WO2006137754A1

WO2006137754A1 - The internal combustion engine with an auxiliary cylinder

Info

Publication number: WO2006137754A1
Application number: PCT/RU2005/000633
Authority: WO
Inventors: Kamil Najipovich Dinov
Original assignee: Kamil Najipovich Dinov
Priority date: 2005-06-22
Filing date: 2005-12-12
Publication date: 2006-12-28
Also published as: RU2299999C2; RU2005120485A

Abstract

The invention is directed on increase of profitability, power, decrease in noise of work of an internal combustion engine and enables to apply y supercharger, for increase of power of the engine in some times, without decrease in efficiency. It is reached by that between two internal combustion cylinders, where basic cycles of operation of the engine proceed: the admission, compression, combustion of fuel, expansion, is installed the auxiliary cylinder, which operates on residual pressure of the exhaust gases of these two internal combustion cylinders. The pistons of the internal combustion cylinders are installed at one level, but the strokes of their operations is phase shifted on one revolution, that allows, serially, at each revolution, through the by-pass channels, made in a cylinder head, to direct exhaust gases to the auxiliary cylinder. The crankpin of the auxiliary cylinder is made 90° later then the crankpins of the internal combustion cylinders which are made at one level. Small increase of efficiency is possible to achieve, using hot exhaust gases for heating air after a supercharger.

Description

Internal combustion engine with auxiliary cylinder.

The invention relates to engine building, in particular four-stroke internal combustion engines.

Known four-stroke internal combustion engines [1]. The principle of operation of these engines is based on the conversion of the chemical energy of the fuel into thermal energy, and later into mechanical work.

These engines operate in four cycles: l. Intake stroke. During the first half-turn of the crankshaft, the piston moves from BMT (upper dead center) to HMT (lower dead center), the intake valve is open, the exhaust valve is closed. Fresh air in diesel engines or a combustible mixture in gasoline engines enters the cylinder.

2. The compression stroke. The second half of the crankshaft. The piston moves from the HMT to the BMT inlet valve and the exhaust valve is closed. The compression process is ongoing.

3. Extension stroke or stroke. Third crankshaft half-turn. After fuel combustion, at the end of the compression stroke, the piston moves from BMT to HMT under high pressure.

4.Tact release. The fourth half-turn of the crankshaft. The piston moves from HMT to BMT. Exhaust gases are released into the atmosphere through the exhaust valve, which opens at the end of the expansion stroke.

The main disadvantage of these engines is the large energy loss with exhaust gases (30-40%) [2]. The technical problem solved by the invention is to increase power and economy, reduce engine noise, as well as the ability to apply boost to increase engine power several times, without reducing efficiency (efficiency). The goal is achieved by reusing the residual pressure of the exhaust gases, working cylinders, in the auxiliary cylinder.

The essence of the invention lies in the fact that to the two working cylinders where the main engine operation cycles take place: intake, compression, fuel combustion and expansion, an auxiliary cylinder is installed that operates on the residual pressure of the exhaust gases of these two working cylinders. The diameter of the auxiliary cylinder is constructed depending on the value of the residual pressure at the end of the expansion stroke in the working cylinder and is calculated so that the residual pressure at the end of the expansion stroke in the auxiliary cylinder is minimal. The connecting rod neck of the crankshaft of the auxiliary cylinder is 90 ° later than the connecting rod necks of the working cylinders, and the connecting rod necks of the working cylinders are made at the same level, but the working cycle of their cylinders is shifted by one revolution, which allows, in turn, from these working cylinders through the bypass channels, to direct the exhaust gases to the auxiliary cylinder.

This structurally technical solution allows reuse of the residual pressure of the exhaust gases of the working cylinders.

The figure shows an internal combustion engine with auxiliary cylinders. An internal combustion engine with an auxiliary cylinder consists of: working cylinders 1 and 2 with pistons 10 and 12, which are installed on both sides of the auxiliary cylinder 3 with piston 11. In the cylinder head 16, bypass channels 7 and 20 are closed by valves 8 and 19 on the working side cylinders 1 and 2, valves 15 and 25 from the side of the auxiliary cylinder 3. Also, on the cylinder head 16 are installed: inlet valves 5 and 26, exhaust valves of the working cylinders 9 and 21, the exhaust valve of the auxiliary cylinder 6 and the camshaft 18. The supercharger 4 spirit to the intake manifold 14 serves to supply air or fuel-air mixture in the working cylinders 1 and 2 and an exhaust manifold 13 for discharging exhaust gas from the cylinders to the atmosphere. The connecting rod 27. The connecting rod neck 22 of the auxiliary cylinder 3, the crankshaft 17, is made 90 ° later than the connecting rod necks 23 and 24 of the working cylinders 1 and 2, which are made at the same level. The fuel system of the engine is not described, since it is identical to the fuel system of four-stroke, gasoline and diesel engines, internal combustion engines [l] and does not affect the operation of the auxiliary cylinder.

The engine operates as follows.

The first beat. Inlet. Piston 10 moves from BMT (top dead center) to HMT (bottom dead center). From the air blower 4, through the intake manifold 14 and the intake valve 5, air or a combustible mixture enters the working cylinder 1. The intake valve 5 is open, and the valves 9 and 8 are closed.

The second beat. Compression. The piston 10 moves from EMT to BMT valves 5, 8 and 9 are closed. The compression process is ongoing. At the end of the cycle, the process of burning fuel begins.

Third beat. Expansion. The expansion stroke in this engine proceeds in two cycles. 1 cycle. After combustion of the fuel in the working cylinder 1, the piston 10, under the action of high pressure, moves from BMT to HMT. Valves 5, 8 and 9 are closed.

2 cycle. Additional extension. After turning the crankshaft 17 through 90 °, after the start of the expansion stroke in the working cylinder 1, valve 8 opens, and valve 15 is open 20 ° before the piston 11 arrives at the BMT. The exhaust gases under pressure from the working cylinder 1, through the bypass channel 7, enter the auxiliary cylinder 3. The piston of the auxiliary cylinder 11 is at that moment in the BMT, and the piston of the working cylinder 10, respectively, between BMT and HMT. Under the influence of the residual pressure, the piston 10, the working cylinder 1, and the piston 11, the auxiliary cylinder 3, move to the HMT. There is a more complete expansion of gases.

Fourth measure. Release. 15 ° after the passage of the piston 10, the working cylinder 1, HMT, the exhaust valve 9 opens, and the exhaust valve 6 of the auxiliary cylinder 3 opens 60 ° before the piston of the auxiliary cylinder 11 arrives at the HMT. Valves 8 and 15 are also open. First, the piston 10, and then the piston 11 move from the HMT to the BMT. The exhaust gases, through the exhaust manifold 13, are released into the atmosphere.

The exhaust valve 9 closes 10 ° after the passage of the BMT piston 10, and valves 8 and 15 close 5 ° before the piston 10 arrives at the BMT. The exhaust valve of the auxiliary cylinder 6 closes at 5 °, and the valve 25 opens 20 ° before the piston of the auxiliary cylinder 11 arrives at the BMT.

After the exhaust stroke in the working cylinder 1, and then in the auxiliary cylinder 3, when the piston of the auxiliary cylinder 11 is in the BMT, and in the working cylinder 2, similarly to the working cylinder 1, passed strokes: inlet, through the inlet valve 26; compression stroke, at the end of which the ignition of fuel begins and where the first cycle of the expansion stroke has already passed, respectively, with a difference of one revolution, than valve 19 and exhaust gases under residual pressure are opened in working cylinder I ₅ through the bypass channel 20 from working cylinder 2 enter the auxiliary cylinder 3. The piston 11 and 12 move under pressure to the HMT, thereby the second expansion cycle, the expansion stroke, of the working cylinder 2 proceeds. A more complete expansion of gases from the working cylinder 2 occurs.

The exhaust stroke from the working cylinder 2. After the piston 12 HMT passes 15 °, the exhaust valve 21 opens, and the exhaust valve 6 opens 60 ° before the piston 11 arrives at the HMT. The piston 12 and then the piston 11 move towards the BMT. Exhaust gases are emitted into the atmosphere from the working cylinder 2 and the auxiliary cylinder 3. The exhaust cycle from the working chamber 2 and the auxiliary cylinder 3 is flowing. Thus, the residual pressure of the exhaust gases of the working cylinders is used in a j-auxiliary cylinder to perform useful work.

The source of information.

1. I.M. Lenin. A.V. Bonfire. O.M. Malashkin. AND I. Raikov. G.I.Samol. Automotive and tractor engines. HIGH SCHOOL Publishing House ~ 1976.

2. I.M. Lenin. A.V. Bonfire. O.M. Malashkin. AND I. Raikov. G.I.Samol. Automotive and tractor engines. HIGH SCHOOL Publishing House. 1976. p. 190.

Claims

FORMULA

1. The invention can be applied as a power plant of vehicles and relates to engine manufacturing, in particular four-stroke supercharged internal combustion engines, and differs in that to two working cylinders with pistons installed at the same level, but with one-turn operation cycles and where the main engine work cycles take place: intake, compression, fuel combustion and expansion, an auxiliary cylinder is installed that operates on the residual pressure of the exhaust gases, alternately coming from these two slaves eye cylinders.

A 2-specific feature of the engine from n, 1 is that the auxiliary cylinder is installed between the two working cylinders, and the neck of the crankshaft of the auxiliary cylinder is 90 ° later than the connecting rod necks of the working cylinders, which are made on the same level.