WO2004009977A1 - Moteur deux temps a refroidissement intermediaire et regeneration thermique - Google Patents

Moteur deux temps a refroidissement intermediaire et regeneration thermique Download PDF

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Publication number
WO2004009977A1
WO2004009977A1 PCT/CN2003/000576 CN0300576W WO2004009977A1 WO 2004009977 A1 WO2004009977 A1 WO 2004009977A1 CN 0300576 W CN0300576 W CN 0300576W WO 2004009977 A1 WO2004009977 A1 WO 2004009977A1
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WO
WIPO (PCT)
Prior art keywords
valve
cylinder
auxiliary
piston
internal combustion
Prior art date
Application number
PCT/CN2003/000576
Other languages
English (en)
Chinese (zh)
Inventor
Peizhou Han
Original Assignee
Peizhou Han
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CNB021252351A external-priority patent/CN100360772C/zh
Priority claimed from CNU022912673U external-priority patent/CN2599263Y/zh
Application filed by Peizhou Han filed Critical Peizhou Han
Priority to AU2003281537A priority Critical patent/AU2003281537A1/en
Publication of WO2004009977A1 publication Critical patent/WO2004009977A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/12—Rotary or oscillatory slide valve-gear or valve arrangements specially for two-stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/181—Centre pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • F01L1/185—Overhead end-pivot rocking arms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/30—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of positively opened and closed valves, i.e. desmodromic valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/021—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with one rotary valve
    • F01L7/022—Cylindrical valves having one recess communicating successively with aligned inlet and exhaust ports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/045—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly
    • F02B29/0475—Constructional details of the heat exchangers, e.g. pipes, plates, ribs, insulation, materials, or manufacturing and assembly the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2710/00—Control of valve gear, speed or power
    • F01L2710/003—Control of valve gear for two stroke engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an internal combustion engine, particularly an intercooled, regenerative two-stroke internal combustion engine. Background of the invention
  • An object of the present invention is to provide an improved intercooled, regenerative two-stroke internal combustion engine in response to the shortcomings of the above-mentioned technology.
  • Such an internal combustion engine not only has a small heat dissipation loss, but also protects the control valve from the high temperature of the working gas.
  • a further object of the present invention is to provide a variety of different double-cylinder intercooled, regenerative two-stroke internal combustion engines with more complete structures and more flexible layouts, so that they can have a wide power range and meet different practical needs.
  • the intercooled, regenerative two-stroke internal combustion engine of the present invention includes a main cylinder equipped with an exhaust valve on its cylinder head and a compressed air cylinder equipped with an intake valve and an exhaust valve on its cylinder head, a power piston in the main cylinder, and
  • the compression piston in the compression cylinder is connected to the crankshaft via a connecting rod, respectively, or the lower side of the power piston of the main cylinder is used as the compression cylinder, the compression piston and the power piston are integrated, and the piston rod and the transmission part passing through the bottom cylinder head are integrated.
  • the crankshaft is connected to the side of the main cylinder.
  • a sub-cylinder equipped with an air distribution piston is arranged on the side of the main cylinder.
  • the air distribution piston is connected to the auxiliary crankshaft via a connecting rod.
  • the transmission ratio of the auxiliary crankshaft to the crankshaft is 2: 1.
  • the air passage in the rotary valve can communicate with the air inlet, the air outlet, the air inlet, and the hot air outlet on the inner wall of the valve in sequence.
  • the air inlet is connected to the air outlet controlled by the air outlet valve of the compression cylinder via the intercooler.
  • the ventilating outlet is connected to the ventilating inlet after being placed in a regenerator in the exhaust pipe.
  • the venting outlet of the hot gas is passed through a spherical or similar shaped combustion chamber for fuel and air mixed combustion and the connecting vent.
  • the road communicates with the main cylinder.
  • Injectors for indoor fuel injection are also equipped with corresponding glow plugs or spark plugs.
  • the gas distribution process performed in a single auxiliary cylinder is divided into two auxiliary cylinders with different large and small volumes.
  • the auxiliary cylinder can be controlled separately by the control valve.
  • the ventilation inlet of the regenerator communicates with the hot gas outlet of the main cylinder, and the small auxiliary cylinder can be controlled to communicate with the charge port of the intercooler and the ventilation outlet to the regenerator through the control valve.
  • control valve of the main sub-cylinder is a rotary valve installed in the cylinder head and located on the top of the main sub-cylinder.
  • the corresponding ventilation inlet and hot gas outlet on the inner wall of the valve body communicate with each other.
  • the valve for controlling the auxiliary cylinder can also be made into a lifting structure.
  • the control valve of the auxiliary cylinder using the lifting structure includes a fungus-shaped valve on the top of the auxiliary cylinder that controls the communication with the ventilation inlet and the communication with the hot gas outlet.
  • the plunger valve is installed in the valve hole in the cylinder head.
  • the head of the plunger valve has a sealing face and a boss, and its tail has a radial flange.
  • the plunger valve is provided with a hole for installing the injector.
  • the head of the injector extends into the hole of the plunger valve.
  • the injector is fixedly connected to the cylinder head cover through its tail.
  • the injector can also be fixed to the column. Plug the valve.
  • the control valve used is a three-position three-way slide valve with a valve core and a center closing function.
  • the air passage of the small auxiliary cylinder communicates with the neutral ring groove of the valve body.
  • the inflatable ring groove is connected to the outlet pipe of the intercooler through the inflation port.
  • the outlet ring groove is connected to the intake pipe of the regenerator through the ventilation outlet.
  • the core is driven by the control crankshaft through the connecting rod. When the air piston travels to the top and bottom dead center, the valve core travels to the mid-close position of 1/2 stroke, and controls the transmission ratio of the crankshaft to the auxiliary crankshaft to 1: 1.
  • the large auxiliary cylinder and the small auxiliary cylinder are separately provided.
  • the gas distribution piston in the large auxiliary cylinder and the gas distribution piston in the small auxiliary cylinder are respectively connected through the respective connecting rods and
  • the auxiliary crankshaft is connected, and the transmission ratio between the auxiliary crankshaft and the crankshaft is 1: 1.
  • the large and small auxiliary cylinders can also be set in a double-acting cylinder liner.
  • the upper and lower sides of the valve piston are divided into two auxiliary cylinders.
  • the upper volume of the valve piston is a large auxiliary cylinder, and the volume of the lower part of the space occupied by the piston rod is a small auxiliary cylinder.
  • the piston rod passing through the cylinder head and the corresponding transmission are connected to the auxiliary crankshaft, and the transmission ratio of the auxiliary crankshaft to the crankshaft is also 1: 1.
  • the auxiliary cylinder and the control valve may adopt another form.
  • the large auxiliary cylinder and the small auxiliary cylinder are arranged on the upper side and connected with the rotary valve.
  • the upper and lower sides of the cylinder liner are divided into two auxiliary cylinders by a valve piston.
  • the upper portion of the valve piston is a large auxiliary cylinder, and the lower portion is occupied by a piston rod.
  • the volume of a part of the space is a small auxiliary cylinder.
  • the gas distribution piston is connected to the auxiliary crankshaft through the piston rod passing through the lower cylinder head and the corresponding transmission member.
  • the ventilation of the small auxiliary cylinder control valve is provided under the double-acting cylinder liner.
  • the inner wall of the corresponding cylinder body is provided with an inflation port and a ventilating outlet, and the small auxiliary cylinder can be connected to the inflation port and the ventilating outlet through the venting port under the cylinder liner, respectively.
  • a cylinder head through which the piston rod passes is provided on the lower side.
  • the horizontal spring is set against the spring pressure ratio of the rocker arm mounted on the rocker shaft through the top seat, so that the The valve draw ratio is also pushed on the block of the intake valve.
  • the rocker arm is controlled by the cam on the camshaft through the active arm extending above it. When the intake valve needs to be opened, the cam can pull the valve of the rocker arm.
  • the air outlet valve provided in the cylinder head on the lower side of the main cylinder is mounted on the valve seat through a valve stem of the valve valve stem.
  • the valve seat has a hollow chamber, and is provided with a spring action against the valve seat.
  • On the lifting sleeve the direction of the lifting sleeve facing the air outlet valve is open.
  • the lifting sleeve is provided with a stopper whose back is acted by a small spring, and the stopper abuts on the valve stem of the air outlet valve, and the stopper can be blocked by a stop ring at the opening of the sleeve.
  • the tail of the lifting sleeve extends into the spring seat and is controlled by a cam-driven rocker arm inserted through the jack provided at the tail. The cam passes the rocker arm to allow the lifting sleeve to drive the stopper through the retaining ring on it Out of breath
  • the valve stem of the valve the above-mentioned components are all arranged in a
  • the pipeline leading from the intercooler is divided into two, and one pipeline passes a shut-off valve and an inflation port.
  • the other pipeline is divided into two strands, one is connected to the gas cylinder via the controllable one-way valve, and the other is connected to the pipeline leading to the inflation port through the pressure reducing valve.
  • the crankshaft of the internal combustion engine also drives a supercharger via a clutch and a set of speed-increasing gears.
  • the supercharger is usually an impeller type and is connected in series to the intake pipe leading to the intake valve.
  • the intake valve can also be provided outward. Deflated delayed shutdown mechanism control.
  • the auxiliary cylinder In the intercooled, regenerative two-stroke internal combustion engine of the present invention, after the auxiliary cylinder is communicated with the main cylinder through the hot gas outlet and the combustion chamber, the combustion process is no longer performed in the auxiliary cylinder, so that the auxiliary cylinder does not generate additional heat dissipation. loss. At the same time, the rotary valve or plunger valve that controls the connection of the auxiliary cylinder to the main cylinder will not be affected by the high temperature gas. In addition, during the work, the valved piston fills the combustion chamber with the compressed air in the auxiliary cylinder at a certain flow rate, mixes with the injected fuel and combusts, and then enters the main cylinder to push the piston to perform work.
  • the temperature and combustion time during the combustion process can be fully regulated, and the nitrogen oxides generated during the combustion process can be controlled.
  • NOX and soot shields such as soot particles can also be effectively controlled.
  • the internal volume of the large auxiliary cylinder is appropriately increased.
  • the enlarged large auxiliary cylinder volume allows the compressed air heated by the exhaust gas in the regenerator to expand relatively, so that the pressure of the compressed air does not increase.
  • the low-temperature compressed air entering the regenerator can still be at a lower temperature, and the temperature difference between the low-temperature compressed air and the exhaust gas flowing through the regenerator is widened.
  • the heat in the exhaust gas of the heater can be absorbed by the low-temperature compressed air just entering the regenerator, so that the intercooled and regenerative internal combustion engine can obtain extremely high thermal efficiency.
  • FIG. 1 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine with a single-cylinder cylinder and a rotary valve according to the present invention.
  • FIG. 2 is a sectional view taken along line AA in FIG. 1.
  • FIG. 3 is an enlarged sectional view of the rotary valve in FIG. 2.
  • FIG. 4 is a division diagram of a crankshaft rotation angle of an air distribution phase between a sub-cylinder and a main cylinder in FIG. 1.
  • FIG. 5 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine using a split type double auxiliary cylinder and a rotary valve according to the present invention.
  • Fig. 6 is an enlarged cross-sectional view of the turning gang taken along line B-B in Fig. 5.
  • FIG. 7 is a division diagram of a crankshaft rotation angle of an air distribution phase between a sub-cylinder and a main cylinder in FIG. 5.
  • FIG. 1 shows the progress of the gas cylinder.
  • Figure (2) compression discharge process.
  • Figure (3) the intermediate cooling process.
  • Figure (4) the heat recovery process.
  • Figure (5) the secondary compression process in the mate tank.
  • Figure (6) Combustion work in the main cylinder.
  • Figure (7) exhaust process.
  • Fig. 9 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine using a double-acting auxiliary cylinder and equipped with a rotary valve according to the present invention.
  • FIG. 10 is a top view of the cylinder head of the compressed air cylinder in the direction of A in FIG. 9.
  • Fig. 11 is a sectional view of the cylinder head taken along the line C-C in Fig. 10.
  • Fig. 12 is a sectional view of the cylinder head taken along the line D-D in Fig. 10.
  • FIG. 13 is a cross-sectional view of the overall structure of a double-tank intercooled, regenerative internal combustion engine in which main cylinders are arranged in pairs in the present invention.
  • FIG. 14 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine in which a cylinder liner and a rotary valve are combined to form a double-acting auxiliary cylinder according to the present invention.
  • FIG. 15 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine using a split type double auxiliary cylinder and a lift valve according to the present invention.
  • FIG. 16 is a cross-sectional view of the overall structure of an intercooled, regenerative internal combustion engine using a silent cylinder and a lift valve according to the present invention.
  • Fig. 17 is a layout diagram of an auxiliary system added to recover the use of braking energy when the intercooled, regenerative two-stroke internal combustion engine of the present invention is used in a vehicle. Description of the preferred embodiment
  • the compression cylinder 26 and the main cylinder 14 are arranged in a V-shape.
  • the compression cylinder and the main cylinder may also be arranged in an in-line structure.
  • a gas cylinder 26 equipped with an intake valve 33 and an air outlet valve 42 on its cylinder head 32 is located on the left side of the main cylinder 14, and the power piston 18 and the gas piston 29 in the gas cylinder 14 on the right are respectively passed through the respective The connecting rod is connected to the crankshaft 24.
  • a sub-cylinder 45 is provided on the side of the main cylinder 14, and an air distribution piston 72 is connected to a sub-crankshaft 76 via a connecting rod 73.
  • the valve set on the top of the auxiliary cylinder is a rotary valve 58. As shown in FIG. 1, when the rotary valve rotates in the direction of arrow 181 (see FIG. 2), the auxiliary cylinder 45 can sequentially communicate with the air passage 60 in the rotary valve. Corresponding inflation ports 90, ventilation outlets 94, ventilation inlets 98, and hot gas outlets 99 on the inner wall 68 of the valve body of the cylinder head 1 communicate.
  • the turn 58 is held in position by a bearing 69 through a shaft 62.
  • a bevel gear 66 is mounted on the outer end of the shaft 62, and the gear meshes with a bevel gear 67 on the camshaft 9.
  • the cam on the camshaft 9 controls the exhaust valve 6 on the master cylinder 14 via the intermediate rocker arm 13 and the rocker arm 10. Since one revolution of the crankshaft requires one revolution of the auxiliary cylinder, two revolutions of the auxiliary crankshaft, and two rotations of the auxiliary cylinder, the piston 72 can complete the compressed air into the auxiliary cylinder, pressurize the compressed air into the regenerator, and return the compressed air to the auxiliary cylinder.
  • the hot compressed air is pressed into the four distribution processes of the main cylinder, so the transmission ratio of the auxiliary crankshaft 76 to the crankshaft 24 is 2: 1.
  • the one-way rotation of the rotary valve 58 can complete the sequential connection process with the four different air ports corresponding to the above-mentioned gas distribution process. Therefore, the rotary speed of the rotary valve 58 and the crankshaft 24 are the same, and the transmission ratio of the two is 1: 1.
  • the air inlet 90 is communicated to the air outlet 41 controlled by the air outlet valve 42 of the pressure cylinder 26 through the intercooler 92.
  • the ventilating outlet 94 is connected to the ventilating inlet 98 after being connected to the regenerator 96 in the exhaust pipe 5 (see Fig. 1 and Fig. 2).
  • the hot gas outlet 99 is communicated with the main cylinder 14 through a spherical or similar shaped combustion chamber 100 for fuel and air mixed combustion and the connecting channel 101 As shown in Figure 1.
  • Fuel is injected into the combustion chamber 100 from an injector 103 mounted on the cylinder head 1.
  • a spark plug or glow plug for ignition is provided for the combustion chamber.
  • a glow plug 104 is provided for the combustion chamber in the figure.
  • the air distribution piston 72 in the auxiliary cylinder 45 is moving upward, and the compressed air in the auxiliary cylinder is pushed into the combustion chamber 100 along the hot gas outlet 99.
  • the fuel injected with the fuel injector 103 is also glow plugged at the same time 104 Ignition combustion, the working gas produced by combustion
  • the connecting channel 101 enters the main cylinder 14 and pushes the power piston 18 therein to perform work.
  • the combustion process can be fundamental control.
  • This fuel mixed combustion method which is different from ordinary internal combustion engines, can help obtain a more complete combustion process, and greatly reduce pollutants in the exhaust. Because the closing time of the sub-cylinder and the main cylinder before the top dead center is fixed, the subsequent injection start time is also adjusted in advance. Because the fuel is injected immediately into the combustion chamber, it will be burned immediately. It can be installed without adjustment. The glow plug at ignition time ignites. As for the power control of the internal combustion engine, it is mainly realized by adjusting the injection quantity and injection duration. If the fuel injection amount is large and the duration is long, the output power will be large, otherwise it will decrease. In addition, the gas-supply combustion mode of the intercooled and regenerative internal combustion engine is less sensitive to the properties of the fuel.
  • gasoline, diesel, or other fuels can be used, as long as the fuel can be easily ignited by a glow plug (or spark plug). Stable burning. Since excess fuel is not injected into the compressed air in advance, and its gas supply combustion is basically performed under an isostatic state, it is impossible for the intermediate-cooled and regenerative internal combustion engine to have a rough explosion combustion. Can stably and smoothly perform power output.
  • Fig. 3 shows the arrangement positions of the rotary valve and the respective air ports on the inner wall of the valve body
  • Fig. 4 shows the crankshaft rotation angle division map of the gas distribution phase between the auxiliary cylinder and the main cylinder. Since the auxiliary crankshaft of the auxiliary cylinder rotates for two cycles before the crankshaft makes one revolution, the valve piston in the auxiliary cylinder moves from bottom dead center to 180 of top dead center. Among the secondary crankshaft angles, the crankshaft angle of the master cylinder reflected in FIG. 4 corresponds to 90 degrees from the position of the D line. Go to the A line.
  • Line 0 in the figure is the position of the power piston at the top dead center in the main cylinder, where the arrow 152 indicates the angle of work of the power piston in the main cylinder, and the arrow 151 indicates the crankshaft angle of the main cylinder during the exhaust process.
  • the exhaust valve is 15 ahead of the S-line position before the top dead center. ⁇ 20. Angle off.
  • the auxiliary cylinder and the main cylinder are connected by the rotary valve 58 at the t-line position 8 ° before the top dead center. There must be a certain angle between the line t and the line S closed position of the exhaust valve, otherwise the compressed air in the auxiliary cylinder will leak along the exhaust valve.
  • the secondary compression angle between 0 should not be too large to avoid too much crowding of the angle occupied by the hot gas outlet 99 (see Figure 3).
  • the air inlet 90 is between the AB angles
  • the air outlet 94 is between the BC angles
  • the air inlet 98 is between the CD angles
  • the hot air outlet 99 is between the DA angles.
  • the working process of such a single-cylinder intercooled, regenerative two-stroke internal combustion engine in Figure 1 includes: (1) the intake process of a compressed air cylinder. (2) Compression discharge process. (3) In the intercooling process, the compressed air from the intercooler is charged into the auxiliary cylinder. (4) During the reheating process, the low-temperature compressed air entering the auxiliary cylinder enters the regenerator through the ventilation outlet 94. After being heated by the external exhaust gas, it becomes hot compressed air and returns to the auxiliary cylinder from the ventilation inlet 98.
  • Fig. 5 shows a double auxiliary cylinder type intercooled and regenerative internal combustion engine using a rotary valve, which is different from the single auxiliary cylinder type intercooled and regenerative internal combustion engine shown in Fig. 1.
  • the gas distribution process is performed separately in two auxiliary cylinders with different sizes and volumes.
  • the large auxiliary cylinder 48 and the small auxiliary cylinder 55 are separately provided.
  • the auxiliary cylinder 48 on the main cylinder 14 side is the large auxiliary cylinder, and the small auxiliary cylinder 55 and the large auxiliary cylinder are arranged separately.
  • the cylinders are arranged opposite each other.
  • the small auxiliary cylinder 55 and the large auxiliary cylinder 48 may be arranged in a V-shape or an in-line arrangement.
  • the valve on the top of the auxiliary cylinder 48 is a rotary valve 61, and the auxiliary cylinder 48 can communicate with the inner wall 68 of the valve body 1 in the cylinder head 1 through the air passage 60 on the rotary valve 61 (see See Figure 6)
  • the corresponding ventilation inlet 98 and hot gas outlet 99 are in communication.
  • the rotary valve 61 is held in its position by a bearing 69 through a shaft 62 on the top, and an outer end of the shaft 62 is provided with a bevel gear 66 which is driven by a bevel gear 67 on the cam shaft 9.
  • the gas distribution piston 47 in the large auxiliary cylinder 48 and the gas distribution piston 78 in the small auxiliary cylinder 55 are respectively connected to the auxiliary crankshaft 76 via respective connecting rods.
  • the rotational speed of the auxiliary crankshaft is also 1: 1, and the transmission ratio between the rotary valve 61 and the crankshaft 24 is also 1: 1.
  • the additional small auxiliary cylinder 55 can be communicated with the air inlet 90 and the air outlet 94 through a control valve or closed.
  • the control valve 106 provided for the small auxiliary cylinder 55 is a three-position three-way slide valve with a valve core 107 and a neutral closing function.
  • the air passage 65 of the small auxiliary cylinder 55 and the valve body are in the middle position.
  • the ring groove 108 communicates, and the valve body's inflation ring groove 109 is connected to the air outlet 91 of the intercooler 92 through the inflation port 90.
  • the air outlet ring groove 110 leads to the recuperation disposed in the exhaust pipe 5 through the ventilation outlet 94. ⁇ 96's intake pipe 95.
  • the spool 107 of the spool valve is driven by the control crankshaft 112 via the connecting rod.
  • the valve core is driven forward to the mid-close position of 1/2 stroke.
  • the spool 107 is connecting the charging port 90 with the small auxiliary cylinder 55 to allow the low-temperature compressed air from the intercooler 92 to fill the small auxiliary cylinder.
  • the transmission ratio between the control crankshaft 112 and the auxiliary crankshaft 76 is 1: 1.
  • the compression cylinder is provided at the bottom of the main cylinder 14, and at the same time, the compression piston is also combined with the power piston 18
  • the piston rod 20 is integrated with the crank ring 22 of the crank slider mechanism through the piston rod 20 passing through the bottom cylinder head 32 of the main cylinder.
  • the crankshaft 24 is driving the crank ring 22 and the upper power piston 18 to the top dead center position through the slider 23.
  • FIG. 6 shows the position arrangement of the rotary valve, the ventilation inlet, and the hot gas outlet
  • FIG. 7 shows the crank angle division map of the gas distribution phase between the auxiliary cylinder and the main cylinder.
  • the line 0 in the figure is the position line when the power piston 18 in the main cylinder reaches the top dead center
  • the line C is the gas distribution in the chief cylinder.
  • the valve piston 47 in the mate tank moves up from the bottom dead center (D-line position), which can perform secondary compression of the hot compressed air filled in the mate cylinder.
  • This feature just makes use of the large
  • the secondary compression angle between the D line and the 0 line is usually 110. , But generally does not exceed 120 °, otherwise the angle occupied by the hot gas outlet 99 will be too small, as shown in Figure 6.
  • the ventilation inlet 98 is in the range of the C line to the m line. Compared with the hot air outlet 99 on the other side, the opening angle is large.
  • the arrow 152 indicates the crankshaft rotation angle occupied by the power piston in the work process of the master cylinder
  • the arrow 151 indicates the crankshaft rotation angle occupied by the exhaust process.
  • the work process is performed after the exhaust process
  • the exhaust valve is closed at the position of the S line before the top dead center, and the closing angle is 15 in advance. ⁇ 20 °.
  • the line t is the angular position at which the auxiliary cylinder and the main cylinder are connected by the rotary valve 61, and can be set before the top dead center 8. Location.
  • the closed position S line of the exhaust valve is separated from the connected position t line of the auxiliary cylinder and the main cylinder Open the right angle.
  • the secondary cylinder first compresses the compressed air in the fully enclosed state between the D line and the t line.
  • the angle range in the figure is 102 ° crank angle.
  • the intake process of the compressed air cylinder The intake process is performed in the compressed air cylinder. Because the compressed air cylinder is located at the lower part of the main cylinder, when the double-acting power piston 18 moves upward, the intake valve 33 opens, and air is drawn into the lower side of the power piston. In the compressed air chamber 28, after the power piston reaches the top dead center, the lower compressed air chamber is filled with the sucked air, and then the intake valve is closed, and the intake process ends.
  • the compressed air heated by the exhaust gas in the regenerator can be relatively expanded, so that the pressure of the compressed air does not increase and approaches the constant pressure state, so that the The compressed air from the intercooler can still enter the regenerator 96 at a lower temperature, and maintain a large temperature difference with the exhaust gas flowing through the regenerator, which expands the heat absorption potential of the compressed air in the regenerator .
  • the low-temperature compressed air can absorb the heat in the exhaust gas through the regenerator to the maximum extent.
  • the combustion work in the main cylinder continues to go up with the distribution piston 47 in the main cylinder, and the turn 61 connects the main cylinder to the main cylinder 14, and the pressure in the main cylinder is increased by thermal compression.
  • the air immediately enters the combustion chamber 100.
  • the injector 103 starts to inject fuel into the combustion chamber.
  • the glow plug 104 also ignites the formed fuel mixture, and forms high temperature and pressure required for work through combustion. Burn the steam and push the power piston 18 traveling to the top dead center to perform work.
  • the upward gas distribution piston 47 continuously presses the hot compressed air in the auxiliary cylinder 48 into the combustion chamber to participate in the combustion.
  • the continuously generated work gas also pushes the power piston in the main cylinder to continue to move down. The process continues until the valve piston 47 reaches the top dead center. Then, all the gas that has entered the main cylinder still pushes the power piston down for work. After the power piston reaches the bottom dead center, the work process ends.
  • the compression heat generated during the compression process can lead to the outside world, and the compressed air generated by the compressed air cylinder can be reduced from 400 ⁇ or more to 50 ⁇ or less without cooling. It minimizes the temperature and pressure of compressed air at the end of compression.
  • the benefit is that the compression work consumed by the piston is reduced, which is beneficial to reducing the thermal and mechanical load on the internal combustion engine, and it is also helpful to improve High mechanical efficiency of the internal combustion engine.
  • the intermediate cooling also provides a large temperature difference for the reheating process to be performed.
  • the regenerator can directly improve the thermal efficiency of the cycle.
  • the intercooler has created a large temperature difference for the heat recovery of the exhaust gas from the regenerator, at an exhaust temperature above 500 ⁇ , if the regenerator can The increase of low-temperature compressed air from 50 ⁇ to more than 350 ° C has a significant increase in efficiency.
  • the heat absorption potential of the regenerator will be further expanded.
  • the difference between the high and low temperature of the two can easily exceed 600 ° C, and the beneficial pressure change can also exceed 10 bar, so the increased effective efficiency is in the original On the basis of efficiency, it can be improved by at least 20%, so that the effective efficiency of the intercooled and regenerative internal combustion engine can easily exceed 60%, and become a heat engine with extremely high cycle thermal efficiency.
  • the large and small auxiliary cylinders are arranged in a double-acting cylinder liner 31, which is controlled by a steam distribution piston 47 in the cylinder liner.
  • the upper and lower sides are divided into two auxiliary cylinders.
  • the volume of the upper part of the gas distribution piston is the large auxiliary cylinder 48, and the volume of the lower part occupied by the piston rod 74 is the small auxiliary cylinder 55.
  • the air distribution piston 47 is connected to the auxiliary crankshaft 76 via a lower piston rod 74 and a connecting rod 73 passing through the cylinder head 53.
  • the upper auxiliary cylinder 48 is controlled by the top rotary valve 61, and can be connected to the ventilation inlet 98 of the regenerator 96 and the hot gas outlet 99 of the main cylinder 14 respectively.
  • the lower sub-cylinder 55 is controlled by the spool 107 of the control valve, and can be connected to the air inlet 90 of the intercooler 92 and the air outlet 94 to the regenerator 96, respectively.
  • this internal combustion engine uses a crank-slider type transmission mechanism.
  • the lever 20 is connected to a crank ring 22 of the transmission mechanism.
  • the power piston 18 is connected to the crank ring 22 through two parallel piston rods 20.
  • This structure is characterized in that a larger diameter intake valve 33 can be arranged on the cylinder head 32 at the bottom of the cylinder, as shown in FIG. 10 As shown.
  • FIG. 11 Improved intake valve arrangement, in which The cylinder head 32 is provided with an intake valve 33 through a valve guide 38, and a stopper 36 is provided at the end of the valve stem 34 of the intake valve. There is no spring on the bottom surface of the stopper, which is different from a valve in an ordinary internal combustion engine.
  • the set horizontal spring 114 is pressed against the spring pressure ratio 120 of the rocker arm 118 mounted on the rocker shaft 117 via the top seat 115, and the valve pull ratio 119 of the rocker arm 118 is also pressed against the intake seat.
  • the intake valve On the upper surface 37 of 36, the intake valve is closed.
  • the rocker arm 118 is controlled by the cam 128 on the cam shaft 127 through the main power arm 121 extending thereon.
  • the cam 128 can drive the valve pull ratio 119 of the rocker arm 118 from the upper surface 37 of the intake valve seat 36 through the driving arm 121, and compress the transverse spring 114 accordingly.
  • valve pressing arm 122 on the rocker shaft 117 is pressed against the valve lever 34, and the lever pulling arm 123 on the valve pressing arm is opened between the top seat 115 and the lever stopper 125 on the lever 124 of the top seat 115
  • the action of the spring 126 causes the valve pressing arm 122 and the valve pull ratio 119 to be clamped.
  • the opening spring 126 on the lever 124 also exerts an opening force on the intake valve through the lever and the valve pressure arm 122.
  • the pressure of the residual gas remaining in the clearance volume of the compression cylinder is relatively high, and the opening force of the intake valve is less than the force of the pressure gas in the cylinder on the intake valve 33.
  • the opening force of the intake valve will soon exceed the gas pressure in the cylinder.
  • the intake valve 33 will be quickly opened by the opening spring 126 and move to the maximum opening speed at a faster speed. This allows the outside air to be more smoothly charged into the compressed air cylinder.
  • the cam 128 rotates over the driving arm 121, and the horizontal spring 114 passes the valve draw ratio 119 of the rocker arm 118 and also drives the valve seat 36 to close the intake valve 33. Since this spring-opened intake valve can cooperate with the piston to recover the compression work of compressed air in the clearance volume of the compressed air cylinder, it also enables the intake valve to open quickly after the pressure reaches equilibrium. Therefore, this mechanism in practice It is better than the intake valve directly controlled by the cam, and at higher speeds, it is better than the intake valve opened by the negative air pressure.
  • the air outlet valve of the air pressure cylinder it is required that the air discharged from the air pressure cylinder at a high speed should not be subjected to the air flow by the spring on the back of the air outlet valve when it passes through the air outlet valve.
  • the added resistance to minimize the pressure loss generated is very important for the intercooled, regenerative internal combustion engine that relies on compressed air cylinders to provide compressed air for operation.
  • the air outlet valve and the corresponding control mechanism provided in FIG. 12 can meet the above requirements. It can be seen from the figure that the air outlet valve 42 in the cylinder head 32 is mounted on the valve seat 131 with the air valve stem 43 through the air valve conduit 133.
  • the seat 131 is integrally formed with the outer sleeve 132, and a hollow chamber 134 is formed on the back.
  • a lifting sleeve 136 which is abutted on the valve seat 131 by a spring 135 is provided in the chamber.
  • the lifting sleeve faces the air outlet valve. The direction is open.
  • the lifting sleeve 136 is provided with a stopper 139 whose back is acted by a small spring 138, and the stopper is pressed on the valve stem 43 of the air outlet valve.
  • the stopper can be blocked by the stopper ring 137 at the opening of the lifting sleeve, but an appropriate gap is left between the stopper ring and the stopper, so that the stopper 139 can be pressed against the valve stem 43.
  • the tail of the lifting sleeve 136 extends into the spring seat 149 and is controlled by a rocker 142 inserted therein through a jack 141 provided at the tail.
  • the rocker 142 is driven by a cam 143.
  • the cam 143 passes the rocker arm 142 to cause the lifting sleeve 136 to drive the stopper 139 out of the air through the retaining ring 137 thereon.
  • the air valve top rod 43 of the valve makes the air outlet valve 42 no longer subject to the spring closing force of the back of the valve. As long as the pressure of the compressed air in the cylinder exceeds the gas pressure on the back of the air outlet valve, the formed compressed air will be pushed open.
  • the spring-operated air outlet valve 42 is charged into the pipe 93 leading to the intercooler to minimize the resistance to the compressed air flowing out of the cylinder.
  • FIG. 13 shows an intercooled, regenerative internal combustion engine in which the main cylinder 14 adopts an opposite structure.
  • the power pistons 18 in the main cylinders on both sides are connected to both sides of the crank ring 22 in the crankcase through respective piston rods 20.
  • the power transmission mechanism has the highest utilization efficiency. If only the overall structure shown in Figure 13 is used, it is equivalent to a straight A four-cylinder ordinary four-stroke internal combustion engine. In practice, this structural arrangement of the engine occupies the smallest axial space and is very suitable for installation in a car.
  • FIG. 14 shows a large, medium-cooled, regenerative internal combustion engine with two auxiliary cylinders.
  • the power piston 18 in the main cylinder 14 of the internal combustion engine passes through the piston rod 20, the crosshead 21, and the connecting rod of the cylinder head 32 of the gas cylinder. 25 is connected to a crankshaft 24 in the crankcase.
  • the two auxiliary cylinders are provided in a rotatable double-acting cylinder sleeve 50 connected to the rotary valve 61 on the upper side, and the valve piston 47 in the cylinder sleeve 50 controls the cylinders.
  • the upper and lower sides are divided into two large and small auxiliary cylinders.
  • the volume of the upper part of the distribution piston 47 is a large auxiliary cylinder 48, and the volume of the lower part occupied by the piston rod 74 is a small auxiliary cylinder 55.
  • the air distribution piston 47 is connected to the auxiliary crankshaft 76 via a piston rod 74, a crosshead 75, and a connecting rod 73 passing through the lower cylinder head 53.
  • a vent port 51 constituting the small auxiliary cylinder control valve is provided on the lower side of the double-acting cylinder liner 50, and an inflation port 90 and a vent are provided on the inner wall of the corresponding cylinder
  • the air outlet 94 is provided so that the small auxiliary cylinder 55 can be connected to the inflation port 90 and the ventilation outlet 94 through the ventilation port 51 on the lower side of the cylinder liner, respectively.
  • the piston rod 74 of the gas distribution piston 47 is connected to the crosshead 75 through a bearing, so that the gas distribution piston can rotate with the cylinder sleeve at the same time. Rotating friction between the cylinder liner 50 and the distribution piston 47.
  • Figure 15 shows a double-cylinder intercooled, regenerative internal combustion engine with a lift-cylinder as the main cylinder.
  • the auxiliary cylinder of the internal combustion engine in FIG. 15 uses a lift valve to control the connection with the ventilation inlet and the hot gas outlet.
  • the auxiliary cylinder 48 and the auxiliary cylinder near the main cylinder 14 side The cylinder 55 is arranged in a V shape.
  • a fungus-shaped valve 52 is provided on the top of the large auxiliary cylinder 48, and the connection between the large auxiliary cylinder 48 and the ventilation inlet 98 is controlled by the bacteria-shaped valve 52.
  • the bacteria-shaped valve 52 is controlled by the cam 71, and the opening time of the valve is equivalent to the angle occupied by the ventilation inlet 98 between the line C and the line m in FIG.
  • the communication between the hot air outlet 99 of the auxiliary cylinder and the main cylinder 14 is controlled by a plunger valve 80 installed in the valve hole in the cylinder head 1.
  • the head of the plunger valve 80 has a sealing cone surface 81 and a boss 82, and its tail It has a radial flange 83 (only one flange is shown in the figure) provided for lifting the valve.
  • a radial flange 83 (only one flange is shown in the figure) provided for lifting the valve.
  • the angle and time when the plunger valve 80 is controlled to be opened by the cam 88 corresponds to the angle range from line t to line C in FIGS. 6 and 7. Since the plunger valve is left without much opening time, a boss 82 provided at the head of the plunger valve allows the effective lift of the valve to start from a position where the valve speed is large.
  • the plunger valve 80 in the figure is in the closed position.
  • the cam 88 is turned to the open position, the flange 83 at the tail of the valve is driven by the rocker arm 87. After the spring force of the spring 85 is overcome, the plunger valve can be raised and opened.
  • the plunger valve has flanges 83 protruding radially on both sides, its rocker arm 87 and cam 88 are also double-rowed, and are located on both sides of the cam 71.
  • the spring force of the spring 85 must be sufficiently large in order to seal the working gas with a large pressure. This requires that the sealing cone surface 81 of the plunger valve head and the contact sealing seat 86 have a large The hardness and impact resistance also require the cam to generate a large control force to allow the spring 85 to be compressed when the plunger valve is opened.
  • the top surface of the gas distribution piston 47 is also inclined, and is provided with a guide groove 77.
  • the set small auxiliary cylinder 55 can be connected to the air inlet 90 and the air outlet 94 in turn through the valve core 107 of the control valve 106.
  • the control valve has the same structure as that in FIG. 5 and also uses a three-position three-way slide valve.
  • the distribution piston 47 of the large auxiliary cylinder and the distribution piston 78 of the small auxiliary cylinder are respectively connected to the auxiliary crankshaft 76 via respective connecting rods.
  • the transmission ratio of the auxiliary crankshaft to the crankshaft 24 is 1: 1.
  • the fuel injector is provided in the plunger valve 80 in FIG. 15.
  • a hole 84 is provided in the plunger valve 80, and the head of the fuel injector 102 extends.
  • the injector 102 can slide relative to the inside of the channel 84 of the plunger valve, and is sealed to the inner wall of the channel by a seal.
  • the injector is fixedly connected to the cylinder head cover 12 of the cylinder head 1 through its tail.
  • the injector can also be fixed in the orifice of the plunger valve. However, since the injector will move up and down with the opening and closing of the valve, it is necessary to provide fuel to the injector through a sliding oil path.
  • the power piston 18 in the main cylinder 14 is connected to the crank ring 22 of the crank slider mechanism through two parallel piston rods 20 so that the bottom cylinder head of the main cylinder
  • the intake valve on the 32 (see Figure 10) has a larger diameter size. Since the power piston moves upwards only to exhaust the exhaust gas after work, the applied force is very small, so the crank ring 22 is set to the left to reduce the power during work.
  • the side thrust of the piston 18 is shown in the state in the figure.
  • Figure 16 shows a large, medium-cooled, regenerative internal combustion engine that uses a lift valve and uses double-acting cylinder liners to form double auxiliary cylinders.
  • a power piston 18 in the main cylinder 14 is connected to a crankshaft 24 in a crankcase via a piston rod 20, a cross head 21, and a connecting rod 25 that pass through a lower compression cylinder head 32.
  • the gas distribution piston 47 provided in the double-acting cylinder liner 31 also adopts a cross-head crank link mechanism, and is connected to the auxiliary crankshaft 76 in the lower auxiliary crankcase through a piston rod 74, a crosshead 75, and a connecting rod 73.
  • the auxiliary cylinder 48 on the upper side of the distribution piston 47 can realize the connection with the ventilation inlet 98 of the regenerator 96 and the hot gas outlet 99 of the main cylinder 14 through the fungus valve 52 on the top and the plunger valve 80 in the cylinder head 1. Connected or closed.
  • the small auxiliary cylinder 55 on the lower side of the air distribution piston 47 can be communicated with or closed by the air inlet 90 of the intercooler 92 and the air outlet 94 of the regenerator 96 through the valve core 107 of the control valve.
  • the large intermediate-cooled, regenerative internal combustion engine in Figure 16 can often be used as a large power source and power unit for ocean-going ships.
  • FIG. 17 An intercooled, regenerative internal combustion engine capable of generating a large braking force and recovering the braking energy and the corresponding additional system are shown in FIG. 17.
  • the pipeline led by the intercooler 92 is divided into two pipelines. 91 communicates with the inflation port 90 of the small auxiliary rainbow 55 via a shut-off valve 155, and the other pipeline 159 is divided into two strands.
  • the crankshaft 24 of the internal combustion engine also drives a supercharger 172 via a clutch 166 and a set of speed-increasing gears 171.
  • the supercharger is impeller-type and is connected in series to the intake pipe 39 leading to the intake valve 33.
  • the intake valve can be controlled by an additional delayed closing mechanism 40 for outward bleed.
  • the braking and braking energy recovery and utilization system in FIG. 17 can be fully used to control the braking deceleration and downhill deceleration of the vehicle, and the more urgent braking is still completed by the vehicle's own braking system.
  • the source switch 174 uses the compressed air pressure in the intercooler to close the shut-off valve 155 through the two lines 158 and 170 through the solenoid valves 157 and 169, respectively, and simultaneously engages the clutch 166 to immediately drive the supercharger 172 to operate.
  • the rotating supercharger 172 starts to provide the engine with excess intake air, which greatly increases the amount of compressed air generated by the compression cylinders, and at the same time increases the engine's braking force accordingly, causing the vehicle's driving speed to start to decrease.
  • the shut-off valve 155 has been closed, and the pressure reducing valve 164 is provided to keep the pressure of the compressed air entering the small auxiliary cylinder through the inflation port unchanged (not raised). Do not allow too much compressed air to flow through the pressure reducing valve, and the increased compressed air in the intercooler will open the controllable check valve 160 to fill the gas cylinder 162, allowing the braking energy to be recovered in the form of stored compressed air. .
  • the clutch 166 is immediately disengaged and the supercharger 172 is stopped.
  • the shut-off valve 155 will be opened correspondingly because the compressed air pressure in the intercooler is still higher than normal. For example, if the brake pedal 173 is further depressed for more rapid braking, the vehicle's own braking system can control the vehicle to decelerate.
  • an automatic pressure control switch 163 When an automatic pressure control switch 163 is provided, when the brake pedal 173 is released and the accelerator pedal is controlled, if the gas pressure in the gas cylinder 162 exceeds a prescribed value, the pressure control switch 163 will automatically drive a multi-way switch 176, The controllable one-way valve 160 is opened by the electromagnetic valve 161, and the shut-off valve 155 is closed by the electromagnetic valve 157. At the same time, the delayed closing mechanism 40 of the intake valve 33 starts to operate, so that the compressed air cylinder stops generating compressed air. Of course, the engine at this time It no longer consumes compression work.
  • the compressed air stored in the gas cylinder 162 will continue to flow through the open check valve 160 and pressure reducing valve 164 to the small auxiliary cylinder's inflation port 90 to allow the engine to run.
  • the engine is in this state. Since there is no consumption of compression work, its fuel consumption will be less, which will further improve the operating efficiency.
  • the pressure control switch drives the multi-way switch 176 to close, so that the compressed air cylinder returns to the normal gas supply state.
  • the supercharger 172 increases the inflation of the engine. At this time, the engine's own power can be used to supply the gas cylinder 162 Inflate or drive other pneumatic devices to work.
  • the solenoid valve 161 will drive the controllable unit. Opening the valve 160 will release the compressed air in the gas cylinder 162, so that the engine can obtain the basic starting pressure.
  • the intercooled, regenerative internal combustion engine is a reliable and relatively easy to achieve structure that achieves the highest cycle thermal efficiency, opening a new way to further greatly improve the efficiency of the heat engine. Since different components and systems are added to the intercooled and regenerative internal combustion engines, in order to prevent the improved efficiency from being reduced too much by such factors as gas throttling loss and rotary valve friction, the present invention also considers the following aspects :
  • Improving the heat exchange capacity of the regenerator is mainly to increase the heat exchange area of the regenerator and adopt a countercurrent heat exchange method with the exhaust gas. At the same time, the heat recovered should be added to prevent heat loss.
  • the power piston in the main cylinder and the air distribution piston in the auxiliary cylinder are made into a double-acting structure, which can further reduce the friction resistance generated.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur deux temps à refroidissement intermédiaire et régénération thermique. Ce moteur comprend un cylindre principal (14), un cylindre de compression (26) et un cylindre secondaire (45) ou deux cylindres secondaires (48 et 55), ainsi qu'un dispositif de refroidissement intermédiaire (92) et un régénérateur de chaleur. Le cylindre secondaire peut communiquer avec un orifice de chargement, une entrée de récupération, une sortie de récupération et une sortie de gaz chaud par l'intermédiaire d'une soupape de régulation, ce qui permet de compléter le cycle de travail incluant le processus de refroidissement intermédiaire et de régénération thermique. La sortie (90) de gaz chaud communique avec le cylindre principal (14) par l'intermédiaire d'une chambre de combustion (100) et d'un passage de liaison (101). La combustion ne s'effectue pas à l'intérieur du cylindre secondaire, ce qui permet l'éliminer la perte de chaleur de ce dernier et de libérer la soupape de régulation correspondante de l'effet de haute température provoquée par la combustible gazeux.
PCT/CN2003/000576 2002-07-18 2003-07-17 Moteur deux temps a refroidissement intermediaire et regeneration thermique WO2004009977A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003281537A AU2003281537A1 (en) 2002-07-18 2003-07-17 Intercooling and heat-regenerating two-stroke engine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CNB021252351A CN100360772C (zh) 2002-07-18 2002-07-18 中冷、回热式二冲程内燃机
CN02125235.1 2002-07-18
CN02291267.3 2002-12-18
CNU022912673U CN2599263Y (zh) 2002-12-18 2002-12-18 带导向叶片的燃气混合燃烧室

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WO2004009977A1 true WO2004009977A1 (fr) 2004-01-29

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108526127A (zh) * 2018-03-14 2018-09-14 陈玉兰 一种中药材去除农药残留装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4236899A1 (de) * 1992-10-31 1994-05-05 Mtu Friedrichshafen Gmbh Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor
US5755191A (en) * 1994-05-30 1998-05-26 Kottmann; Helmut Two-stroke internal combustion engine with charging cylinder
CN1302947A (zh) * 2000-01-03 2001-07-11 韩培洲 中冷、回热式二冲程内燃机
CN1351222A (zh) * 2000-11-01 2002-05-29 韩培洲 中冷、回热式二冲程内燃机的配气阀门

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4236899A1 (de) * 1992-10-31 1994-05-05 Mtu Friedrichshafen Gmbh Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor
US5755191A (en) * 1994-05-30 1998-05-26 Kottmann; Helmut Two-stroke internal combustion engine with charging cylinder
CN1302947A (zh) * 2000-01-03 2001-07-11 韩培洲 中冷、回热式二冲程内燃机
CN1351222A (zh) * 2000-11-01 2002-05-29 韩培洲 中冷、回热式二冲程内燃机的配气阀门

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108526127A (zh) * 2018-03-14 2018-09-14 陈玉兰 一种中药材去除农药残留装置

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