RU87468U1 - COMBINED ENGINE - Google Patents

Abstract

A combined engine containing a crankcase, a crosshead crank mechanism, a cylinder with a piston moving in it, equipped with inlet and outlet valves, a nozzle equipped with a solenoid valve, having a cavity above the piston connected by a manifold to a cavity under the piston, characterized in that the cavity above the piston it is connected to the cavity under the piston through a cooler and a heat accumulator by inlet and outlet valves of the cooler and a heat accumulator, and the lower cavity is connected to the receiver through a solenoid valve.

Description

The proposal relates to mechanical engineering, namely to engine building and can be used to more fully convert the energy of combusted fuel into mechanical work.

Combined engines are known, including a piston internal combustion engine and a recovery engine.

A solid engine with separated gas generation processes (Rudnev VV, Kukis BC, Khasanova ML. A thermal engine with separated gas generation processes: Utility Model Patent. RU 51111 U1 F01K 7/00. 01/27/2006. Bull. No. 03) which contains: a two-stroke piston engine having a crankcase with a cylinder, a piston with a rod, a crosshead crank mechanism and a combustion chamber made separately from the cylinder, connected by manifolds to the cylinder cavities.

The disadvantage of this engine is the significant removal of the combustion chamber from the pump cavity, making it difficult to increase the degree of compression and increase the indicator efficiency.

Also known is a two-stroke internal combustion engine with separate compression and expansion processes (B. Perelshtein. Method of operation of a two-stroke internal combustion engine: Patent RU 2136920, 6 F02B 41/04. Publ. 10.09.99. Bull. No. 25), containing two cylinders, equipped with valves, with pistons that are driven by a common crankshaft, and a receiver. The back of the piston when it moves down in one of the cylinders provides compression of the air and forcing it into the receiver. Compressed air flows from the receiver into two cylinders, where the fuel supplied to them is combusted, and the products of combustion expand almost to atmospheric pressure due to the expansion volume twice the compression volume.

The disadvantages of this engine is the expenditure of a part of the energy produced during expansion on air compression.

Also known is a combined-cycle engine (Kukis BC, Khasanova M.L., Rudnev V.V., Bystrov O.I. Combined combined-cycle engine. Utility model patent. RU 70938 U1 F02G 5/02. 02.20.2008. Bull. No. 5), consisting of a crankcase, a crosshead crank mechanism, a cylinder with a piston moving in it, a fuel nozzle and a nozzle for injecting water, fuel and water tanks. The cylinder is divided by the piston into two volumes, the upper volume works according to the Diesel cycle, and hot exhaust gases are supplied to the lower volume through the collector, and their heat is used for overheating and turning water into steam at the expansion stroke according to the principle of a steam engine.

The disadvantage of this design is the use of water vapor, which complicates the operation of the engine in different temperature ranges, as well as the inability to control the degree of compression in the volume working on the diesel cycle, and the inability to recover engine energy when braking it.

This engine design is the closest to the proposed technical essence and is taken as a prototype.

The objective of the proposal is to increase the average effective pressure by adding highly compressed air at the expansion stroke in the diesel cycle, using the engine to recover energy during braking and idling, and then using this energy to boost the engine at peak loads.

The solution to this problem is achieved by the fact that during engine braking and idling, energy recovery occurs, i.e. part of the compressed air is accumulated in the receiver, and during cold engine start-up modes, the compression ratio increases and for boosting the engine at peak loads, the average effective pressure increases due to compressed air.

An analysis of the proposed solution and the known ones allows us to conclude that it meets the conditions of patentability of a utility model.

The proposal is illustrated in the figure (figure 1), which shows the basic structure of the combined engine.

The proposed combined engine comprises: a crankcase 1 with a crosshead crank mechanism 2, a cylinder 3 with a piston 4 moving in it, a nozzle 5 with an electromagnetic valve 6, a fuel tank 7 with a pump 8. The cylinder 3 of the combined engine is equipped with an intake valve 9 with an intake manifold 10 , exhaust valve 11, with exhaust manifold 12, intake 13 and exhaust 14 valves of the cooler 15, intake 16 and exhaust 17 valves of the heat accumulator 18, the electromagnetic valve 19 of the receiver 20.

In steady-state modes, the combined engine operates on a four-cycle diesel cycle.

At idle, the combined engine operates as follows.

In the first cycle of the next working cycle, the piston 4 moves from the top dead center to the bottom, the inlet valve 9 opens and due to the vacuum created in the above-piston space, a fresh charge of air from the atmosphere is introduced through the intake manifold 10 into the cylinder 3 of the engine, and in the under-piston space there is a compression of air with its subsequent supply through the electromagnetic valve 19 to the receiver 20.

At the second stroke, the piston 4 begins to move from the bottom dead center to the top, with the start of movement, the inlet valve of the cooler 13 opens, air is compressed in the supra-piston space and supplied through the cooler 15 and the exhaust valve of the cooler 14 into the sub-piston space. In the process of movement of the piston 4 to the top dead center, the cooler valve 13 closes and the compression of the air in the over-piston space continues. At the end of the second cycle, the air heated by compression through the nozzle 5, controlled by the electromagnetic valve 6, injects the fuel supplied by the pump 8 under high pressure from the tank 7, and the fuel ignites and burns with intense heat.

At the third step, the hot gases, expanding, press on the piston 4 from above and move it down, doing the job. Through the crosshead crank mechanism 2, this work can be useful. At the same stroke in the under-piston space, the electromagnetic valve 19 opens, compression and air supply to the receiver 20 takes place.

In the last fourth cycle of the working cycle, when the piston 4 moves to the top dead center, the exhaust gases from the over-piston cavity of the cylinder 3 through the exhaust valve 11 through the collector 12 enter the heat accumulator 18, giving up its heat to it, and then are sent to the atmosphere.

In the engine braking mode, the duty cycle is carried out as in the idle mode, with the exception of the complete cessation of fuel supply through the nozzle 5 to the cylinder 3, at the second cycle of pumping the entire amount of air from the over-piston space through the cooler inlet valve 13, cooler 15 and cooler exhaust valve 14 into the sub-piston space, followed by compression and supply of this air through the electromagnetic valve 19 to accumulate it in the receiver 20.

In the engine boost mode at peak loads, in contrast to the idle mode, at the second cycle of the operating cycle, the electromagnetic valve 19 opens, and the compressed air from the receiver 20 enters the sub-piston space, expanding, creates pressure on the piston 4, doing useful work. At the beginning of the third cycle, the inlet 16 and outlet 17 valves of the heat accumulator 18 are opened, and the air pushed by the piston 4 from the sub-piston space through the inlet 16 and outlet 17 valves, the heat accumulator 18 enters the supra-piston space. At this point in time, there is an increase in pressure on the expansion stroke by adding to the hot gases and mixing with them highly compressed and heated air in the heat accumulator 18.

In the starting mode of a cold engine, the compression ratio is increased by closing the intake valve 13 of the cooler 15 at the second cycle of the duty cycle and stopping the supply of compressible air from the above-piston space of the cylinder 3 to the under-piston.

Compared to the prototype, the proposed combined engine reduced the toxicity of exhaust gases emitted into the atmosphere, boosted the engine at peak loads by increasing the average effective pressure at the expansion stroke by using the energy of highly compressed air accumulated due to energy recovery during braking and idling.

Claims (1)

A combined engine containing a crankcase, a crank mechanism made of a crosshead, a cylinder with a piston moving in it, equipped with inlet and outlet valves, an nozzle equipped with an electromagnetic valve, having a cavity above the piston, connected by a manifold to the cavity under the piston, characterized in that the cavity above the piston is connected to the cavity under the piston through the cooler and the heat accumulator by the intake and exhaust valves of the cooler and the heat accumulator, and the lower cavity with the receiver through solenoid valve.