RU2527230C1 - Internal combustion engine with heat recovery - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: engine comprises cylinder accommodating piston, liquid cooling system with pump and radiator. In compliance with this invention, air-fuel mix feed system accommodates two heat exchangers: First heat exchanger inlet is connected via bleed pipe with radiator inlet while its outlet communicates via return pipe with radiator outlet. Second heat exchanger inlet is connected via pipe with silencer inlet while its outlet is connected via pipe with silencer outlet. Invention allows recovery of cooling and discharge systems heat.

EFFECT: higher efficiency and reliability, non-polluting design.

8 cl, 7 dwg

Description

The invention relates to the field of engine building, more specifically to internal combustion engines with heat recovery.

Known internal combustion engine, for example, according to A.S. USSR No. 544759, IPC 2 E02B 27/00, comprising a gas distribution system for an internal combustion engine, for example an exhaust. This system contains the main pipeline and nozzles movably mounted on it, while in order to increase the efficiency of using wave effects on the pipeline and nozzle, windows are made, and at least one of the sides of the window on the pipeline is oriented at an angle to the side of the nozzle for measurement during relative rotation positions of the combined parts of the windows. Moreover, the main part of the gas generation mechanism remains complex and contains valves, springs, pushers and a camshaft kinematically connected with the crankshaft.

Known internal combustion engine according to A.S. USSR No. 1236128, IPC F02B 27/00. This engine comprises a resonant pressurization system comprising an inlet pipe with two diametrically opposite longitudinal windows connected to cylinders with mismatching phases of the intake, and a movable nozzle mounted on the inlet pipe and made with two diametrically opposite reflective windows, the first side of which is oriented at an angle to the side the corresponding longitudinal window, and in the place of application of the reflective windows to the longitudinal holes, a passage hole is made, while for the purpose of improving To improve the amplitude-phase parameters of pressure fluctuations and reduce pump losses, the movable nozzles are made with two additional reflective windows, the second side of the main reflective windows being parallel to the first side, the additional reflective windows coincide in shape with the main reflective windows, and the ratio of the total cross-sectional area of the passage openings to the cross-sectional area of the inlet pipe is 2 ... 2.5.

The disadvantages are the same as the previous counterpart.

Also known is an internal combustion engine according to the patent of Russian Federation No. 2008457, MKP 5 F02B 27/00, which contains an exhaust system that includes an exhaust pipe that is movably mounted on the nozzle pipe, the exhaust pipe and nozzles being provided with longitudinal and inclined slots, respectively. A piston is mounted in the exhaust pipe with axial displacement, and a cone-shaped recess is made in the piston bottom.

A well-known internal-combustion engine of the classical scheme, used for automobiles BA3-2101, BA3-2103, etc., is described in the book of D.V. Kozheykin “How to fix a car yourself”, “Frigate”, Chelyabinsk, 1992, p.8. This engine contains a crankshaft, a gas distribution system made in the cylinder head, an air-fuel mixture intake system and an exhaust system of combustion products, at least one cylinder with a piston installed therein.

Disadvantages: design complexity and low efficiency.

Known internal combustion engine according to the patent of the Russian Federation for the invention No. 2176323, IPC F02G 3/00, publ. November 27, 2001, the prototype.

The technical result of this invention is to increase the efficiency (efficiency) of the engine by reducing the work of air compression, increasing the work of expanding the working gases, using a rodless reciprocating piston transducer to rotate the output shaft and recover heat from the exhaust gases. The essence of this invention lies in the fact that they carry out stepwise compression of air with a simultaneous decrease, (removal) of its temperature and stepwise expansion of the working gases due to additional fuel injection. Exhaust heat is used to heat compressed air. The stepwise compression of the air and the stepwise expansion of the working gases brings the performance of the engine closer to the isothermal process and thereby leads to an increase in efficiency and lower fuel consumption.

Common signs of the claimed object and prototype: cylinder, piston, crankshaft and heat recovery system.

The disadvantages of the prototype: the structural complexity of the regeneration system and the low efficiency of the regenerative process, as well as the large dimensions of the regeneration heat exchanger due to the use of two gaseous media: air and combustion products.

The objectives of the invention, which coincide with the technical result, is to increase the efficiency and its reliability, simplify the design and improve the environment.

The solution of these problems was achieved in an internal combustion engine with heat recovery, containing a crankshaft with a drive sprocket, a gas distribution system made in the cylinder head, in turn, containing an air-fuel mixture intake system with a throttle valve, an exhaust system of combustion products with a silencer and, at least at least one cylinder with a piston installed in it, a liquid cooling system containing a radiator with a pump, and an ignition system with a spark plug mounted on each end of the cylinder RA, in accordance with the invention, two heat exchangers are installed in the air-fuel mixture intake system: the inlet of the first heat exchanger is connected to the inlet to the radiator by the extraction pipe and the outlet to the radiator by the return pipe, the second heat exchanger inlet is connected to the silencer inlet and the outlet is connected a pipe with an outlet from the muffler ..

The engine may comprise a control unit. The engine may include an air temperature sensor after the heat exchanger connected to the control unit. The engine may comprise a throttle angle sensor. The engine may include a crankshaft speed sensor and a crankshaft angle sensor, connected by electrical communication with the control unit.

The engine may comprise a camshaft angular position sensor electrically connected to a control unit.

The invention is illustrated in the drawings Fig.1 ... 7, where:

figure 1 shows an end view,

figure 2 shows a section aa,

figure 3 shows a longitudinal section of an internal combustion engine in BB,

figure 4 shows a longitudinal section of the engine on BB,

figure 5 shows a diagram of an improved version of a heat recovery system,

figure 6 shows a diagram of an engine with additional sensors,

figure 7 shows the sequence diagram of the engine.

The internal combustion engine (hereinafter referred to as the engine) comprises (FIG. 1 ... 7) at least one cylinder 1 and a piston 2 installed therein.

In the following, the invention is described by the example of a two-cylinder four-stroke engine. Nevertheless, the invention extends its rights to a single-cylinder engine, as well as to engines with any number of cylinders and with any arrangement, for example with a V-shaped arrangement of cylinders. Also, the invention can be applied in two-stroke engines having liquid cooling. Each piston 2 has compression and oil scraper rings 3 and 4, respectively. The cylinders 1 are made integral with the housing 5 having a pan 6 for oil 7. Above the cylinders 1 is a cylinder head 8, between them a gasket 9 is installed.

The engine has a crankshaft 10, a gas distribution system made in the cylinder head 8.

The gas distribution system contains an air-fuel mixture intake system 11 with an inlet pipe 12, a throttle 13 and its drive 14 and an exhaust system 15 with a muffler 16 and a camshaft 17 with cams 18. parallel to the axis of the crankshaft 10. Inlet head 19 has inlets 19 with inlet valves 20 and exhaust openings 21 with exhaust valves 22. In the cylinders 1 during operation, combustion chambers 23 are formed.

The pistons 2 are connected to the crankshaft 10 by connecting rods 24, in which the fingers 25 are mounted. The connecting rods 24 have connecting rod bearings 26. The crankshaft 10 is mounted on the main bearings 27 and sealed by seals 28. Inside the crankshaft 10, oil channels 29 are made.

The gas distribution system includes a drive sprocket 30 and a driven sprocket 31 connected by a chain (or belt) 32. The diameter of the driven sprocket 30 is 2 times the diameter of the drive sprocket 31. For two turns of the crankshaft 10, the camshaft 17 makes only one revolution (this only applies to four-stroke engines).

Near the side section of the chain 31, a chain tensioner 33 is installed, which has a drive 34.

In addition, the engine is equipped with an ignition system, which contains spark plugs 35 according to the number of cylinders 1, connected by high-voltage wires 36 to the breaker 37. The engine contains a battery 38, designed primarily to ensure the operation of the ignition system, which is connected to the breaker by low-voltage wires 39 37. The engine may be equipped with a control unit 40, which is electrically connected 41 to a chopper 37.

A liquid cooling system 42 is used in the engine. A cavity 43 is provided between the cylinders 1 and between the housing 5 and the cylinders 1 for cooling the cylinders 1. The engine cooling system comprises a cavity 43, a discharge pipe 44, a pump 45, an intermediate pipe 46, a radiator 47, and a supply pipe 48 .

The engine is equipped with two heat recovery systems:

- first regeneration system 49

- and a second regeneration system 50.

These systems comprise first and second heat exchangers 51 and 52, respectively.

A sampling pipe 53 is connected to the inlet of the heat exchanger 51, the other end of which is connected to the inlet to the radiator 47, and the outlet of the heat exchanger 53 is connected by a pipe 54 to the outlet of the radiator 47, i.e. the heat exchanger 51 and the radiator 47 are connected in parallel.

In the discharge pipe 44, a flow regulator 55 with a drive 56 can be installed. (Fig.6). In this case, the flow regulator 54 can be made with the possibility of complete closure to ensure 100% heat recovery. In the first heat recovery system 49, a coolant, such as water or antifreeze, circulates. In the first regeneration system 49, more precisely after the first heat exchanger 51, a temperature sensor for the cooling liquid 55 can be installed.

In addition, the engine can be equipped with a crankshaft speed sensor 55, a crankshaft angular position sensor 56, a crankshaft speed sensor 57 (for detecting an even or odd crankshaft revolution) and a camshaft angular position sensor 58 connected by electrical connections 42 s control unit 41.

The engine can be equipped with a sensor for the angular position of the throttle valve 59 and a vacuum sensor behind the throttle valve 60. The sensors 59 and 60 are connected by electrical connections 42 to the control unit 41 (Fig. 5). This will allow you to adjust the ignition timing when working with a minimum load at high speeds of the crankshaft 10 to save fuel.

In addition, the engine may be equipped with a temperature sensor 61, installed, for example, at the entrance to the inlet pipe 12.

The order of operation of the cylinders and energy pulses are shown in Fig.7, pos.62.

ENGINE OPERATION

The engine operates as follows.

The engine is started by a starter (not shown).

The air-fuel mixture is supplied from the inlet pipe 12 through the air-fuel mixture intake system 11 (Fig. 3) through the inlet openings 19 with the inlet valve 20 open to the combustion chamber 23. In this case, the first piston 2 is located at the top dead center of TDC and starts to move downward, working in air intake mode. The air-fuel mixture enters the combustion chamber 23 of the first cylinder 1. The exhaust system 15 of the first cylinder 1 is closed at this time. At the same time, for the second cylinder 1, the inlet 19 is closed by the inlet valve 20. The combustion products from the second cylinder 1 enter the exhaust system 15 and the muffler 16 through the outlet 21 with the inlet valve open 22. After the crankshaft 10 completes half a turn , the air-fuel mixture will be compressed in the combustion chamber 23 of the first cylinder 1 and the control unit 41 by electrical connection 42 provides a signal to the chopper 38, in which an electrical pulse is generated, which feeds the glow plug through the high-voltage wire 37 ganiya 36 of the first cylinder 1 the first series of pulses for igniting the air-fuel mixture. And so the cycles are repeated. Cylinders 1 are heated to a temperature of 500 ... 700 ° C and without cooling the engine is inoperative.

The most effective liquid cooling. For this, a cavity 43 is formed around all the cylinders 1, filled with coolant. Heated coolant is drawn from the cavity 43 by a sampling pipe 44 and a pump 45 is supplied through an intermediate pipe 46 to a radiator 47, where it is cooled by air. In existing schemes, this heat is not used. In the proposed engine, the cooling liquid is taken off by a sampling pipe 50 and supplied to a heat exchanger 49, where it is cooled, heating the air coming from the atmosphere to the intake manifold 12. Then, the cooled cooling liquid is supplied to the supply pipe 48 after the radiator 47. As a result, all the heat or its part is disposed of. For the complete utilization of heat, it is necessary to completely shut off the flow regulator 52 using the actuator 53 (Fig. 5). But this is not possible in all modes, because may cause engine overheating. For this, the temperature sensor of the cooling medium 54 monitors its temperature and, when the permissible 95 ... 100 ° C is exceeded, opens the flow regulator 52 and supplies part of the coolant to the radiator. For this reason, it is impossible to completely abandon the use of radiator 47. In addition, the dimensions of the heat exchanger 49 for complete heat recovery in all modes would be very large.

The crankshaft speed sensor 55 monitors the rotational speed of the crankshaft 10, the crankshaft speed sensor 56 controls the total number of revolutions, and the crankshaft angular position sensor 57 constantly measures the angular position of the crankshaft 10 and, depending on these indicators, the control unit 41 gives commands to a chopper 38 for supplying a pulse to the spark plugs 36.

In addition, the angular position sensor 58 of the camshaft 17 determines the true angular position of the camshaft 17, which may, firstly, not correspond to the angular position of the crankshaft 10, and secondly, diverge from each other, for example, when drawing the chain 32 or slipping relative to the sprockets 30 and 31, and the control unit 41 corrects the ignition timing in accordance with the true position of the camshaft 17, and not in accordance with the position of the crankshaft 10.

Monitoring the temperature of the air with the air temperature sensor 61 will prevent the engine from overheating, for example, when the engine is running in a relatively hot season and will allow you to adjust the ignition timing and at the same time open the flow regulator 53 to activate the radiator 47.

The proposed technical solution will allow more clearly to apply pulses to the spark plugs 36 and adjust the ignition timing depending on the speed of the crankshaft 10. In addition, when pulling the chain 32 or slipping relative to the driven sprocket 31, the timing of the ignition timing is corrected.

Correction of the ignition timing is also carried out depending on the temperature of the air detected by the temperature sensor 61. With increasing temperature, the timing of the ignition timing increases and vice versa.

The order of operation of the cylinders 9 on the example of the first cylinder 1 is shown in Fig.7. Pos.62 denotes a pulse of energy on the spark plug 36. The first pulse corresponds to the time of ignition advance.

The application of the invention allowed:

1. To increase engine efficiency by 12 ... 18% due to more complete utilization of heat leaving into the atmosphere in a traditional engine cooling system and in exhaust gases at the same time. In this case, the complete utilization of this heat (regeneration) is possible when using a flow regulator made with the possibility of complete closure.

2. Eliminate engine overheating through the use of a flow regulator and control of the temperature of atmospheric air and coolant after the heat exchanger and in the cavity near the cylinders.

3. To increase the reliability and service life of the system by eliminating the influence of adjustments and wear of parts of the gas distribution mechanism.

Claims (8)

1. An internal combustion engine with heat recovery, comprising a crankshaft with a drive sprocket, a gas distribution system made in the cylinder head, in turn, comprising an air-fuel mixture intake system with a throttle valve, an exhaust system for exhausting combustion products with a silencer and at least one a cylinder with a piston installed in it, a liquid cooling system comprising pipelines, a pump and a radiator, and an ignition system with spark plugs mounted on each end of the cylinder, characterized in then in the intake air-fuel mixture two heat exchangers installed: input of the first heat exchanger sampling pipe connected to the inlet of the radiator, and an output return pipe - to the exit of the radiator inlet of the second heat exchanger conduit connected to the inlet to the muffler, and an output connected through a duct to the outlet of the muffler. 2. The engine according to claim 1, characterized in that between the pump and the radiator a flow regulator is installed, made with the possibility of complete closure. 3. The engine according to claim 1 or 2, characterized in that it contains a control unit. 4. The engine according to claim 1 or 2, characterized in that it contains a water temperature sensor installed after the heat exchanger connected to the control unit. 5. The engine according to claim 1 or 2, characterized in that it contains a sensor for the angular position of the throttle. 6. The engine according to claim 1 or 2, characterized in that it comprises a crankshaft speed sensor and a crankshaft angle sensor connected by electrical communication with the control unit. 7. The engine according to claim 1 or 2, characterized in that it comprises a camshaft angle sensor connected by electrical connections to the control unit. 8. The engine according to claim 1 or 2, characterized in that it comprises an atmospheric air temperature sensor connected by electrical communication with the control unit.

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