RU2557970C1 - Diesel engine and method of its operation - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: diesel engine contains the cylinder and the fuel nozzle installed in it. Upstream the engine inlet system the tight gate is installed, and inside the system the oxidizer nozzle is installed to which the oxidizer supply pipeline and the ballast product nozzle are connected, and the nozzle is connected to the ballast product supply pipeline. The fuel supply pipeline is attached to each fuel nozzle through the distributor. The oxidizer, combustible and ballast product supply pipelines are connected with outlets from the pump unit which is comprised by oxidizer, combustible and ballast product pumps with the common shaft which is connected to the cranked shaft. Proportionally to fuel consumption the oxidizer consumption is changed. The synchronization of change of consumption of oxidizer, combustible and ballast product is performed due to synchronization of frequency of rotation of a cranked shaft and the common shaft of oxidizer, combustible and ballast product pumps. Proportionally to the fuel consumption the change of ballast product consumption is possible.

EFFECT: capacity and efficiency increase.

6 cl, 9 dwg

Description

The invention relates to the field of engine building, more specifically, to diesel internal combustion engines and their fuel supply systems.

Known diesel engine according to the patent of the Russian Federation for the invention No. 2413854, IPC, F02B 69/04, publ. 03/10/2011

This engine includes a diesel fuel, gas supply system with regulators of their quantity and an air supply system. The air supply system consists of an air filter, air ducts and an intake tract. After the air filter, a mixing chamber with three inlets and one outlet is installed in the air duct. One of the entrances of the mixing chamber contains a venturi scrubber and is in communication with the air filter. The other two inputs are connected to gaseous fuel sources with a low cetane number and a high cetane number, respectively, and contain devices for adjusting the amount of gaseous fuels supplied to the mixing chamber.

Disadvantages - the complexity of the fuel system and the inability of the engine to work with a lack of atmospheric air.

A known diesel engine and its working method according to the patent of the Russian Federation for the invention No. 2388916, IPC F02B 19/18, publ. 05/10/2010, the prototype.

The method of operation of an internal combustion engine includes introducing a portion of the fuel into the intake manifold. External mixture formation is carried out by introducing part of the fuel in the amount of 20% of the total cyclic supply of fuel to the intake manifold. Internal mixture formation is carried out by injecting the remaining part of the fuel into the cylinder in the amount of 80% of the total cyclic supply with compression ignition of the mixture. Full cyclic fuel supply corresponds to an excess air coefficient α = 1.0 ÷ 4.05. A device for implementing combined mixing includes a suction collector, which is equipped with a mixing chamber, made in the form of an ellipsoid of revolution. An additional nozzle and ultrasonic magnetostrictive vibrators mounted coaxially on both sides at an angle of 30 ° to the major axis of the mixing chamber are installed on the mixing chamber.

Disadvantages - the inability to operate the engine in high altitude conditions, in confined spaces and under water in the absence of air and overheating.

The objectives of creating a group of the invention is to ensure its operability in the absence of air, increasing power and efficiency in all modes.

The solution of these problems was achieved in a diesel engine containing a crankshaft with a drive sprocket, a gas distribution system made in the cylinder head, in turn, containing an intake system, an exhaust system of combustion products, at least one cylinder with a piston and a fuel nozzle installed in it , in that an airtight damper is installed at the inlet of the intake system, and an oxidizer nozzle is placed inside, to which an oxidizer feed pipe and a ballast product nozzle are connected, to which n the ballast product supply line, and the fuel supply line is connected to each fuel nozzle through the distributor, the oxidant, fuel and ballast product supply pipelines are connected to the outlets from the pumping unit having oxidizer pumps, fuel and ballast product with a common shaft, which, in turn, connected to the crankshaft. The diesel engine may comprise a control unit. The diesel engine can be equipped with a throttle angle sensor. The throttle angle sensor can be electrically connected to the control unit.

The solution of these problems was achieved in the method of operation of a diesel engine, including changing the fuel consumption, in that the oxidizer consumption is changed proportionally to the fuel consumption, while the synchronization of the change in the consumption of the oxidizer, fuel and ballast product is performed by synchronizing the speed of the common shaft of the oxidizer, fuel and ballast pumps product connected to the crankshaft. In proportion to the fuel consumption, the flow rate of the ballast product can be changed.

The invention is illustrated in the drawings of FIG. 1 ... 9, where:

in FIG. 1 shows an end view,

in FIG. 2 shows a section aa,

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

in FIG. 4 shows a longitudinal section of the engine on BB,

in FIG. 5 shows the engine cooling system,

in FIG. 6 shows a section D-D,

in FIG. 7 shows the pump unit,

in FIG. 8 shows a graph of the change in the consumption of oxidizing agent and fuel,

in FIG. 9 is a graph of the change in the flow rate of the oxidizing agent, fuel, and ballast.

A diesel internal combustion engine (hereinafter referred to as an engine) comprises (Fig. 1 ... 9) at least one cylinder 1 and a piston 2 installed therein.

In the further description of the invention is given by the example of a two-cylinder four-stroke diesel 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 of them, 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 in one 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 includes an intake system 11 with an inlet pipe 12, a throttle valve 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, the chain tensioner 33 is installed.

In addition, the engine has fuel nozzles 34 installed in each cylinder 1, connected by high pressure pipes 35 to the distributor 36. A fuel supply pipe 37 is connected to the distributor 36, the other end of which is connected to the pump unit 38. The fuel supply pipe 37 contains a regulator - a shut-off valve fuel 39.

An oxidizer nozzle 40 is installed in the inlet pipe 12, which is connected to the oxidizer supply pipe 41 with the pump unit 38. The oxidizer supply pipe 41 includes an oxidizer shut-off valve 42.

The inlet pipe 12 also has a ballast product nozzle 43 connected to the ballast supply pipe 44 with the pump unit 38. The ballast supply pipe 44 includes a ballast shutoff valve 45.

The pump unit 38 (Fig. 7) contains an oxidizer pump 47, a fuel pump 48, a ballast pump 49 and a gearbox 50 mounted on a common shaft 46. A gearbox 50 is connected to a crankshaft 10 through a power take-off shaft 51 and a second gearbox 52. The distributor 36 is connected to a shaft 53 through the third gear 54 is also connected to the crankshaft 10.

The fuel supply system comprises a fuel tank 55, which is connected by a fuel pipe 56 containing a valve 57 to the inlet of the fuel pump 48. As a fuel, hydrocarbon fuel or alcohol may be used.

The oxidizer supply system comprises an oxidizer tank 58, which is connected to the inlet to the oxidizer pump 47 through an oxidizer pipe 99 containing an oxidizer valve 60. Oxygen or hydrogen peroxide or any oxidizer is used as the oxidizer.

The ballast product supply system comprises a ballast tank 61, which is connected by a ballast pipe 62 containing a ballast valve 63 to the inlet of the ballast pump 49. Water or nitrogen is used as the ballast product.

The use of a ballast product is necessary to avoid overheating of the engine. When working only on oxidizer and fuel, the temperature in cylinders 1 can reach 3500 ... 4000 ° C. Modern cooling systems cannot provide effective cooling, so the addition of 1 ballast product to the cylinders will reduce the temperature of the combustion products to 1500 ... 1800 ° C.

In more detail, the construction of the pump unit 38 is shown in FIG. 7. The pump unit 38 comprises an oxidizer pump 47, a fuel pump 48, and a ballast pump 49 having a common shaft 46 to which an electric drive 50 is connected.

The oxidizer pump 47 comprises an inlet housing 64, a screw 65, a centrifugal impeller 66 mounted on a shaft 46, an outlet housing 67, a support 68, and a seal 69.

The fuel pump 48 includes an inlet housing 70, a screw 71, a centrifugal impeller 72, an outlet housing 73, a support 74, and a seal 75.

The ballast pump 48 includes an inlet housing 76, a screw 77, a centrifugal impeller 78, an outlet housing 79, a support 80, and a seal 81.

The engine may be equipped with a control unit 82, which is electrically connected 83 to the drive 14 and the distributor 36.

The engine uses a liquid cooling system. Between the cylinders 1 and the housing 5 there is a cavity 84 for cooling the cylinders 1. which is a discharge pipe 85 containing a pump 86, an intermediate pipe 87, a radiator 88 and a supply pipe 89, looped to circulate the coolant.

CONTROL SENSORS

The engine may be equipped with an angular position sensor of the throttle valve 90 and a pressure sensor behind the throttle valve 91. The sensors 90 and 91 are connected by a link 83 to the control unit 82 (Fig. 1). 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 can be equipped with a coolant temperature sensor 92, a crankshaft speed sensor 93, a camshaft angular position sensor 94, which are connected to the control unit 82 by communication lines 83.

Graphs of the change in the flow rate of oxidizer 95, fuel 96 are shown in FIG. 8. In FIG. 9 shows a similar schedule and additionally a graph of the change in ballast flow rate 97.

ENGINE OPERATION

In the initial position, the shutter 13 is closed to prevent the emission of oxidizing agent. The position of the throttle 13 is monitored by the throttle position sensor 90.

To start the engine with a starter (not shown in Fig. 1 ... 9), crankshaft 10 is untwisted. At the same time, valves 57, 60 and 66 are opened, fuel, oxidizer and ballast product are filled by pumps 47, 48 and 49. Crankshaft 10 untwists pump common shaft 46 unit 38 (Figs. 1 and 7). The pressure of the fuel, oxidizer and ballast product at the exits from the pumps 47, 48 and 49 increases. Valves 38, 42 and 45 are opened, fuel, oxidizing agent and ballast product enter the engine.

The oxidizing agent from the oxidizing pump 47 through the oxidizing pipe 41 through the valve 42 is fed to the nozzles 40 and injected into the inlet 12. The oxidizing agent in the cylinder 1 is supplied from the inlet 12 through the intake system 11 (Fig. 3), through the inlet openings 19 with the inlet valve open 20 enters the combustion chamber 23. In this case, the first piston 2 is located at the top dead center of TDC and begins to move downward, operating in the air-fuel mixture intake mode. The mixture of oxidizing agent with ballast product 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 products of combustion from the second cylinder 1 enter the exhaust system 15 and the muffler 16 through the outlet 21 with the exhaust 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 82 via a communication line 83 sends a signal to the distributor 36, which controls the supply of fuel to the corresponding fuel nozzle 34 (first, to the fuel nozzle 34 ervogo first cylinder 1). Due to the high degree of compression in the cylinders, the mixture of oxidizing agent and ballast product is heated to high temperature. Self-ignition of the fuel occurs. Thus, the cycles are repeated alternately in all cylinders 1. 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 84 is formed around all the cylinders 1, filled with coolant (water or antifreeze). Heated coolant is taken from the cavity 84 by a sampling pipe 85 and a pump 86 is supplied through an intermediate pipe 87 to the radiator 88, where it is cooled by air and returned to the cavity 84 through the return pipe 89 (Fig. 1).

To turn off the engine, turn off the switch 52 and close the valve 54, 60, 63 and 38, 42, 45.

REGULATING THE OPERATION OF THE ENGINE

When changing the flow rate of fuel 95 (Fig. 8), the flow rate of oxidizing agent 96 is proportionally changed. This is done by synchronizing the operation of pumps 47, 48 and 49 installed on one common shaft 46 and having a drive from the crankshaft 10.

It is also advisable in proportion to the flow rate of fuel 95 and oxidizing agent 96 to change the flow rate of the ballast product 97 (Fig. 9). This will allow operating in all modes with the optimal ratio of fuel components and obtaining maximum engine efficiency.

CONTROL OF WORK

The throttle position sensor 90 allows you to control its position when establishing the appropriate engine operation mode. The pressure sensor behind the throttle 91 duplicates this function and monitors this pressure. The coolant temperature sensor 92 allows you to monitor engine overheating.

The crankshaft speed sensor 93 monitors the rotational speed of the crankshaft 10 (mode and load), and the angular position sensor of the camshaft 94 constantly measures the angular position of the camshaft 17 to control the moment of fuel injection through the control unit 82 and the fuel distributor 36.

The application of the invention allowed:

1. Ensure engine performance in a rarefied atmosphere and in the absence of air.

2. To increase the efficiency of the engine in all modes due to the synchronous change in the flow of fuel, oxidizer and ballast product by using the drive of all pumps from the crankshaft.

3. Eliminate engine overheating through the use of a ballast product and the presence of a liquid cooling system.

4. 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 (6)

1. A diesel engine containing a crankshaft with a drive sprocket, a gas distribution system made in the cylinder head, in turn, containing an intake system, an exhaust system of combustion products, at least one cylinder with a piston and a fuel nozzle installed in it, characterized in that an airtight damper is installed at the inlet of the intake system, and an oxidizer nozzle is placed inside, to which an oxidizer feed pipe and a ballast product nozzle are connected, to which a feed pipe is connected last product, and a fuel supply pipe is connected to each fuel nozzle through a distributor, oxidant, fuel and ballast product supply pipelines are connected to the outlets from the pumping unit having oxidizer pumps, fuel and ballast product with a common shaft, which, in turn, is connected to crankshaft. 2. The diesel engine according to claim 1, characterized in that it comprises a control unit. 3. The diesel engine according to claim 2, characterized in that it is equipped with a throttle angle sensor. 4. The diesel engine according to claim 2, wherein the throttle angle sensor is electrically connected to the control unit. 5. The method of operation of a diesel engine, including changing the flow rate of fuel, characterized in that proportionally to the flow rate of fuel change the flow rate of the oxidizing agent, while synchronizing the change in flow rate of the oxidizing agent, fuel and ballast product is performed by synchronizing the speed of the common shaft of the pumps of the oxidizing agent, fuel and ballast product connected to the crankshaft. 6. The method of operation of a diesel engine according to claim 5, characterized in that in proportion to the fuel consumption, the flow rate of the ballast product is changed.

Images