RU2617519C1 - Internal combustion engine - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: air is sucked through the intake valve 17 into one part of the cavity between the piston 8 and the cylinder cover 10, and in the right part of the cylinder 11 cavity the air is compressed by the piston 9. When the piston reaches the 0.96 stroke mark, the window 16 will start to open, the combustion products from the left side of the cylinder 11 will flow into the atmosphere, the pressure in this part of the cavity will lower and the air compressed by the piston 8 along the duct 13 through the intake valve 14 will rush to the left side of the cylinder 11, carrying out its purging. The injector injects fuel, which ignites and starts to burn, and the resulting combustion products press against the piston 9. When the shaft 3 passes the corner 110° the piston 9 will again be at the 0.96 stroke mark, moving already in the opposite direction, and the piston 8 will be at 0.61 mark and will continue to move in the same direction. And window 16 will begin to close completely, and blowdown will be finishing. The air will then flow into the left part of the cylinder 11 via the channel 13 through the inlet valve 14, increasing the amount of air in the latter. As the piston 8 reaches the dead point, air injection into the right part of the cylinder 11 cavity will end, at that, its piston will be at ~the 0.4 stroke mark and will continue to move, compressing the air in front of him. Once the piston 9 is near 0.03, the window 16 will begin to open slightly, releasing the combustion products from the right side of the cylinder 11 cavity, the pressure in it will drop and the air compressed by the piston 8 will rush through the inlet valve 15 performing a purge. At the same time, a fuel injected by the left nozzle will ignite and begin to burn. Then the described cycle will be repeated.

EFFECT: simplification of design, expansion of functionality and improvement of performance characteristics.

3 cl, 10 dwg

Description

The invention relates to military equipment and can mainly be used to propel robotic self-propelled chassis.

The prototype is a double-acting reciprocating internal combustion engine containing a working cylinder with windows in the upper and lower parts of the cylinder wall, a piston separating the working cylinder into a motor and compression chambers and mounted on a rod passing through a tight hole in the compression chamber cover, while the outside is lateral the cylinder wall is located the seat of the spool rotor, in the diametrically opposite edges of which go the windows of the working cylinder, the spool rotor is made in the form of a gear wheel, in the crown of which on the side in diametrically opposite edges there are two through windows and two combustion chambers in the form of recesses, and the windows and chambers are arranged circumferentially with gaps not less than the width of the windows in the seat of the slide rotor [RF patent 2235897, IPC F02G 3 / 02, 2004].

The disadvantages of the prototype are:

- complex engine design due to the presence of a large number of parts and assemblies;

- limited functionality associated with the lack of reverse and self-start;

- relatively large weight and size characteristics.

The objective of the invention is to simplify the design, expand the functionality and improve performance.

The problem is solved in that the internal combustion engine containing intake valves, a cylinder with a window and a piston kinematically connected to the power take-off shaft is provided with another cylinder with a piston that is kinematically connected to the power take-off shaft, the kinematic connections being made by crank-slide mechanisms, cranks which are mounted on the shaft with a 90 ° offset relative to each other, and the sliders are made in the form of piston rods, while the ends of the cavities of the second cylinder are connected, respectively, by channels with intake valves, p zmeschennymi at opposite ends of the first cylinder chamber, which window is placed in the center of the cavity and communicated with the atmosphere.

The channels are attached to the cavity of the second cylinder from its end at a distance of not more than 0.1 piston strokes. Part of the cover of the second cylinder is made in the form of an air storage. The longitudinal axis of the cylinders is perpendicular to each other.

These distinctive features allow you to achieve the following advantages compared with the prototype.

The engine is supplied with another cylinder with a piston, which is kinematically connected with the power take-off shaft, kinematic connections are made by crank-slide mechanisms, the cranks of which are mounted on the shaft with a 90 ° offset relative to each other, and the sliders are made in the form of piston rods, while the ends of the cavities of the second cylinder connected respectively by channels with inlet valves located at opposite ends of the cavity of the first cylinder, the window of which is located in the center of the cavity and communicated with the atmosphere, allows you to reduce the overall characteristics of the engine by reducing the number of parts and assemblies, to expand functional characteristics by making it possible to reverse, self-start and supply additional air or mixture to the cylinder.

The connection of the channels to the cavity of the second cylinder from its end at a distance of not more than 0.1 piston stroke expands the functionality due to automatic, if necessary, shutting off the air entering the second cylinder with the piston and filling the receiver with the latter. The implementation of the cylinder cover part in the form of an air storage device improves operational characteristics by providing the possibility of self-starting of the engine. Placing the longitudinal axes of the cylinders perpendicular to each other is equivalent to securing the cranks to the shaft with a 90 ° offset relative to each other, since in this case the axis of the cranks coincide. This allows you to use a conventional shaft with one crank instead of a crankshaft, which further simplifies the design of the engine.

The invention is illustrated by drawings.

In FIG. 1 shows an internal combustion engine at the time of rotation of the shaft at an angle of 30 °;

In FIG. 2 shows the engine at the time of rotation of the shaft at an angle of 70 °;

In FIG. 3 shows the engine at the time of rotation of the shaft at an angle of 110 °;

In FIG. 4 shows the engine at the time of rotation of the shaft through an angle of 180 °;

In FIG. 5 shows the engine at the time of rotation of the shaft at an angle of 250 °;

In FIG. 6 shows the engine at the time of rotation of the shaft at an angle of 290 °;

In FIG. 7 shows an engine cylinder with a groove for lubricant;

In FIG. 8 shows an engine cylinder with a receiver connected to it;

In FIG. 9 shows the cylinder of the engine with channels attached to its cavity at a distance of 0.1 piston stroke;

In FIG. 10 shows the position of the engine cylinders with a mutually perpendicular arrangement of the longitudinal axes.

The internal combustion engine contains crank-slide mechanisms, cranks 1, 2 of which are rigidly fixed to the shaft 3 with an offset of 90 ° relative to each other and are respectively connected through connecting rods 4, 5 to the rods 6, 7 of the pistons 8, 9, arranged to move respectively in the injection cylinder 10 and in the combustion cylinder 11, while the cavities of the cylinder 10 are connected respectively by channels 12, 13 with intake valves 14, 15 located on opposite cavities of the cylinder 11, in the center of which a window 16 is made connecting the cylinder 11 with atmosphere. The cylinder 10 has inlet valves 17, 18, on the caps of the cylinder 11 there is a fuel injection device 19. The cylinder 11 in the middle may have a groove 20 for lubricant and check valves 21, 22, respectively connected by air ducts 23, 24 to the receiver 25. The channels 12, 13 can be connected to the cavity of the cylinder 10 from its end at a distance of 0.1 piston stroke 8 .

The internal combustion engine operates as follows.

Suppose that the engine is started in a known manner by rotating the shaft 3, for example, clockwise, and the rotation angle is counted from the horizontal. For definiteness, we assume that at the initial moment (at the time of start-up), shaft 3 occupies a position, for example, corresponding to its rotation angle α = 30 ° (Fig. 1). At this time, the piston 8 is at a distance of 0.05 strokes, and the piston 9 is at a distance of 0.7 strokes. At the same time, air, for example, from the atmosphere will be sucked into the cavity formed at the left edge between the piston 8 and the cylinder cover 10 through the inlet valve 17, for example, and air will be compressed by the piston 9. On the right side of the cylinder 11, since the pressure on the right side of the cylinder 11 is greater air pressure in the left part of the cavity of the cylinder 10, the intake valve 15 is closed and the air pressure increases as the piston 9 approaches the dead center. When the shaft 3 reaches an angle α = 70 °, the piston 9 will be at a distance of 0.96 strokes, while the window 16 will begin to be released from the adjacent cylindrical surface of the piston (open), as a result of which air (or combustion products) from the left side of the cylinder half of the cylinder 11 will be flow out (into the atmosphere), while the pressure in this part of the cavity will drop and the air compressed by the piston 8 (located at a distance of ~ 0.3 strokes) through the channel 13 through the inlet valve 14 will rush to the left side of the cylinder 11 cavity, purging it (Fig. . 2).

Then, fuel is injected through the device 19 (nozzle), which, in contact with hot compressed air, ignites and begins to burn. The piston 9 by inertia continues to move to the dead point, further freeing the window 16. The resulting combustion products press on the specified piston, forcing it to move after passing the dead point in the opposite direction. When shaft 3 passes an angle of 110 °, piston 9 will again be at the 0.96 stroke mark, moving already in the opposite direction, and piston 8 will be at 0.61 and will continue to move in the same direction (Fig. 3). Moreover, the window 16 will begin to finally close, and the purge will end.

Further, fresh air in the left part of the cylinder 11 cavity will begin to be compressed by the piston 9. At the same time, the air in the right part of the cylinder 10 is compressed by the piston 8. Since the piston 8 is closer to the middle of the cylinder, its movement speed will be higher than that of the piston 9 located at the edge cylinder 11. Therefore, the pressure in front of the piston 8 will increase faster and air through the channel 13 through the inlet valve 14 will flow into the left part of the cavity of the cylinder 11, increasing the amount of air in the latter (inflation effect). When the piston 8 reaches a dead point, the injection of air into the right side of the cavity of the cylinder 11 will end, while its piston will be at ~ 0.4 stroke and will continue to move, compressing the air in front of it (Fig. 4). Next, the piston 8 will begin to move in the opposite direction (to the left), compressing the previously sucked air on the left side of the cylinder cavity 10 and sucking in fresh air through the inlet valve 18. Since the pressure of the combustion products on the right side of the cylinder cavity 11 is high, the intake valve 15 is closed and the pressure in front of the piston 8 rises. As soon as the piston 8 is near the level of ~ 0.6 (and the piston 9 ~ 0.03), the window 16 will begin to open slightly, releasing combustion products from the right side of the cavity of the cylinder 11, the pressure in it will drop and the air compressed by the piston 8 will rush through the inlet valve 15 , purge will begin (Fig. 5). At the same time, the left injector 19 injects fuel, which ignites and starts to burn. After the shaft passes through an angle of 290 °, the piston 8 will be at the 0.3 stroke mark, and the piston 9 will be at about 0.03 stroke. The window 16 will finally close, the piston will compress the air on the right side of the cavity of the cylinder 11, and the piston 8 will be pumped into the last air and suck in fresh air through the inlet valve 18 (Fig. 6). When the piston 8 approaches the left dead center, the air injection process will end, the piston 9 will be near the mark of 0.4 and continue to compress the air. Note that with this arrangement of the window 16 and the intake valves, 0.7 volumes of air of the cylinder 10 are consumed to purge the right side of the cavity of the cylinder 11 and 0.3 of this volume is used to pump (as an additive) into the cylinder 11, while for the left parts of the cavity of the specified cylinder, these figures are respectively equal to ~ 0.6 and 0.4. It should be borne in mind that due to the presence of the rod 7, the volume of the left side of the cylinder cavity is less than the right, therefore, it requires less volume for purging. When the shaft 3 is rotated by 390 °, the described cycle will be repeated.

To lubricate the piston 9 and cylinder 11, a groove 20 for lubricating material (not communicating with window 16) can be made in it (FIG. 7). When the piston 9 moves, the lubricant will be moved by oil scraper rings (not shown) along the lateral surface of the cylinder 11, providing a low coefficient of friction between the piston and the cylinder. Since the operation of the piston 8 in the cylinder 10 occurs in less severe conditions (there is no high temperature that occurs during combustion and high pressure) compared with the piston 9 and the cylinder 11, the details of this cylinder-piston group can be made of lighter materials, and the side surface the cylinder is coated with antifriction material, which will reduce the overall dimensions.

In the case of the engine operating in the mode of incomplete power take-off, it is possible to pump less air (or not to pump it at all) into the cylinder 11 by means of a piston 8, while directing the latter through check valves 21, 22 connected respectively by air ducts 23, 24 to the receiver 25 (Fig. 8). To do this, you must first block the channels 12, 13. The air in the receiver can be used in different directions. Firstly, if you connect the receiver 25 to the inlet valves 17,18, then when the piston 8 draws in air, more air will enter the cavity of the cylinder 10 compared to the intake directly from the atmosphere. Therefore, then more air will be used to purge the cylinder 11 and during compression (preparation of the mixture). As a result, high-quality purge can be achieved with a smaller volume of cylinder 10, and the engine can operate in forced mode. Secondly, compressed air from the receiver can be used to operate other devices, such as steering.

In addition, self-starting of the engine can be provided with compressed air. Suppose the piston 9 is near the middle position (FIG. 4). Compressed air is supplied from the receiver 25 through the check valve 21 to the cylinder 10, as a result of which the piston 9 begins to move and compress the air located on the left side of its cavity. When approaching a dead point, fuel is injected through the nozzle 19 (in this case, it is possible through a glowing body), burning the mixture and starting the engine.

Compressed air can be forced into the receiver 25 and forcibly, without previously blocking the channels 12, 13. To do this, the (constructive) channels 12, 13 are connected to the cylinder 10 at a distance of 0.1 piston strokes (Fig. 9). Then, when the piston 8 moves, air will first be pumped into the cavity of the cylinder 11, and then, when the piston 8 reaches 0.1, it will block the entrance to the channel with its lateral surface and the remaining air will be pumped into the receiver 25. As a result, after each stroke of the piston 8 approximately 0.1 volume of the compressed air cylinder 10 will enter the receiver.

The arrangement of the longitudinal axes of the cylinders perpendicular to each other allows their cranks to be mounted on the same crank, simplifying the design, changing the engine layout necessary for the rational and compact placement of other components of the vehicle on which this engine is installed, and most importantly, to ensure good (from all sides) cylinder cooling 11 (Fig. 10). Work can be carried out in the mode of a gasoline engine. For this, spark plugs are installed in the caps of the cylinder 11, while the fuel is injected from the nozzle when the piston 9 closes the window 16, which leads to the subsequent compression of the combustible mixture and its subsequent ignition by the spark plug.

An engine that is even simpler in design is obtained if a compressed (liquefied) gas mixture is used as a combustible mixture, by means of which it is possible to self-start the engine and purge, while eliminating the need for an engine power system. In essence, it consists of two cylinder-piston groups with crank-slide mechanisms and a crank with a power take-off shaft.

To start the engine of this embodiment, the piston 9 is pre-installed in the extreme position at which the window 16 is open, and compressed gas fuel mixture is supplied through the intake valves 17, 18 (Fig. 5). The right and left parts of the cylinders 10, 11 begin to fill with the indicated mixture, however, since the window 16 is open, the pressure in the right side of the cylinder 11 and the left cylinder 10 will be low, so the piston 8 will start to move left, moving the piston 9 to the left through the shaft 3. After as the piston 8 reaches the dead center, the piston 9, passing the dead point and moving to the right, will be near the ~ 0.4 stroke mark, while having a lot of the mixture that is ignited by the spark plug. The piston 9 continues to move to the right already under the influence of combustion products. Further, the engine functions similarly to the operation of a gasoline engine.

Note that since the engine does not have a classic gas distribution mechanism, it can rotate in both directions. To turn on the reverse, first turn it off (stop) and then start it in the other direction by rotating shaft 3 from the starter or by supplying compressed air (gas) from the receiver or cylinder. Having a reverse greatly simplifies the gearbox, if available on the vehicle. We also note that another cylinder similar to cylinder 11 can be connected to cylinder 10, the piston of which must move synchronously with the latter, which, with a slight increase in dimensions, will lead to a significant increase in engine power.

The implementation of the invention will allow you to create a cheap, simple in design engine with high power density, reverse, self-starting, which can be made in various configurations.

Claims (3)

1. An internal combustion engine comprising an injection cylinder with a piston and a combustion cylinder with a piston, wherein the pistons are located in the cylinders with the formation of opposite cavities and are kinematically connected with the cranks of the power take-off shaft by means of crank-slide mechanisms, the sliders being made in the form of piston rods, and the cranks are mounted on the shaft with an offset of 90 ° relative to each other, the cavities of the injection cylinder are connected to the opposite cavities of the combustion cylinder by means of channels with valves, This combustion cylinder and provided with a release window disposed in the center thereof, and the channels are connected to the combustion cylinder at a distance from its dead point of the piston. 2. The engine according to claim 1, characterized in that the channels are connected to the combustion cylinder at a distance of not more than 0.1 piston strokes. 3. The engine according to claim 1, characterized in that the part of the cover of the combustion cylinder is made in the form of an air storage.

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