RU2536483C1 - Internal combustion engine with heat recovery - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: fuel-air intake system incorporates heat exchanger with its inlet communicated via intake line with silencer inlet while via return line with silencer outlet. Intake line between silencer and heat exchanger incorporated flow rate regulator. Engine can comprise control unit.

EFFECT: higher reliability and efficiency.

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 at a relative rotation of the positions of the parts of 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.

Known internal combustion engine of the classical scheme used for automobiles BA3-2101, BA3-2103, etc., described in the book D.V. Kozheykina “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. 27.11.2001, prototype.

The technical result of this invention is to increase the efficiency (efficiency) of the engine due to: 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.

Signs common to the claimed object and prototype: cylinder, piston, crankshaft and heat recovery system.

The disadvantages of the prototype are 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 tasks of creating the invention, coinciding with the technical result, increasing efficiency and its reliability, simplifying the design and improving 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, which in turn contains an air-fuel mixture intake system with a throttle valve, an exhaust system of combustion products with a silencer and 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 spark plugs installed on each end of the cylinder and in that in the system according to the invention fuel-air mixture inlet a heat exchanger having an inlet conduit connected to the selection input of a muffler, and the output - the return conduit to the outlet of the muffler. A flow regulator is installed in the extraction pipe between the muffler and the heat exchanger.

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 engine may include an atmospheric temperature sensor connected by electrical communication with the control unit.

The invention is illustrated in 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 (FIGS. 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 thereof, 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 - fuel assembly 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.

The camshaft 17 is mounted parallel to the axis of the crankshaft 10. Inlet head 19 has inlet openings 19 with inlet valves 20 and outlet openings 21 with exhaust valves 22. In operation, combustion chambers 23 are formed in the cylinders 1 during operation.

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 applies only 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, which is primarily intended to ensure the operation of the ignition system, which is connected to the breaker 37 by low-voltage wires 39 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 In addition, the cooling system includes a fan 49 with a drive 50. The drive 50 is connected to a battery 38 and a control unit 40. Coolant, such as water or antifreeze, circulates in the cooling system.

The engine is equipped with an exhaust heat recovery system that includes a heat exchanger 51. A sampling pipe 52 is connected to the inlet of the muffler 16, the other end of which is connected to the inlet to the heat exchanger 51, and the outlet from the heat exchanger 51 is connected by a pipe 53 to the outlet of the muffler 16, i.e. . the heat exchanger 51 and the radiator 47 are connected in parallel. After the heat exchanger 51, a water temperature sensor (not shown) is installed, connected to the control unit 40.

The heat recovery system can be equipped with a flow regulator 54 with a drive 55 (figure 5) to prevent overheating of the fuel assembly and engine. The drive 55 is connected to the control unit 40 and the battery 38.

In addition, the engine can be equipped with a crankshaft speed sensor 56, a crankshaft angular position sensor 57, a crankshaft speed sensor 58 (for detecting an even or odd crankshaft revolution) and a camshaft angle sensor 59, connected by electrical connections 41 with control unit 40.

The engine can be equipped with a sensor for the angular position of the throttle valve 60 and a rarefaction sensor behind the throttle valve 61. The sensors 60 and 61 are connected by electrical connections 41 to the control unit 40 (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. four

In addition, the engine may be equipped with a temperature sensor 62, installed, for example, at the inlet to the inlet pipe 12, and a temperature sensor air-fuel mixture 63.

The order of operation of the cylinders and energy pulses are shown in Fig.7 pos.64.

ENGINE OPERATION

The engine operates as follows.

The engine is started by a starter (not shown in FIG. 1 ... 7).

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, it enters 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 the 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 22 open. After the crankshaft 10 completes a half-turn, the compression of the air-fuel mixture in the combustion chamber 23 of the first cylinder 1 and the control unit 40 by electrical connection 41 supplies a signal to a chopper 37, in which an electrical pulse is generated, which, through a high-voltage wire 36, feeds the glow plug anija 35 of the first cylinder 1, a first series of pulses to ignite the fuel-air 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.

For this, a cooling system 42 is used. 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 the proposed engine, part of the exhaust gases is taken off by a sampling pipe 52 and fed to a heat exchanger 51, where it is cooled, heating the air coming from the atmosphere to the intake manifold 12. Then, the cooled exhaust gases are supplied to the supply pipe 52 and returned to the exhaust system 15 after the muffler 16 As a result, part of the heat of the exhaust gases is utilized. For complete heat recovery, the heat exchanger 51 must have very large dimensions, which is impractical. To prevent overheating of the engine in some modes, and especially at high ambient temperatures, the temperature sensor 63 controls its temperature and, when it exceeds a permissible temperature of about 95 ... 100 ° C, opens a flow regulator 54 upon command from control unit 55 and reduces the exhaust gas flow rate through heat exchanger 51.

The crankshaft speed sensor 57 monitors the rotational speed of the crankshaft 10, the crankshaft speed sensor 58 controls the total number of revolutions, and the crankshaft angular position sensor 59 constantly measures the angular position of the crankshaft 10 and, depending on these indicators, the control unit 40 gives commands to chopper 37 for applying a pulse to the spark plugs 35

In addition, the angular position sensor 60 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, may diverge from each other, for example, when drawing the chain 32 or slippage relative to the sprockets 30 and 31, the control unit 40 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 temperature sensor 62 will prevent overheating of the engine, for example, when the engine is in a relatively hot season and will allow you to adjust the ignition timing and at the same time open the flow control 54 to lower the temperature of the fuel assembly.

The proposed technical solution will allow more clearly to apply pulses to the spark plugs 35 and to 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 atmospheric air detected by the air temperature sensor 62. As the temperature increases, the timing of the ignition timing increases and vice versa.

The operation of the cylinders on the example of the first cylinder 1 is shown in Fig.7. Pos. 64 denotes an energy pulse in the spark plug 35 of the first cylinder 1. The first pulse corresponds to the timing of the ignition timing.

The application of the invention allowed:

1. To increase engine efficiency by 7 ... 10% due to more complete utilization of heat leaving to the atmosphere with exhaust gases. Moreover, the complete utilization of this heat (regeneration) is possible only theoretically.

2. Eliminate engine overheating through the use of a flow regulator for selected exhaust gases and temperature control of atmospheric air and coolant.

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 of combustion products with a silencer and at least one cylinder with installed in it by a piston, a liquid cooling system containing pipelines, a pump and a radiator, and an ignition system with spark plugs installed on each end of the cylinder, characterized in that of a fuel mixture intake system, a heat exchanger, whose selection input is connected to the pipe entry in the muffler, and the output of the return duct - to exit the muffler. 2. The engine according to claim 1, characterized in that a flow regulator is installed in the extraction pipe between the muffler and the heat exchanger. 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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