WO2009045128A1 - Moteur à combustion interne multicylindre à chambre unique à pistons à mouvement opposé - Google Patents

Moteur à combustion interne multicylindre à chambre unique à pistons à mouvement opposé Download PDF

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Publication number
WO2009045128A1
WO2009045128A1 PCT/RU2008/000624 RU2008000624W WO2009045128A1 WO 2009045128 A1 WO2009045128 A1 WO 2009045128A1 RU 2008000624 W RU2008000624 W RU 2008000624W WO 2009045128 A1 WO2009045128 A1 WO 2009045128A1
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WO
WIPO (PCT)
Prior art keywords
piston
supercharger
working
pistons
internal combustion
Prior art date
Application number
PCT/RU2008/000624
Other languages
English (en)
Russian (ru)
Inventor
Pavel Ignatievich Zagumennov
Original Assignee
Pavel Ignatievich Zagumennov
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 Pavel Ignatievich Zagumennov filed Critical Pavel Ignatievich Zagumennov
Publication of WO2009045128A1 publication Critical patent/WO2009045128A1/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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F02B75/282—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders the pistons having equal strokes
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
    • 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
    • F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
    • F02B39/02—Drives of pumps; Varying pump drive gear ratio
    • F02B39/04—Mechanical drives; Variable-gear-ratio drives

Definitions

  • the invention relates to internal combustion engines, designed to convert thermal energy into mechanical work, and can be widely used on vehicles of many brands, to drive power plants, as well as for other purposes.
  • ICE internal combustion engine
  • a reciprocating compressor-supercharger and several working cylinders with working pistons per combustion chamber are used. This together allows you to reduce the heat loss of the proposed ICE, thereby increasing its efficiency (hereinafter referred to as efficiency) and environmental friendliness.
  • efficiency efficiency
  • the use of crank mechanisms in this engine to drive the compressor and working pistons with a variable piston stroke allows you to adjust the volume of the combustion chamber, the mass of injected air during operation, and accordingly adjust the compression ratio of the working mixture, which in turn allows the use of various types of fuel for ICE operation .
  • changes in the phases of their movement relative to each other allow the use of a wide range of adjustments of the internal combustion engine operation in its various operating modes.
  • the disadvantage of the internal combustion engine described in the patent is the lack of adjustment of the discharge and purge phases and the low efficiency (hereinafter - efficiency).
  • An analog of this ICE is also a 6TD-2 engine mounted on military armored vehicles source article "New Heart T-72", Berezkin B., "Tanker” Ns2, 1997.
  • the disadvantages are listed in this article: these are: - in the 6TD-2 two-stroke diesel engine, a significant amount of air goes to the cylinder blowing. This increases the total air flow and requires the installation of a large air purifier.
  • the compressor piston will exert a buoyant effect on the exhaust gases.
  • the engine lubrication system is designed like a four-stroke internal combustion engine and will not cause increased oil consumption.
  • the internal combustion engine consisting of (at least?) One common combustion chamber 1, having at least one or more bypass channels 2 and 3, equipped with automatic check valves 4 and 5, formed by at least two, containing exhaust ports 8 and 9, with working cylinders 6 and 7, and working pistons 10 and 11 installed therein, each of which is connected via a rod or connecting rod to the corresponding crankshafts 14 and 15 having a piston stroke changing device, where all crankshafts have a kinematic parallel or n serial connection 16 between each other (gear, chain or other), with the possibility of synchronous rotation directly or through a phase shifter between the working pistons 17, as well as the internal combustion engine consists of a purge-discharge device, with its cylinder 18, with a piston 20 or a discharge chamber 21, with a membrane 22 connected through a bypass channel 2 and 3 to a combustion chamber having one or more automatic inlet valves 23 and 24 and moving in the cylinder 18 or chamber 21, at least one piston 20 or membrane 22 connected via a rod 25 and whether the rod 26 with its compressor
  • the purge-injection device is kinematically connected to the crankshaft 14 of one of the working pistons directly or through a phase shifter between the working and compressor pistons 28.
  • the drive from the crankshaft of the working piston to the crankshaft of the purge-discharge device can also be carried out through the transmission device 29 (Fig. 4 ) with a transmission ratio of at least 1: 2
  • Fig. 1 shows a kinematic diagram of the inventive internal combustion engine whose working chamber is formed by two cylinders with working pistons, where 1 is a common combustion chamber; 2 - overflow channel of the piston chamber; 3 - bypass channel of the piston chamber; 4, 5 - automatic check valves; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting the pistons with their crank mechanisms; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or serial kinematic connection of the crankshaft (gear, chain or other) of the working pistons; 17 - shift device ha of phases between the working pistons; 18 - compressor cylinder; 20 - compressor piston; 19 - piston compressor chamber; 23 - inlet automatic valve of the piston chamber; 24 - inlet automatic valve piston chamber; 25 - rod drive compressor piston; 26 - rod or connecting rod of the compressor piston
  • Figure 2 shows the kinematic diagram of the inventive internal combustion engine, side view, where 1 is a common combustion chamber; 2 - overflow channel of the piston chamber; 3 - bypass channel of the piston chamber; 4, 5 - automatic check valves; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting the pistons with their crank mechanisms; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or sequential kinematic connection of the KShM (gear, chain) of the working pistons; 17 - device phase shift between the working pistons;
  • FIG. 3 the kinematic diagram of the inventive internal combustion engine is shown, view B is from below.
  • FIG. 4 shows the kinematic diagram of the inventive internal combustion engine with a supercharger-compressor, where the compressor crankshaft is driven by a piston crankshaft with a ratio of 1: 2 and two work piston stroke working strokes of the compressor piston, where 1 is the common combustion chamber of the internal combustion engine; 2 - bypass channel connecting the combustion chamber to the compressor cylinder; 4 - automatic check valve; 6, 7 - cylinders forming the combustion chamber; 8, 9 - exhaust windows; 10, 11 - working pistons; 12, 13 - rods or connecting rods connecting working pistons with their own crankshaft; 14 - KShM piston 11; 15 - KShM piston 10; 16 - parallel or sequential kinematic connection of the KShM (gear, chain) of the working pistons; 17 - device phase shift between the working pistons; 18 - compressor cylinder; 20 - compressor piston; 23 - inlet automatic valve of the compressor
  • FIG. 27 shows the kinematic diagram of the inventive internal combustion engine with a membrane-type supercharger-compressor, where the membrane acts as a piston, where all the details of the internal combustion engine are indicated, as in Fig. 1, with the exception of: 21 - blower housing; 22 - a membrane of a supercharger; 25 - rod drive membrane; 26 - rod or connecting rod nosy; KShM of the compressor with a rod of a membrane; 23, 24 - inlet automatic valve compressor two chambers.
  • Figure 6 shows the kinematic diagram of the inventive internal combustion engine, the working chamber of which is formed by three cylinders with working pistons, where all the details of the internal combustion engine are indicated, as in figure 2 with the exception of: 29 - a working cylinder block with a piston and its own crankshaft similar to the designations of one of the working cylinders with their own crankshaft described in FIG.
  • Figure 7 shows the kinematic diagram of the inventive internal combustion engine, the working chamber of which is formed by four cylinders with working pistons, where all the details of the internal combustion engine are indicated, as in figure 2 with the exception of: 29, 30 - blocks of the working cylinder with a piston and its own crankshaft designations of one of the working cylinders with its own crankshaft, described in FIG.
  • FIG. 1 shows the combustion chamber of a four-cylinder standard engine, where 1 - pistons, 2 - cylinder block with cylinders, 3 - combustion chamber.
  • Figure 9 shows the combustion chamber of a single-chamber four-cylinder of the inventive internal combustion engine, where 1 - pistons, 2 - cylinder block with cylinders, 3 - combustion chamber.
  • crank mechanism 14 with a variable magnitude of the working stroke of the working pistons will allow you to change the volume of the combustion chamber and accordingly change the compression ratio of the working charge.
  • crank mechanism in the inventive ICE with the possibility of changing the stroke for the compressor piston or membrane will allow you to change the volume and mass of the fresh charge supplied to the working cylinders and, accordingly, expand the range of changes in the degree of compression of the working charge. This, in turn, will allow the use of various types of fuel for the operation of the internal combustion engine and optimize the operation of the internal combustion engine in various operating modes.
  • the installation on the internal combustion engine of devices 18 of changing the phases of movement of the working pistons between themselves will increase the range of the volume of the combustion chamber and change the wider stump of compression due to different time of piston approach to BMT. And also, to burn the working mixture at a time when the crankshaft of one or more pistons is in a position when its own torque characteristic is of high importance. This will increase the efficiency of the internal combustion engine.
  • the installation on the internal combustion engine of devices 28 of changing the phases of movement of the working pistons relative to the phases of movement of the compressor piston or membrane will make it possible to take into account the inertia of the fresh charge supplied to the working cylinders when changing the speed of the internal combustion engine and accordingly the speed of the working processes in it. This will also optimize the operation of the internal combustion engine in various operating modes and increase its environmental friendliness.
  • the use of a piston compressor-blower in the internal combustion engine for purging and forcing can improve the quality of purging and cleaning the cylinder of exhaust gases, if necessary, provide additional cooling of the combustion chamber and pistons, and also place the working charge in the cylinders and the combustion chamber in the required number of times the density atmospheric air, due to charge injection in two or more stages, this allows you to burn a large cyclic dose of fuel and increase the specific power of the internal combustion engine and increase its efficiency. Also, due to the use of a compressor-supercharger and the possibility of placing a charge of increased density in the cylinders, it is possible to make the shape of the combustion chamber close to the sphere, which helps to reduce its area with respect to its volume. This will reduce heat loss and increase the efficiency of the inventive ICE.
  • the ICE works as follows: when burning a pre-compressed working charge (hereinafter: the working charge is fresh air for ICE with compression ignition and a mixture of fuel with air for ICE with spark ignition), the pressure of the working gas presses on the working pistons 10 and 11, moving them, doing the work. When the pistons approach the HMT, they open the outlet windows 8 and 9 with their edges.
  • the internal combustion engine works as follows: when burning a pre-compressed charge, the pressure of the working gas presses on the working pistons 10 and 11, moving them, doing the job. When the pistons approach the HMT, they open the outlet windows 8 and 9 with their edges. At the same time, the compressor piston 20, having taken a fresh portion of air through the automatic inlet valve 23, compresses it to the compressor cylinder 18 in the over-piston chamber and creates pressure on the automatic through the bypass channel 2 inlet valve 4.
  • the working gas leaves through windows 8 and 9, the pressure in the working cylinders decreases, and the pressure of the pre-compressed fresh charge in the compressor cylinder begins to exceed the pressure in the working cylinders , the automatic check valve 4 opens and a fresh charge enters the working cylinders, displacing the remaining exhaust gases. Further, the fresh charge begins to be compressed by the working pistons 10 and 11. At the same time, the compressor piston 20 makes a move to the HMT and compresses the fresh portion of the charge previously collected through the automatic inlet valve 24 in the sub-piston chamber 19 and pressures the automatic inlet valve 5 through the bypass channel 3 .
  • Skam / Vkam mip
  • - Skkam is the area of the combustion chamber
  • Vkam is the volume of the combustion chamber.
  • the total area of the combustion chamber of a 4-cylinder classic ICE will be formed by the surface area of the ends (bottoms) of 4 pistons and the surface area of 4 heads bounding the ends of the cylinders (see Fig.
  • Indus Efficiency - indicator efficiency which takes into account all losses of the actual cycle, with the exception of mechanical losses. From the previous formula, you can determine the indicator efficiency:
  • the efficiency estimates the degree of use of heat in the actual cycle, taking into account all heat losses and is determined by the formula:
  • the estimated efficiency of the proposed ICE is 9% higher than the efficiency of a standard 4-cylinder ICE.
  • the calculation is given with a very large error, it does not take into account the sphericity of the combustion chambers in a standard ICE and, in comparison with it, the combustion area of the inventive ICE will be even smaller, less heat loss, and higher efficiency.
  • a piston compressor-blower in the internal combustion engine for purging and forcing can improve the quality of purging and cleaning the cylinder of exhaust gases, if necessary, provide additional cooling of the combustion chamber and pistons, and also place the working charge in the cylinders and the combustion chamber in the required number of times the density atmospheric air, due to charge injection in two or more stages, this allows you to burn a large cyclic dose of fuel and increase the specific power of the internal combustion engine and increase its efficiency.
  • Indus Efficiency - indicator efficiency which takes into account all losses of the actual cycle, with the exception of mechanical losses. From the previous formula, you can determine the indicator efficiency:
  • the declared ICE has the ability to increase the power of a single charge as a result of increasing the portion of the charge, for example, by a factor of two, with the same parameters of the cylinder-piston group and increasing the combustion chamber by a factor of two to provide a calculated compression ratio. Given that the surface area of the chamber in the proposed ICE does not increase, the amount of heat removed will remain the same. Taking, that the amount of heat supplied is doubled, since we are burning a double cyclic portion of fuel, the indicator efficiency for the declared ICE will be:
  • pistons alternately perform the functions of an energy generator, as well as cleaning and filling the cylinder.
  • the first requires that they be strong enough, and as a result massive, able to withstand the very high pressures and intense heat flux to which they are exposed; this also requires that they have been provided with appropriate sealing rings to ensure tightness. All these conditions cause large dynamic loads on engine parts and large friction losses.
  • the function of cleaning and filling the cylinder can be performed accordingly by a lightweight piston, which will not cause large dynamic loads, and due to low acting pressures, the o-rings can have low friction with the cylinder walls and, accordingly, cause minimal loss of friction.
  • the generator functions are performed by working pistons capable of withstanding the necessary loads, and the cleaning and filling functions of a compressor piston or membrane having a small weight and o-rings with minimal friction, which allows to reduce friction losses and increase their speed without increasing inertial loads on the parts engine.
  • the compressor piston makes at least one or two working strokes, where the first stroke performs the function of cleaning, and the second or subsequent filling.
  • the use of such an organization of the internal combustion engine allows you to abandon the use of a gas distribution mechanism in it, with an increase in the quality of filling the cylinder with a charge, to exclude friction losses in the gas distribution drive limiting mechanism, which makes it possible to burn an increased cyclic portion of fuel, thereby increasing the efficiency of the inventive internal combustion engine and its specific power.
  • the design of the internal combustion engine provides for a push-pull duty cycle, which will also increase the efficiency of the inventive internal combustion engine.

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  • 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)
  • Supercharger (AREA)
  • Control Of Positive-Displacement Pumps (AREA)

Abstract

L'invention concerne des moteurs à combustion interne, qui peuvent être utilisés dans des véhicules, et qui sont destinés commander des installations de production d'énergie. Grâce à cette invention, on parvient à étendre les capacités de réglage du moteur. Le moteur à combustion interne de l'invention comprend une chambre de combustion commune à canaux de dérivation pourvus de clapets anti-retour automatiques, de cylindres à pistons avec leur propre mécanisme à manivelle. Un compresseur comprend des clapets anti-retour automatiques d'admission avec leur propre mécanisme à manivelle. Chacun des pistons est raccordé à son propre mécanisme à manivelle, les mécanismes à manivelle des pistons moteurs étant couplés entre eux de manière cinématique en série ou en parallèle par l'intermédiaire d'un dispositif de changement de phase placé entre les pistons. Le compresseur est raccordé à la chambre de combustion par un ou plusieurs canaux de dérivation. Le piston du compresseur est activé par le mécanisme à manivelle du compresseur raccordé au piston. Le mécanisme à manivelle du compresseur est raccordé au mécanisme à manivelle d'un des pistons moteurs par l'intermédiaire du dispositif de changement de phase.
PCT/RU2008/000624 2007-10-05 2008-09-30 Moteur à combustion interne multicylindre à chambre unique à pistons à mouvement opposé WO2009045128A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2007136890 2007-10-05
RU2007136890/06A RU2362893C2 (ru) 2007-10-05 2007-10-05 Однокамерный многоцилиндровый двигатель внутреннего сгорания со встречнодвижущимися поршнями

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Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2638257C2 (ru) * 2017-01-23 2017-12-12 Игорь Викторович Мингалев Способ эксплуатации поршневого двигателя внутреннего сгорания с разделенным циклом
RU2721963C2 (ru) * 2018-05-30 2020-05-25 Павел Игнатьевич Загуменнов Двс с рычажным кривошипно-шатунными механизмами и встречно движущимися поршнями

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH206797A (de) * 1937-02-12 1939-08-31 Sulzer Ag Aus einer Zweiwellen-Gegenkolben-Brennkraftmaschine und einem Kompressorenaggregat bestehender Treibgaserzeuger.
DE9209897U1 (fr) * 1992-07-23 1992-11-05 Klug, Elmar, 8729 Knetzgau, De
RU2053392C1 (ru) * 1991-12-17 1996-01-27 Олег Викторович Бондарев Двигатель внутреннего сгорания
RU2157897C2 (ru) * 1998-07-21 2000-10-20 Самарский государственный технический университет Двигатель внутреннего сгорания
JP2002303143A (ja) * 2001-04-03 2002-10-18 Honda Motor Co Ltd 複動式ピストン過給機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH206797A (de) * 1937-02-12 1939-08-31 Sulzer Ag Aus einer Zweiwellen-Gegenkolben-Brennkraftmaschine und einem Kompressorenaggregat bestehender Treibgaserzeuger.
RU2053392C1 (ru) * 1991-12-17 1996-01-27 Олег Викторович Бондарев Двигатель внутреннего сгорания
DE9209897U1 (fr) * 1992-07-23 1992-11-05 Klug, Elmar, 8729 Knetzgau, De
RU2157897C2 (ru) * 1998-07-21 2000-10-20 Самарский государственный технический университет Двигатель внутреннего сгорания
JP2002303143A (ja) * 2001-04-03 2002-10-18 Honda Motor Co Ltd 複動式ピストン過給機

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RU2007136890A (ru) 2009-04-10
RU2362893C2 (ru) 2009-07-27

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