the rack and pinion mechanism with a two-way clutch, we have maximum torque at the maximum gas pressure at the beginning of the working cycle.

A decrease in the magnitude of the torque occurs only from the loss of pressure in the combustion chamber during its expansion.

The graphs of the curves show that the energy output (engine efficiency) with the rack and pinion mechanism, used to convert the reciprocating motion into rotational, is significantly higher than the crank converter with the same fuel consumption.

The engine can use mechanical actuators of exhaust valves and a two-way clutch, this will reduce the energy consumption of the engine, but also reduce the speed of the mechanisms, which will limit the speed of rotation of the output shaft.

In addition, several exhaust valves can be installed on each cylinder for better purging of the combustion chambers.

Claims (5)

1. The internal combustion engine comprises a housing, two opposed cylinders with pistons, which the cylinder cavities are divided into a compressor chamber and a combustion chamber, air and fuel supply systems, fuel ignition systems, a lubrication system, engine starting, and an output shaft with a flywheel kinematically connected to pistons, characterized in that the engine is equipped with gear racks associated with pistons, pinion shafts, a two-way contact clutch, sensors for turning the clutch solenoid on and off, gear racks made with the possibility of permanent engagement with gear shafts, at the ends of which gears are located, engaged with gears located on freely rotating disks of a double-sided clutch, the middle part of the clutch is mounted rigidly on the output shaft with the flywheel and is connected to the movable part via internal gearing a clutch, which connects one clutch disc, then another, with end teeth. 2. The engine according to claim 1, characterized in that the compressor chamber is made larger in volume than the combustion chamber. 3. The engine according to claim 1, characterized in that the air is supplied to the combustion chamber with a volume of at least not less than the volume of the combustion chamber. 4. The engine according to claim 1, characterized in that all the valves, except the exhaust valves, operate from a differential pressure, and the exhaust valves have a drive. 5. The engine according to claim 1, characterized in that the valves are made of disk and have struts with springs, ensuring the fit of the ground surfaces of the valves.

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