SK182020A3 - Integrated passive cylinder of a four-stroke internal combustion engine - Google Patents

Abstract

In the integrated engine, in which the cylinders have a 90 ° displacement with each other and the piston (7) divides the cylinder (8) into a working part (1) of the cylinder and a passive part (2) of the cylinder, the working part (1) transfers the still high gas pressure to the passive part (2) of the second cylinder by the passage (5). At the end of this working cycle, the gas pressure is transferred by passing (13) to the final recovery in the passive part of another cylinder.

Description

SK 18-2020 A3

Technical field

The invention relates to increasing the efficiency of a four-stroke internal combustion engine by using gas pressures at the end of the operating cycle.

Prior art

At present, four-stroke internal combustion engines operate in such a way that their cylinders have four strokes. Intake stroke, compression stroke, working stroke - expansion and exhaust stroke. Of these four strokes, only one is working and in the other three such, the engine is practically braked by the action of the cylinder.

The energy from the previous working cycle, either the cylinder itself or another cylinder within the engine, is used for the intake and compression strokes. This reduces the overall efficiency of the engine. Only in the working cycle is the energy obtained from the pressure of the gases after its combustion used.

In the last phase of the working cycle, when the piston is located just before the bottom dead center, the torque of the applied force of the piston on the crankshaft is reduced to such an extent that the force of the combustion gas gases is no longer efficiently transmitted to the crankshaft. This means that the engine power corresponding to the flue gas pressure does not increase.

In the next phase of the exhaust, the engine is braked, since the force of the exhaust gases acts on the crankshaft with a torque in the opposite direction to that of the crankshaft of the engine. Exhaust gases pass through the open exhaust valve to the exhaust.

At present, the exhaust gas pressure is only partially used in the form of a turbomixer, the efficiency of which is limited by the use of the flue gas pressure.

The essence of the invention

These shortcomings are largely eliminated by the integrated passive cylinder of a four-stroke internal combustion engine - the scheme of operation is shown in fig. L

SUMMARY OF THE INVENTION The four-stroke internal combustion engine of FIG. 2 consists in that the cylinder 8 is divided into two parts by a piston 7. The working part 1 of the cylinder above the piston and the passive part 2 of the cylinder below the piston. The working part 1 of the cylinder works with small deviations similarly to a classic four-stroke combustion cylinder. The passive part 2 of the cylinder uses for its work the gas pressure at the end of the working cycle of another cylinder of the internal combustion engine, without the need for additional fuel, therefore the passive part of the cylinder is also called.

The entire further description is shown in FIG. 2 - the main parts of the integrated passive cylinder as follows:

The working part 1 of the cylinder represents a modified classic cylinder of an internal combustion engine so that the classic equipment 3 of the working cylinder, such as intake valve, exhaust valve, ignition or glow, injection, etc., is supplemented by a valve 4 passing from the working part of the cylinder to the passive part of another. cylinder and the transition 5 from the working part of the cylinder to the passive part of another cylinder. The solution also allows an alternative 6 of the passage 5 and the valve 4. In order for the piston 7 to fulfill its role of forming the passive part 2 of the cylinder, it has in its lower part a tapered profile 10 of the piston which moves in a tapered profile 9 of the cylinder equipped with sealing rings part 2 of the cylinder are connected the inlet 11 of the transition from the working part of another cylinder and the inlet 12 of the transition from the passive part of the other cylinder. From the passive part 2 of the cylinder there is an outlet of the transition 13 to the passive part of another cylinder and the exhaust 14 from the passive part of the cylinder. A connecting rod 17 is connected to the constricted profile 10 of the piston, which drives the crankshaft 15.

The integrated passive cylinder works as a four-stroke. During these four strokes, ie during one working cycle, the crankshaft describes two turns, i.e. twice 360 °, is equal to 720 °. During this cycle, the piston 7 moves twice from the top dead center to the bottom dead center. During one such it is the suction phase and during the other it is the working phase of the working part 1 of the cylinder. During the same cycle, the piston 7 moves twice from the bottom dead center to the top. These two strokes in the working part 1 of the cylinder represent the compression stroke and the exhaust stroke, but in the passive part 2 of the cylinder, both strokes are used for the operation of the passive part 2 of the cylinder.

The passive part 2 of the cylinder uses for its work the pressure of exhaust gases from another cylinder from the end of its working cycle in its working part of the cylinder, which represents the first working stroke of the passive part of the cylinder. The long working cycle of the passive part 2 of the cylinder once again uses the pressure of the flue gases leaving the passive part of another cylinder.

The basic setting of the entire integrated engine is a 90 ° displacement of each cylinder between them. This requires eight cylinders to cover one operating cycle of the four-stroke engine, ie an angle of 720 °, at the required 90 ° displacement. The following angle values in degrees represent the angle on the crankshaft belonging to the cylinder.

The breaking points in the operation of the integrated cylinder are 45 °, 135 °, 225 °, 315 °, etc., ie always in the required ninety-degree basic displacement between the individual cylinders, therefore fig. 3 shows a table with these values.

The summarized sequence of individual steps of the operation of the integrated cylinder shown in FIG. 1 is as follows:

SK 18-2020 A3

The suction and compression stroke in the working part 1 of the cylinder is similar to that of a conventional cylinder. The difference is at the end of the working cycle, when the cylinder piston reaches the value of 135 °, the torque of the combustion gases acting on the crankshaft is small and will gradually decrease to 0. Therefore at 135 ° the transition 3 from the working to the passive part 2 of another cylinder. The gas pressure reaches the passive part 2 of another cylinder just when its piston reaches the optimal position 225 ° up to 315 ° and effectively increases the engine power through still high gas pressure values, which could no longer be used effectively in the original working part 1 cylinder. When the value of 315 ° is reached in the passive part 2 of the cylinder, the transition 4 from the passive part of the cylinder to the passive part of another cylinder is opened. The piston in the passive part 2 of the cylinder from 315 ° to 360 ° completes its work, but at the same time the gas pressures obtained by passing 4 from the passive part to the passive part of another cylinder are again in the position of most effective use to re-increase engine power. from position 585 ° it has optimal torque values. This passive part of the cylinder operates from 585 ° until 720 ° is reached. In the described course of operation of the integrated cylinders, the pressure transfer takes place when the pistons are in the lower or upper dead center, when the displacement of the cylinders of this segment changes only minimally, which has a favorable effect that pressure reductions are minimized during gas pressure transmission. Also important is the section 20 of opening the passage of the gas pressure from the working part 1 of the cylinder to the passive part of another cylinder, which is in the range of an angle of 135 ° to 225 ° of the respective part of the crankshaft. Similarly important is the section 21 of the open valve of the passage 4 from the passive to the passive part of another cylinder, which is in the range of an angle of 315 ° to 405 ° of the respective part of the crankshaft.

Exhaust opening sections are also important. The open exhaust section 22 from the working part 1 of the cylinder is in the range of an angle of 225 ° to 360 ° on the respective crankshaft. The open exhaust section 23 from the passive part 2 of the cylinder after the passage of the gas pressure from the passive part of the cylinder to another passive part of the cylinder is in the range of 405 ° to 495 ° on the crankshaft of the respective cylinder. The open exhaust section 24 from the passive part of another cylinder is in the range of an angle of 0 ° to 135 ° on the crankshaft of the respective cylinder.

Exhaust valves from the passive parts of the cylinders are closed, as indicated above, before the bottom dead center of the respective piston, i. j. at 495 ° or 135 °. This is in order to maintain a certain overpressure in the passive part, which does not affect the engine power during the passage of the piston at the bottom dead center, but in the next working cycle of the passive part of the cylinder the incoming gas pressure is not unnecessarily reduced. pressure values slightly higher, which will positively affect engine performance.

Certain corrections in the valve settings can be made on the basis of pressure dynamics measurements and experimental tests, while the basic philosophy of engine operation must be maintained.

In conclusion, it can be stated that if a traditional eight-cylinder internal combustion engine has eight operating cycles in four cycles of its cylinders, the number of eight working cycles in the working parts of the respective cylinders will increase in the same eight-cylinder integrated engine in the same cycle of four cycles. by another sixteen working cycles in the passive parts of the cylinders.

This can be compared to a professional cyclist who, in addition to the pressure from above on the pedals, pulls the pedal up in the next phase, but in our case, in addition to the pressure on the piston from above, no more fuel is needed to work the piston from below.

The power of one integrated cylinder in the working cycle of the working part 1 of the cylinder is increased by the powers of the other two working cycles of the passive parts 2 of the cylinders, the sum of the powers 25 of which is graphically shown in FIG. 1 under number 25.

If we follow the activity of a classic working cylinder, only one measure is working and the other three measures seem to be hindered by their activity.

With an integrated cylinder, there are three working cycles during four strokes, one in the working part of the cylinder and two strokes in the passive parts of the cylinder. During these three strokes, the cylinder pistons twist the crankshaft through the connecting rod. Only one stroke of the suction in the working part of the cylinder is not working.

The invention also allows the subsequent use of the pressure of the exhaust gases leaving the engine from the working and passive parts of the cylinder. As with a conventional internal combustion engine, this pressure in the turbo-agitator can be used, but the efficiency will be lower and will correspond to lower values of the exhaust gas pressure of the integrated internal combustion engine.

Overview of figures in the drawings

FIG. 1 Diagram of operation of the integrated passive cylinder

FIG. 2 Main parts of the integrated passive cylinder

FIG. 3 Work table of 8-cylinder integrated engine during four strokes.

FIG. 4 Diagram 8 of a rolled integrated V engine with gas pressure transfer from the working part of the cylinder no. L to the passive part of the cylinder no. 2. and into the passive part of the cylinder no. 5.

SK 18-2020 A3

FIG. 5 Performance diagram of cylinders 1, 2 and 5 of cylinders on the engine crankshaft, following the working stroke of cylinder 1.

FIG. 6 Gas pressure transfer between the individual cylinders 8 of the cylindrical integrated engine.

FIG. 7 Diagram 8 of a cylindrical cross integrated engine.

FIG. 8 Diagram of operation of the integrated non-complex passive cylinder.

Examples of embodiments of the invention

Example no. 1

The eight-cylinder integrated V engine fig. 4 will be composed of eight integrated passive cylinders 1 to 8. Four cylinders 1 to 4 in one row and four cylinders 5 to 8 will be arranged in a letter V, with a common crankshaft at the intersection of the axis of the cylinders. The basic setting of the cylinders in the order 1. to 8. will be such that from cylinder number 1. each will have a shift of 90 °, that is, cylinder 1. will have 45 °, cylinder 2. - 135 °, cylinder 3. - 225 etc. as shown in the table in FIG. 3 in the second column. In the first column of the table, the cylinder numbers are 1. to 8. The size of the angle represents from 0 ° to 360 ° the first turn and from 360 ° to 720 ° the second turn on the crankshaft.

The breaking points in the operation of the integrated cylinder are 45 °, 135 °, 225 °, 315 °, etc., ie always in the required ninety-degree basic displacement between the individual cylinders, therefore fig. 3 shows a table with these values.

The table of FIG. 3 shows the operation of the individual integrated cylinders during the four cycles, with an emphasis on showing the passage of gas pressures.

FIG. 4 and FIG. 5 shows the passage of the gas pressure from the working part of the cylinder 1 from the end of its working cycle. At 135 °, the gas pressure passes into the cylinder 2. of its passive part. During the stroke of the passive part 2 from 225 ° after reaching the value 315 °, the gas pressure will be transferred to the 5th cylinder, where from the angle 585 ° to the angle 720 ° the third evaluation of the gas pressure will take place originally from the working part of the 1st cylinder.

Similar to that shown in FIG. 4 and FIG. 5 to show the power of the engine as a result of the working cycle in the 1st cylinder evaluated in the 2nd and 5th cylinders, this also takes place in the case of the other cylinders 2 to 8, which is comprehensively captured in the table of FIG. 3.

The gas pressure transfer between the individual cylinders of the eight-cylinder integrated engine is shown in FIG. 6. In the first row, the cylinders 1 to 8 are arranged as follows in their working parts of the cylinders working cycles. That is, the cycles due to the fuel supply. The second line shows the cylinder numbers, into which passive parts the gas pressure from the working cycles of other cylinders is transferred. The third line contains the cylinder numbers in which passive parts of the cylinders the third last gas pressure evaluation takes place.

Very important in FIG. 6 are columns where the transfer of gas pressure between the individual cylinders can be seen, which is also an overview of the need for transitions 5 from the working parts of the cylinders to the passive parts of the cylinders, these are between the first and second rows. The transfer 13 of pressure from the passive parts to the passive parts of the other cylinders can be read between the second and third rows of the table.

Because the gas pressure transitions must be as short as possible with respect to the power of the entire engine, the arrangement of the individual cylinders must also be such that the respective cylinders are as close to each other as possible. In the graphic of FIG. 6 in the columns the passage of the gas pressure between the cylinders is projected. The columns of the table show that the gas pressure from cylinder 1 passes to cylinder 2 and then to cylinder 5. Further from cylinder 2 to cylinder 3 and then to cylinder 6, and so on.

Alignment of the cylinders of our eight-cylinder integrated V engine as shown in FIG. 4 is also due to the requirement of small distances of the respective cooperating rollers - columns in FIG. 6 quite advantageous.

Example no. 2

The eight-cylinder cross integrated engine fig. 7 will be formed of a pair of cross-arranged integrated cylinders 1 to 4 and 5 to 8. These pairs are arranged side by side on a common crankshaft as in FIG. 7. This arrangement is also satisfactory in the previous example no. 1 of the declared requirement that cylinders 1 and 2 and 5, but also cylinders 2 and 3 and 6 and cylinders 3, 4, and 7, etc., as in the columns of the table of FIG. 6, the respective cylinders were as close to each other as possible. This will make it possible to meet the important requirement that in an integrated internal combustion engine the transitions from the working parts to the passive parts of the respective cylinders, but also the transitions from the passive parts to the passive parts of the other respective cylinders, be as short as possible.

We also cross-arrange the integrated cylinders of the eight-cylinder engine, as shown in FIG. 7 is preferred.

Example no. 3

Four-cylinder integrated non-complex combustion engine, with only one reuse of flue gas pressure.

The complex use of the integrated cylinder can be realized with eight-cylinder integrated engines.

SK 18-2020 A3

During four strokes, the movement of the crankshaft performs two turns, ie 720 °. The pressure transfer cycle in the integrated cylinder also requires 720 °. In the working part of the cylinder 1, in the first step, a working cycle takes place. In the second step, the gas pressure passes from the cylinder 1 to the passive part of the cylinder 2, and in the third step, the gas pressure should pass to the passive part of the cylinder 5, as can be seen in FIG. 4 and FIG. 5. The fifth cylinder does not have a four-cylinder engine, at that time only the passive part of the cylinder 1 is suitable for pressure transfer by position, into which, in the case of a four-cylinder engine, the gas pressure is transferred from the working part of the cylinder 4 in its second step.

It clearly follows that for four-cylinder integrated engines, the integrated cylinder can only be used to transfer the gas pressure from the working part to the passive part of the second cylinder, i.e. without the third step of passing the gas pressure from the passive part to the passive part of another cylinder. Thus, not all the advantages of an integrated cylinder can be used comprehensively, as is the case with 8-cylinder integrated engines. Thus, only a non-complex integrated passive cylinder can be used for a four-cylinder engine, cf. FIG. 8.

Nevertheless, the four-cylinder integrated non-complex passive engine also shows higher engine efficiency by using the possibility of passing the gas pressure from the working part 1 to the passive part 2 of the cylinder, as shown in FIG. 8, compared to a similar classic four-cylinder engine.

Industrial applicability

The integrated passive cylinder of a four-stroke internal combustion engine will find application in all areas where four-stroke internal combustion engines are still used. Increased engine efficiency can also lead to the replacement of previously used two-stroke engines.

A certain limitation is the fact of the need for a multi-cylinder engine, for the possibility of using an integrated passive cylinder.

In the case of four-cylinder engines, it is the application of an integrated non-complex passive cylinder, which means only once in the passive part of the cylinder the use of gas pressure from the working part of another cylinder.

Eight-cylinder engines can comprehensively use eight integrated passive cylinders.

For a higher number of cylinders in the engines, it is possible to comprehensively use integrated cylinders in the number of eight times, ie sixteen cylinders, twenty-four cylinders, etc., or in combination with integrated non-complex cylinders e.g. twelve - cylinder engine with eight cylinders of integrated passive cylinders and four cylinders of integrated non - complex cylinders.

In practice, an eight-cylinder integrated passive engine will be used, the required greater or lesser power will be realized by the size of the displacement of the integrated passive cylinders.

SK 18-2020 A3

List of reference marks working part of the cylinder passive part of the cylinder classic equipment of the working part of the cylinder, intake valve, exhaust valve, ignition, glow plugs, injection, etc.

transition valve from the working part of the cylinder to the passive part of another cylinder transition from the working part of the cylinder to the passive part of another cylinder alternative of transition 5 and transition valve 4 piston cylinder

13transition from the passive part of the cylinder to the passive part of another cylinder exhaust from the passive part of the cylinder crankshaft sealing rings connecting rod transmission from the working part of the cylinder to the passive part of another cylinder transfer from the passive part of the cylinder to the passive part of another cylinder part of another cylinder section of open valve transition from passive part of cylinder to passive part of other cylinder section of open exhaust from working part of cylinder section of open exhaust from passive part of cylinder section of open exhaust from passive part of other cylinder sum of integrated cylinder performance cylinder.

Claims (6)

SK 18-2020 A3 PATENT CLAIMS An integrated passive cylinder of a four-stroke internal combustion engine, characterized in that the piston (7) divides the cylinder (8) into two parts, a working part (1) of the cylinder above the piston and a passive part (2) of the cylinder below the piston, the working part (1) ) of the cylinder has the classic equipment (3) of the working cylinder supplemented by a valve (4) of transition from the working part of the cylinder to the passive part of another cylinder, transition (5) from the working part to the passive part of another cylinder, for connecting multiple cylinders . Integrated passive cylinder according to claim 1, characterized in that the piston (7) has a tapered piston profile (10) and the cylinder (8) has a tapered cylinder profile (9) provided with sealing rings (16). Integrated passive roller according to claim 1 and 2, characterized in that the basic setting of the individual rollers represents a mutual displacement of 90 ° between the rollers in a row. Integrated passive cylinder according to claims 1, 2 and 3, characterized in that the section (20) of the open valve (4) of the transition (5) from the working part (1) of the cylinder to the passive part (2) of another cylinder is in the range of angle 135 ° to 225 ° on the relevant part of the crankshaft. Integrated passive cylinder according to claims 1, 2, 3 and 4, characterized in that the section (21) of the open valve of the passage (13) from the passive part (2) of the cylinder to the passive part of another cylinder is in the range of 315 ° to 405 ° on the relevant part of the crankshaft. Integrated passive cylinder according to claim 1, 2, 3, 4 and 5, characterized in that the open exhaust section (22) of the working part (1) of the cylinder is in the range of an angle of 225 ° to 360 °, the open exhaust section (23) from the passive part (2) of the cylinder is in the range of an angle of 405 ° to 495 ° and the section (24) of open exhaust from the passive part of another cylinder after transfer (19) from the passive part of the cylinder to the passive part of another cylinder is in the range of 0 ° to 135 ° on the crankshaft of the respective cylinder. 5 drawings