RU89179U1 - INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

An internal combustion engine containing: a crankcase with a crank mechanism located in it, a cylinder, a piston, a cylinder head with an intake manifold, intake and exhaust valves, a fuel injection nozzle, characterized in that the cylinder head is additionally equipped with a bypass valve with an air cooler and a low pressure receiver, a discharge valve with an air cooler and a high pressure receiver, a heat accumulator with an exhaust manifold, exhaust and discharge solenoid valves.

Description

The proposal relates to mechanical engineering, namely to engine building and can be used to improve the starting qualities of an internal combustion engine, to provide energy storage in the form of compressed air under high pressure during engine braking, using it to force the engine during operation under variable conditions and, as consequence, improving engine reliability, economic performance, as well as to ensure multi-fuel.

Famous internal combustion engine (Buryachko, VR. Automotive engines: work processes. Indicators and characteristics. Methods to improve energy conversion efficiency / V.R.Buryachko, A.V. Guk - St. Petersburg: NPIKTS, 2005. - P.292) comprising: a crankcase in which a crank mechanism is located; cylinder; piston. The inlet and exhaust valves and the injector for fuel injection are located in the cylinder head.

The disadvantages of such an engine are:

1. Low starting properties at low ambient temperatures, due to the insufficiently high degree of compression. However, a large mechanical loss and the load of components and parts when the engine is operating at various operating conditions do not allow a higher compression ratio.

2. The inability to provide the optimal compression ratio when working on various fuels.

3. The inability to reuse the thermal energy of the exhaust gases in the duty cycle.

4. The impossibility of a sharp short-term engine boost with a sharp short-term increase in external load.

Also known is an internal combustion engine with an adjustable compression ratio (Belov P.A. Engines of army vehicles. Part one. Theory / P.A. Belov, V.R.Buryachko, E.N. Akatov - M .: Military Publishing House, 1971. - S.488-492), comprising: a crankcase in which a crank mechanism is located; cylinder; compression piston. The inlet and exhaust valves and the injector for fuel injection are located in the cylinder head.

The disadvantages of such an engine are:

1. The complexity of the design of the piston, automatically adjusting the compression ratio.

2. The impossibility of a sharp short-term engine boost with a sharp short-term increase in external load.

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 starting qualities of the internal combustion engine, to ensure that the engine brakes energy storage in the form of compressed air at high pressure, using it to force the engine when operating in variable modes and, as a result, improve engine reliability, economic indicators, and to provide multi-fuel without the use of a complex piston that automatically adjusts the compression ratio.

The solution to this problem is achieved by the fact that the engine is manufactured with a high geometric compression ratio. The cylinder head has a discharge and an overflow valve, which, on the one hand, allows the low pressure receiver to be filled with compressed air with intermediate cooling, and for high-pressure receiver to be filled with air, with its intermediate cooling, with the engine braking modes, and, on the other hand, to provide a variable actual compression ratio. Compressed air from the high pressure receiver through a special valve, heated in a heat accumulator, in which the heat of the exhaust gases accumulates, is supplied during the expansion cycle in the mode of a sharp increase in power.

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

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

The internal combustion engine comprises: a crankcase 1, in which a crank mechanism 2 is placed; cylinder 3; piston 4. In the cylinder head 3 there is a fuel nozzle 5, an intake manifold 6 with an intake valve 7, an exhaust valve 8 connected to a heat accumulator 9, a discharge 10 and an overflow valve 11 connected to an air cooler 12 of the low pressure receiver 13 and an air cooler 14 high pressure receiver 15, exhaust manifold 16 with exhaust 17 and discharge 18 solenoid valves.

The proposed internal combustion engine operates as follows.

At low ambient temperatures, the engine is started according to the usual four-cycle diesel cycle with a high compression ratio (24-28). Pressure valve 10 and bypass valve 11 are closed. After starting the engine, returning to normal mode and partially moving the piston from the bottom dead center up to reaching a pressure of 4-5 kPa, the bypass valve 11 opens, compressed air enters the low pressure receiver 13 through the cooler 12. Then, the bypass valve 11 closes and starts the process of compressing air in the cylinder 3 of the engine. Since the compression process does not start from bottom dead center, the actual compression ratio will be less than geometric. The actual compression ratio can be changed by adjusting the opening and closing moments of the bypass valve 11. When the piston 4 approaches the top dead center through the nozzle 5, fuel is supplied to the cylinder 3 and the working process proceeds according to the usual scheme. Heat is removed from the exhaust gases and accumulates in the heat accumulator 9, and the exhaust gases through the exhaust solenoid valve 17 and the exhaust manifold 16 enter the atmosphere.

In the engine braking mode, two-stage air compression occurs up to 10-15 MP and with intermediate cooling and its accumulation in the high-pressure receiver 15. Fuel is not supplied through the nozzle 5, the engine runs on a four-cycle cycle. At the first stroke, the piston 4 moves from the top dead center to the bottom, through the intake manifold 6 and the open intake valve 7, air flows through the cylinder 3 due to rarefaction. At the second cycle, when moving from the bottom dead center to the upper piston 4 through the open bypass valve 11 and air cooler 12 pumps air into the low pressure receiver 13. At the third stroke, the piston 4 moves to bottom dead center, pumping air from the low pressure receiver 13 into the cylinder 3 through the bypass valve 11 and cooler 12. At the fourth cycle, the piston moves nya 4 upward air is displaced through the discharge valve 10 and the cooler 14 in the receiver high pressure 15.

In the mode of a sharp short-term increase in power, the engine runs on the usual four-cycle diesel cycle. At the moment of the actual expansion, on the move, the exhaust solenoid valve 17 closes, the exhaust valve 8 opens, and compressed air from the high-pressure receiver 15 enters through the open discharge solenoid valve 18 and the heat accumulator 9 into the cylinder 3, providing an increase in the effective pressure per cycle expansion by heating the compressed air in the heat accumulator 9 and by mixing it with hot gases in the cylinder 3.

Compared with the prototype of the proposed internal combustion engine:

1. Does not have a piston of complex design, automatically adjusting the compression ratio.

2. In the engine braking mode, it allows to accumulate energy in the form of compressed air under high pressure.

3. Allows you to briefly force the engine with a sharp increase in external load, using compressed air and the heat of the exhaust gases.

Claims (1)

An internal combustion engine comprising: a crankcase with a crank mechanism located therein, a cylinder, a piston, a cylinder head with an intake manifold, intake and exhaust valves, a fuel injection nozzle, characterized in that the cylinder head is further equipped with an overflow valve with an air cooler and low pressure receiver, discharge valve with air cooler and high pressure receiver, heat accumulator with exhaust manifold, exhaust and discharge electromagnetic valves.