WO2007142556A2 - Moteur à combustion interne à détonation à piston flottant et procédé d'utilisation - Google Patents

Moteur à combustion interne à détonation à piston flottant et procédé d'utilisation Download PDF

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Publication number
WO2007142556A2
WO2007142556A2 PCT/RU2007/000300 RU2007000300W WO2007142556A2 WO 2007142556 A2 WO2007142556 A2 WO 2007142556A2 RU 2007000300 W RU2007000300 W RU 2007000300W WO 2007142556 A2 WO2007142556 A2 WO 2007142556A2
Authority
WO
WIPO (PCT)
Prior art keywords
engine
detonation
cylinder
volume
floating piston
Prior art date
Application number
PCT/RU2007/000300
Other languages
English (en)
Russian (ru)
Other versions
WO2007142556A3 (fr
WO2007142556A8 (fr
Inventor
Aleksandr Georgievich Kamanin
Original Assignee
Aleksandr Georgievich Kamanin
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
Application filed by Aleksandr Georgievich Kamanin filed Critical Aleksandr Georgievich Kamanin
Publication of WO2007142556A2 publication Critical patent/WO2007142556A2/fr
Publication of WO2007142556A8 publication Critical patent/WO2007142556A8/fr
Publication of WO2007142556A3 publication Critical patent/WO2007142556A3/fr

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Classifications

    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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 invention relates to engine building, in particular reciprocating internal combustion engines.
  • the inventive engine contains a cylinder with two pistons of the same diameter placed sequentially one after another.
  • the main piston is connected to the connecting rod, and the floating piston is kinematically independent. Between the pistons, oil is pumped through the inlet valve and pressure regulator. When the pistons move upward, the oil located in a closed cavity formed by the cylinder wall and pistons acts with its volume on the floating piston, which changes the volume of the internal combustion chamber.
  • the control process of ignition of the air-fuel mixture from compression is carried out by supplying an excess volume of the mixture to the engine cylinder, where a pressure sensor and an electromagnetic check valve are installed in the cylinder head, which, through the electronic engine operation control unit, support the i5 specified compression ratio.
  • Determining the degree of compression is carried out with the flow of the fuel-air mixture into the cylinder, but the degree of compression is set below the calculated value necessary for igniting this type of fuel. After passing the top dead center, at the beginning of the working stroke, it ignites from the spark sparking plug. On increasing the degree of compression on a running engine from a spark plug, ignition of the fuel - air mixture from compression occurs at top dead center. From the pressure sensor, these variable signals are sent to the electronic engine operation control unit, and the spark plug operation is turned off.
  • the invention relates to engine building, in particular piston internal combustion engines.
  • An analogue of the invention can be known designs that change the volume of the internal combustion chamber using oil that enters the movable elements of the piston.
  • the disadvantage of such structures is the difficulty of placing the supply and outlet oil channels.
  • the prototype of the present invention is an internal combustion engine with a variable compression ratio (patent SU JVe 1508002 Al, F 02 B 75/04) containing a piston formed by a housing and a head in the form of a movable cup, interconnected to form a variable volume chamber and an oil supply system represents a series-connected channels made in the crankshaft, connecting rod and bearings of its upper and lower heads, and the bearing of the lower connecting rod head contains a seal.
  • the disadvantages of this technical solution include the complexity of the design, the decrease in strength in the crank mechanism, the large length of the oil channels, the unreliability of the seal, the limited circulation of chilled oil.
  • the process of controlling self-ignition of the air-fuel mixture from compression (patent RU ⁇ Ni.2095597 Cl, 6 F 02 V 75 / 26.75 / 04, F 02 P 15/04) is taken to control the degree of compression, which is made in the form the bypass channels in communication with the cylinders, the bypass spools installed with the possibility of blocking the bypass channels and rods connected through threaded connections to the bypass spools, and through the splined connections, to gears for adjusting the compression ratio, the latter being engaged with the ring gear, p ivodimoy operated worm screw.
  • the main disadvantage of this compression ratio regulator is that when the engine is running, in order to change its power, it is necessary to increase the speed by enriching the qualitative composition of the mixture and simultaneously reduce the compression ratio. It is impossible to mechanically adjust the compression ratio with a worm screw.
  • the invention is aimed at improving the efficiency of controlling the process of ignition of the air-fuel mixture from compression, reducing loads on the details of the crank mechanism and eliminating the above disadvantages.
  • the proposed internal combustion engine with a four-stroke duty cycle has: / fig-1 / cylinder head-1, cylinder-2, where the main piston-3, connected with rod-4, and the floating piston-5 are located.
  • the intake stroke near bottom dead center, when the intake valve-6 is opened, through the inlet channel-7 and the oil pressure regulator / installation location / 8, oil is pumped between the pistons.
  • the pistons move upward, the oil located in a closed cavity formed by the cylinder wall and pistons acts with its volume on the floating piston, which changes the volume of the internal combustion chamber.
  • the outlet stroke near bottom dead center, when the outlet valve-9 is opened, through the outlet channel-10, part of the oil returns from the system.
  • the incoming oil cools the pistons and cylinder wall.
  • the force F is positively affected: the pressure Pz - from the pressurization of the incoming air and the Pz-pressure from the incoming fuel.
  • the force F is adversely affected by the friction of the piston rings against the cylinder wall of the floating piston.
  • the bottom of the floating piston and the head of the main piston are made in the form of a sphere.
  • the process of controlling the ignition of the air-fuel mixture / TBC / from compression is carried out with the supply of excess TBC to the engine cylinder, where a pressure sensor / installation location / - 11 and an electromagnetic check valve / installation location / - 12 are installed in the cylinder head.
  • variable parameters from the pressure sensor enter the electronic unit engine operation controls, where they are processed and converted into an electrical impulse.
  • the duration of this pulse affects the opening time of the electromagnetic check valve, through which the unused TBC is piped back to the fuel system, maintaining a given compression ratio.
  • the engine works as follows: to increase power, it is necessary to increase engine speed. To do this, enriched TBC is fed into the ioo engine cylinder by increasing the opening time of the fuel injector / installation location / - 13. At the same time, the electronic engine operation control unit acting on the electromagnetic check valve reduces the compression ratio. The process of changing the volume of the internal combustion chamber is controlled through an oil regulator
  • an oil pressure regulator reduces the volume of oil supply between the pistons, TBC enters the cylinder in a larger volume, but the compression ratio remains unchanged. Ignition of TBC from a large degree of compression / detonation / in the proposed engine occurs strictly at top dead center / BMT /.
  • the determination of the compression ratio of the TBC ignition of any type of fuel used is carried out in the following sequence: the TBC of the same quality composition enters the engine cylinder during start-up, but the compression ratio is set below the calculated value necessary to ignite this type of fuel.
  • a spark plug / installation location / - 14 is installed in the cylinder head, which ignites the TBC.
  • the propagation velocity of the TBC combustion flame in the cylinder reaches a significant value and, therefore, the ignition of the TBC after BMT will not significantly affect the engine.
  • an increase in the compression ratio occurs until the TBC self-ignites in the BMT. From these pressure sensors 125 alternating signals are supplied to the electronic engine operation control unit, and spark plug operation is turned off.
  • the compression ratio is determined and the detonation mode is switched with a change in the ignition moment after BMT in the same sequence.
  • the detonation process of various types of TBC is influenced by several factors: temperature, qualitative composition of TBC, as well as temperature in the combustion chamber.
  • the following i5 sensors are installed: temperature and pressure entering the cylinder of air and fuel, as well as the temperature of the cylinder and cylinder head.
  • the controlled process of detonation consists in the fact that information from all sensors and controllers enters the electronic engine control unit, where i4o is processed and the duration of the electric pulse arriving at the electromagnetic check valve maintains a given compression ratio.
  • the engine is characterized in that there is no kinematic I5 connection between the pistons that can affect the change in the volume of the internal combustion chamber, this occurs with a change in the volume of incoming oil between them.
  • the engine is characterized in that it has an inlet and outlet channel with inlet and outlet valves located on opposite sides of the longitudinal axis of the cylinder. i5o
  • the engine is characterized in that the bottom of the floating piston and the head of the main piston are made in the shape of a sphere.
  • the engine is characterized in that when the oil circulates, the pistons and cylinder walls are cooled.
  • the engine is characterized in that with this lubrication of the cylinder walls, 155 the friction of the piston rings is significantly reduced, the engine is easier to start at low temperatures and its service life is increased.
  • the engine is characterized in that shock loads on crank mechanism, engine noise is reduced.
  • the TBC ignition control process differs from compression in that a pressure sensor and an electromagnetic check valve are installed in the cylinder head, which, through the electronic engine control unit, maintain a given compression ratio. Determining the degree of compression is different in that the ignition of the fuel-air mixture occurs from the spark plug 165 after passing the top dead center, with its subsequent shutdown when ignited in the detonation mode at the top dead center.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'utilisation d'un moteur à combustion interne à détonation à piston flottant permet de diriger le processus de détonation et de garder le degré de compression voulu au moyen d'un capteur de pression et de la soupape de retour électromagnétique. En utilisant une bougie d'allumage non seulement pour déterminer le degré de compression mais aussi pour allumer le mélange air-carburant dans une gamme jusqu'au point mort supérieur et au-delà, en fonction de la composition qualitative et du degré de compression, on élargit les capacités de fonctionnement du moteur. En modifiant le volume de la chambre de combustion interne on injecte l'huile via unrégulateur de pression entre deux pistons disposés dans le même cylindre, on utilise une bougie d'allumage en utilisant sa puissance maximale. En mode de détonation, lorsque, en raison d'un grand volume d'air, la température maximale des produits de combustion est relativement élevée, on augmente la ressource d'utilisation du moteur tout en économisant le carburant, ce qui permet d'obtenir un moteur respectueux de l'environnement.
PCT/RU2007/000300 2006-06-06 2007-06-05 Moteur à combustion interne à détonation à piston flottant et procédé d'utilisation WO2007142556A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2006119747/06A RU2344306C2 (ru) 2006-06-06 2006-06-06 Детонационный двигатель внутреннего сгорания с плавающим поршнем и способ его управления
RU2006119747 2006-06-06

Publications (3)

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WO2007142556A2 true WO2007142556A2 (fr) 2007-12-13
WO2007142556A8 WO2007142556A8 (fr) 2008-03-06
WO2007142556A3 WO2007142556A3 (fr) 2008-09-04

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PCT/RU2007/000300 WO2007142556A2 (fr) 2006-06-06 2007-06-05 Moteur à combustion interne à détonation à piston flottant et procédé d'utilisation

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RU (1) RU2344306C2 (fr)
WO (1) WO2007142556A2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
MY184069A (en) * 2012-03-09 2021-03-17 Nissan Motor Control device and control method for internal combustion engine with supercharger
DE102015106881B4 (de) * 2015-05-04 2016-12-29 Rofa Laboratory & Process Analyzers Verfahren zur Bestimmung einer die Klopffestigkeit charakterisierenden Kenngröße eines Kraftstoffs sowie entsprechende Prüfanordnung
RU2586222C1 (ru) * 2015-05-29 2016-06-10 Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "Брянский государственный технический университет" Двигатель внутреннего сгорания с изменяемым объемом камеры сжатия

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU420797A1 (ru) * 1972-01-11 1974-03-25 И. Ф. Эджиби А. М. Леонидзе , К. Ш. Годердзишвили Институт механики машин Грузинской ССР Поршень
GB2059009A (en) * 1979-09-20 1981-04-15 Teledyne Ind Variable compression ratio piston
DE3346969A1 (de) * 1983-12-24 1985-07-04 Mahle Gmbh, 7000 Stuttgart Tauchkolben mit veraenderlicher kompressionshoehe fuer verbrennungsmotoren
DE3642524C1 (de) * 1986-12-12 1987-07-23 Daimler Benz Ag Vorrichtung zur Steuerung des OElzulaufes in eine Steuerkammer eines Kolbens mit veraenderlicher Kompressionshoehe
RU2015377C1 (ru) * 1991-06-11 1994-06-30 Центральный научно-исследовательский автомобильный и автомоторный институт Двигатель внутреннего сгорания с переменной степенью сжатия
US5331928A (en) * 1992-06-03 1994-07-26 Southwest Research Institute Variable compression piston

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU420797A1 (ru) * 1972-01-11 1974-03-25 И. Ф. Эджиби А. М. Леонидзе , К. Ш. Годердзишвили Институт механики машин Грузинской ССР Поршень
GB2059009A (en) * 1979-09-20 1981-04-15 Teledyne Ind Variable compression ratio piston
DE3346969A1 (de) * 1983-12-24 1985-07-04 Mahle Gmbh, 7000 Stuttgart Tauchkolben mit veraenderlicher kompressionshoehe fuer verbrennungsmotoren
DE3642524C1 (de) * 1986-12-12 1987-07-23 Daimler Benz Ag Vorrichtung zur Steuerung des OElzulaufes in eine Steuerkammer eines Kolbens mit veraenderlicher Kompressionshoehe
RU2015377C1 (ru) * 1991-06-11 1994-06-30 Центральный научно-исследовательский автомобильный и автомоторный институт Двигатель внутреннего сгорания с переменной степенью сжатия
US5331928A (en) * 1992-06-03 1994-07-26 Southwest Research Institute Variable compression piston

Also Published As

Publication number Publication date
RU2006119747A (ru) 2007-12-27
WO2007142556A3 (fr) 2008-09-04
WO2007142556A8 (fr) 2008-03-06
RU2344306C2 (ru) 2009-01-20

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