WO2012110846A1

WO2012110846A1 - Internal combustion engine

Info

Publication number: WO2012110846A1
Application number: PCT/IB2011/002802
Authority: WO
Inventors: Нариман Аскарулы БАУБЕК; Аскар Апошулы БАУБЕК; Еркин Темиртасович ШЕГЕБАЕВ; Меирман Аскарулы БАУБЕК
Original assignee: Baubek Nariman Askaruly; Baubek Askar Aposhuly; Shegebaev Erkin Temirtasovich; Baubek Meirman Askaruly
Priority date: 2011-02-15
Filing date: 2011-08-25
Publication date: 2012-08-23

Abstract

The invention relates to systems for supplying power to reciprocating internal combustion engines. The engine comprises at least one cylinder with an inlet pipe and an outlet pipe, a gasoline tank, a pressure cylinder for a cracking gas, a cracking device, a gasoline pump, a temperature sensor, a control unit, an engine exhaust system, a mixer, an air filter, and a cracking-gas cooling device. The engine exhaust system comprises an exhaust gas pipeline which is connected in series with an exhaust pipe. The temperature sensor is mounted on the exhaust pipe and is connected to the control unit. The control unit is connected to the gasoline pump. The cracking device is mounted in such a way as to ensure thermal contact with the engine exhaust system. The inlet of the gasoline pump is connected to the gasoline tank and the outlet of the gasoline pump is connected to the cracking device. The cracking device is connected to a relief valve, which is connected to the cracking-gas cooling device. The cracking-gas cooling device is connected to a nonreturn valve, which is connected to the pressure cylinder for a cracking gas. A pressure regulator, which is connected to the mixer, is mounted at the outlet of the pressure cylinder for a cracking gas. The mixer is connected to the air filter and the inlet pipe. The technical result consists in increasing the octane number when using low-octane gasolines and the possibility of starting an engine at low temperatures.

Description

Internal combustion engine

FIELD OF THE INVENTION A utility model relates to power systems for internal combustion engines.

BACKGROUND OF THE INVENTION The closest technical solution (prototype) is a power system for an internal combustion engine (RF patent application Yu09101045). The power supply system of an internal combustion engine consists of a liquid fuel supply system and a fuel injection system. The fuel injection system comprises a reactor chamber having an inlet and an outlet connected to an engine intake manifold. The reactor chamber is equipped with a fuel cracking injector and an air supply device at the inlet of the reactor chamber. During engine operation, part of the fuel necessary for engine operation is supplied to an additional fuel cracking injector, in the form of a liquid at ambient temperature. Thermal energy is supplied to the reactor chamber to maintain continuous fuel cracking. In this case, the cracked fuel enters the intake manifold in the form of a continuous air-fuel flow at a temperature not exceeding the ambient temperature. In this case, the internal combustion engine is a diesel engine, and part of the liquid fuel is mainly alcohol and is injected with a cracking injector at a pressure of 3-4 bar. The thermal energy emitting component is an engine cooling system or an engine exhaust system, depending on whether a portion of the fuel has a lower and higher evaporation temperature, respectively. The temperature of the air-fuel mixture leaving the reactor chamber into the intake manifold is 30% of the output temperature for a conventional engine without a turbocharger and 80% of the output temperature of a conventional engine with a turbocharger. The air supply device provides compressed air only when there is a need for high engine power. The system is equipped with a computer control system. In this computer control system the minimum engine temperature necessary to ensure that the cracking chamber reaches a temperature sufficient to maintain continuous cracking, so that the injected portion of the fuel is mixed with air and subjected to continuous cracking in the chamber supported by thermal energy supplied from a given engine component, and the cracked fuel is fed to the intake a collector in the form of a continuous air-fuel flow at a temperature not exceeding the ambient temperature.

The disadvantage of the prototype is the difficulty of starting the internal combustion engine in the cold season.

The purpose of the proposed utility model is to increase the effective efficiency of the internal combustion engine and reduce emissions of toxic components into the environment when it is powered by low-octane gasoline. Disclosure of invention

This goal is achieved due to the fact that the internal combustion engine contains at least one cylinder with an inlet pipe, an exhaust pipe, an intake valve, an exhaust valve and a piston, a gas tank equipped with a first inlet pipe, a cracking gas cylinder, a cracking device , gasoline pump, temperature sensor, control unit, engine exhaust system with a series-connected exhaust pipe and outlet pipe, a mixer, and the inlet valve is installed in the cylinder with the possibility of introducing the combustible mixture into the cylinder, the exhaust valve is installed in the cylinder with the possibility of exhausting the exhaust gas into the exhaust pipe, which is connected to the exhaust pipe, the mixer is connected to the inlet pipe and the air filter, equipped with a second inlet pipe and the first cracking gas pipe, temperature the sensor is connected to a control unit connected to the gas pump, the cracking device is installed to ensure thermal contact with the exhaust system of the engine, the gas pump is connected it has an inlet with a gas tank and an outlet with a cracking device, characterized in that a bypass valve, a non-return valve, a cracking gas cooling device and a reducer are introduced into it, and the temperature sensor is installed on the outlet a bypass valve, a non-return valve, a cracking gas cooling device and a reducer are introduced, the temperature sensor being installed on the outlet pipe, the output of the cracking device is connected to a bypass valve that is connected to the cracking gas cooling device, which is connected to a non-return valve, which is connected to a cylinder for cracking gas; at the outlet of the cylinder for cracking gas, a reducer is installed, which is connected to the first pipeline of the cracking gas.

Brief Description of the Drawings A utility model is illustrated in the drawing, which shows a schematic diagram of a power system for an internal combustion engine.

An embodiment of the invention The drawing shows: outlet pipe 1, exhaust gas pipe 2, bypass valve 3, cracking device 4, coil 5, temperature sensor 6, cracking gas cooling device indicated 7, exhaust valve 8, spark plug 9, inlet a valve 10, an inlet pipe 11, a gas-air mixture pipe 12, a second inlet pipe 13, a mixer 14, a first cracked gas pipe 15, a check valve 16, a pressure reducer 17, a second cracked gas pipe 18, a cylinder for cracked gas designated 19, piston 20, cylinder 21, exhaust pipe 22, control unit 23, gas pipe 24, gas pump 25, gas tank 26, first inlet pipe 27, air filter 28.

The main elements of the device are a cylinder for cracking gas 19, a gearbox 17, a mixer 14, a cylinder 21 with a piston 20, a gas tank 26, a gas pump 25, a cracking device 4, a cracking gas cooling device 7.

The cracked gas cylinder 19 is a hollow reservoir of any shape, for example cylindrical. The cracking gas cylinder 19 is intended for storing gas (starting gas or cracked gas). The cracking gas cylinder 19 is connected to the gearbox 17 by means of a first cracking gas pipe 15. For this, a corresponding opening is made in the cracking gas cylinder 19.

The reducer 17 is a device for lowering the gas pressure in the first pipeline of the cracking gas 15 to the working and for automatic maintenance

s which transported cracking gas. In this device, the second cracking gas pipeline 18 is divided into several sections located between the cracking gas cylinder 19 and the cracking gas cooling device 7 and between the cracking gas cooling device 7 and the cracking device 4.

The mixer 14 is a hollow tank. The mixer 14 is designed to mix incoming gases. In a particular case, the mixer 14 is designed to mix cracked gases with the air entering through the air filter 28. The mixer 14 is connected to the first pipeline of the cracked gases 15. For this purpose, a corresponding hole is made in the mixer 14. The mixer 14 is equipped with an air filter 28 and a second inlet pipe 13. The mixer 14 is connected to the pipeline of the gas-air mixture 12.

The second inlet pipe 13 is a small pipe segment connected at one end to one of the walls of the mixer 14. The second inlet pipe 13 communicates with the mixer 14 through a corresponding hole in the specified wall of the mixer 14 through the air filter 28. The second inlet pipe 13 is intended for supply to the mixer 14 air.

The first cracked gas pipeline 15 is a small pipe segment connected at one end to one of the walls of the mixer 14 and the other to the outlet of the reducer 17. The first cracked gas pipeline 15 communicates with the mixer 14 through a corresponding hole in the specified wall of the mixer 14. The first cracked pipeline -gas 15 is intended to supply cracked gases or starting gas to the mixer 14.

The pipeline of the gas-air mixture 12 is a part of the pipe through which the gas-air mixture is transported. The pipeline of the gas-air mixture 12 connects the mixer 14 to the cylinder 21. The pipeline of the gas-air mixture 12 is equipped with an inlet pipe 11.

The inlet pipe 11 is the end of the gas-air mixture pipe, partially placed in the cylinder 21. At the junction of the inlet pipe 11 with the cylinder 21, an inlet valve 10 is installed. The inlet valve 10 is configured to allow the gas-air mixture to pass into the cylinder 21, and to prevent release exhaust gas from cylinder 21.

Cylinder 2 is one of the main parts of a reciprocating internal combustion engine. The cylinder 21 is a combustion chamber in which the chemical energy of the fuel is converted into mechanical energy (for example, the cylinder definition can be found at http://www.wikipedia.org/wiki/%D0%A6% D0% B8% D0% BB% D0% B8% D0% BD% D0 % B4% D1% 80 (% D0% B4% D0% B2% D0% B8% D0% B3% D0% B0% D1% 82% D0% B5% D0% BB% DI% 8C). In cylinder 21, it returns - translational movement of the piston 20 from the top dead center to the bottom dead center. In the top dead center of the piston 20, the maximum compression of the gas-air mixture occurs in the combustion chamber, where it ignites by means of the spark plug 9. Chemical energy of the fuel is converted into mechanical energy, which The one from the reciprocating motion of the piston 20 is converted into rotational motion using a crank mechanism.The cylinder 21 has an opening for connection with the gas-air mixture pipe 12 (inlet pipe 11) and the exhaust gas pipe 2 (exhaust pipe 22). the use of a diesel engine spark plug 9 inside the cylinder 21 is not installed. The ignition of the mixture occurs under the action of high temperature air, which has been compressed in the cylinder 21.

The spark plug 9 is a device by which ignites a compressed gas-air mixture inside the cylinder 21.

The exhaust system of the engine is designed to transport exhaust gases from the cylinder 21 and remove these gases from the device. The exhaust system of the engine in a particular case consists of an exhaust pipe 22, an exhaust gas pipe 2 and an output pipe 1.

The exhaust gas pipe 2 is a part of the pipe through which the exhaust gas is transported. The outlet pipe 1 is a part of the exhaust gas pipe 2 through which these gases are discharged from the device.

The exhaust pipe 22 is the end of the exhaust gas pipe, partially placed in the cylinder 21. At the junction of the exhaust pipe 22 with the cylinder 21, an exhaust valve 8 is installed. The exhaust valve 8 is configured to exhaust the gases from the cylinder 21 after combustion of the gas-air mixture, and preventing the release of the gas-air mixture from the cylinder 21 prior to its combustion. On the exhaust pipe 22, a temperature sensor 6 is installed.

The temperature sensor 6 is designed to determine the temperature of the exhaust gases at the outlet of the cylinder 21. The temperature sensor 6 is made with providing the possibility of transmitting information about the achievement of the desired temperature to the control unit 23.

The control unit 23 is made with the possibility of turning on the gas pump 25, when the desired exhaust gas temperature is reached.

The gas pump 25 is designed to supply liquid fuel from the gas tank 26 to the cracking device 4 under pressure. The gas pump 25 is installed on the gas pipe 24 between the gas tank 26 and the cracking device 4. The gas pump 25 is connected to the control unit 23.

The gas tank 26 is a hollow tank of any shape, for example a cylindrical one. Gas tank 26 is designed for liquid fuel, in particular gasoline. The gas tank 26 is equipped with a first inlet pipe 27. The first inlet pipe 27 represents a small pipe segment connected at one end to one of the walls of the gas tank 26. The first inlet pipe 27 communicates with the gas tank 26 through a corresponding hole in the indicated wall of the gas tank 26. The first inlet pipe 27 is intended for pouring liquid fuel into the gas tank 26. The gas tank 26 is connected to the cracking device 4 through a gas pipe 24.

The gas pipe 24 is a part of the pipe through which liquid fuel is transported. The gas pipe 24 is connected to the gas tank 26 and to the cracking device 4. A gas pump 25 is installed on the gas pipe 24. A corresponding hole is made in the gas tank 26 to connect the gas pipe 24.

The cracking device 4 is made to ensure contact with the exhaust system of the engine (in particular, the exhaust pipe 2) and heat exchange between the exhaust system of the engine (exhaust pipe 2) and the cracking device 4, in order to maintain the temperature required for the cracking process. The cracking device 4 is intended for cracking, i.e. high-temperature processing of liquid fuel (gasoline) into gaseous products, usually with a lower molecular weight (cracking gas) (for cracking, see, for example, http://ru.wikipedia.org/wiki% D0% 9A% D1% 80% D0% B5% D0% BA% D0% B8% D0% BD% D0% B3). The cracking device 4 in a particular case is made as part of the pipeline between the gas pipe 24 and the second cracking gas pipe 18, helically wound around a part of the exhaust gas pipe 2. The cracking device 4 is connected to the cooling device for the cracking gas 7 by means of the corresponding part of the second cracking gas 18.

Cracked gas consists of unsaturated hydrocarbons of various compositions having an octane rating of more than 100 units. This will increase the compression ratio i.e. the pressure at the end of compression of the gas-air mixture and, as a result, the pressure of the combustion products and the work performed will increase, which will increase the effective efficiency of the engine, as well as increase the savings due to the difference in prices of low-octane and high-octane gasoline during operation of the internal combustion engine for cracking highly compressed cracked gas.

The bypass valve 3 is designed to maintain the pressure of the medium (for example, cracked gas or gasoline) in the cracking device 4 at the level required to maintain the cracking process by bypassing this medium (for example, into the second cracking gas pipe 18 or the gas pipe 24). The bypass valve 3 can be installed on the gas line 24 in front of the cracking device 4 or on the section of the second cracking gas pipeline 18 between the cracking device 4 and the cracking gas cooling device 7.

The cracking gas cooling device 7 is designed to cool the cracking gases received from the cracking device 4. In the particular case, the cracking gas cooling device 7 is a vessel with coolant inside which the coil 5 is located. The coil 5 is a part of the second cracking pipeline gas 18, curved in the form of a spiral or zigzag, installed in the liquid cooling system of the cracked gas 7 of the internal combustion engine.

The non-return valve 16 is installed on the section of the second cracking gas pipeline 18 between the cracking gas cooling device 7 and the crack gas cylinder 19. The non-return valve 16 is designed to prevent a change in the direction of the medium flow in the technological system. In the particular case, the non-return valve 16 passes the medium (cracking gas) in the direction from the cooling device for the cracking gas 7 to the cylinder for the cracking gas 19 and prevents its movement in the opposite direction, acting automatically.

Industrial applicability

The utility model is implemented as follows. The user assembles the device as described above. At the same time, the user fills the cracking gas cylinder 19 with starting gas, and the gas tank 26 with gasoline.

Initially, the start of the internal combustion engine is carried out by supplying the starting gas through the first cracking gas pipe 15 from the cylinder for cracking gas 19 through a reducer 17 to the mixer 14 at a positive temperature. In the mixer 14 through the second inlet pipe 13 and through the air filter 28 air enters. The starting gas and air are mixed in the mixer 14 and fed through the pipeline of the gas-air mixture 12 and the inlet pipe 11 to the cylinder 21, when the piston 20 moves from the top dead center to the bottom dead center when the inlet valve 10 is opened (intake stroke). In the compression stroke, both valves (intake valve 10 and exhaust valve 8 are closed), the gas-air mixture is compressed. When the piston 20 reaches the top dead point (the highest pressure in the combustion chamber), the gas-air mixture is forcedly ignited by the spark plug 9. During combustion, the generated gases are pressed on the piston 20 of the cylinder 21, forcing it to move down and rotate the crankshaft. The burnt gas-air mixture forms the exhaust gases that exit through the exhaust valve 8 and then the exhaust gases through the exhaust gas pipe 2 are removed from the device.

The temperature sensor 6, installed at the outlet of the cylinder 21, measures the temperature in the exhaust gas pipe 2 and transmits information about this temperature to the control unit 23. When the required temperature is reached, the control unit 23 turns on the gas pump 25 installed on the gas pipe 24. The required temperature is selected to ensure passage the cracking process in the cracking device 4 after heat exchange between the exhaust gas pipe 2 and the cracking device 4. The gas pump 25 delivers liquid fuel (gasoline) under pressure - of fuel tank 26 in the cracking unit 4. Gas passing through the cracker unit 4 is heated by heat exchange between the cracking device 4 and the exhaust gas conduit 2. As a result of heating is the process of thermal cracking of gasoline, resulting in the formation of the cracking gases. At the same time, in the cracking device 4, using the bypass valve 3 installed at the outlet of the cracking device 4, the pressure required for the cracking process is maintained. If the pressure rises above the required value, the bypass valve 3 passes, for example, in the case of installing a bypass valve 3 on the second cracking gas pipe 18, the cracking gases through the second cracking gas pipe 18 to the cracking gas cooling device 7, or in the case of installing the bypass valve 3 on the gas pipe 24, into the gas pipe 24 In the cracking gas cooling device 7, the cracking gases are cooled by passing along the coil 5 to the required temperature due to the heat exchange between the cracking gases and the coolant through the walls of the coil 5. Further, the cooled cracking gases through the second crack pipe g-gases 18 enter the cracking gas cylinder 19 through the check valve 16. In this case, the check valve 16 passes the cracking gases into the cracking gas cylinder 19, but prevents the cracking gases from escaping from the cracking gas cylinder 19 in the opposite direction . In the cracked gas cylinder 19, the cracked gases replace the starting gases. Further, the process occurs as described above. In this case, the cracking gases are constantly in the cylinder for cracking gas 19 in a gaseous state, even at low ambient temperatures. Therefore, the start-up of an internal combustion engine in cold weather will be carried out reliably by cracking gases from a cracking gas cylinder 19.

Thus, the implementation of the device from a cylinder for cracking gas, a reducer, a mixer, a cylinder, a gas tank, a gas pump, a cracking device and a cracking gas cooling device ensures the operation of the internal combustion engine with a high degree of compression, due to the fact that the cracking gases are constantly are in a cylinder for cracking gas in the form of unsaturated hydrocarbons and hydrogen in a gaseous state with high octane numbers, and also provides ease of starting the internal combustion engine in the cold season, due to the cracked gases reside in the cylinder for the cracking gas in the gaseous state even at low ambient temperatures. Due to the perfect mixing of cracked gas with air in the inlet pipe, the completeness of combustion of the gas-air mixture in the combustion chamber will increase and the emission of toxic components of the internal combustion engine into the environment will significantly decrease.

Claims

Utility Model Formula

An internal combustion engine containing at least one cylinder with an inlet pipe, an exhaust pipe, an inlet valve, an exhaust valve and a piston, a gas tank equipped with a first inlet pipe, a cracking gas cylinder, a cracking device, a gas pump, a temperature sensor, a block control, the exhaust system of the engine with a series-connected exhaust pipe and exhaust pipe, mixer, air filter, and the intake valve is installed in the cylinder with the possibility of fuel inlet mixture into the cylinder, the exhaust valve is installed in the cylinder with the possibility of exhaust gas discharge into the exhaust pipe, which is connected to the exhaust gas pipe, the mixer is connected to the inlet pipe by its output, is equipped with a second inlet pipe and the first cracked gas pipe, the air filter is connected to the mixer and a second inlet pipe, the temperature sensor is connected to a control unit connected to the gas pump, the cracking device is installed to ensure thermal contact with the exhaust system with the engine theme, the gas pump is connected to the gas tank inlet and outlet with a cracking device, characterized in that a bypass valve, a non-return valve, a cracking gas cooling device and a reducer are introduced into it, the temperature sensor being installed on the exhaust pipe, the output of the cracking device is connected to a bypass valve that is connected to a cracking gas cooling device that is connected to a check valve that is connected to a cracking gas cylinder, said cracking device outlet connections to a bypass valve m, a bypass valve with a cracking gas cooling device, a cracking gas cooling device with a check valve, a check valve with a cracking gas cylinder are made by means of the corresponding sections of the second cracking gas pipeline, a reducer is installed at the outlet of the cracking gas cylinder, which is connected with the first cracked gas pipeline.