WO2012110846A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

Info

Publication number
WO2012110846A1
WO2012110846A1 PCT/IB2011/002802 IB2011002802W WO2012110846A1 WO 2012110846 A1 WO2012110846 A1 WO 2012110846A1 IB 2011002802 W IB2011002802 W IB 2011002802W WO 2012110846 A1 WO2012110846 A1 WO 2012110846A1
Authority
WO
WIPO (PCT)
Prior art keywords
cracking
gas
pipe
cylinder
exhaust
Prior art date
Application number
PCT/IB2011/002802
Other languages
English (en)
Russian (ru)
Inventor
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 (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 Baubek Nariman Askaruly, Baubek Askar Aposhuly, Shegebaev Erkin Temirtasovich, Baubek Meirman Askaruly filed Critical Baubek Nariman Askaruly
Publication of WO2012110846A1 publication Critical patent/WO2012110846A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M1/00—Carburettors with means for facilitating engine's starting or its idling below operational temperatures
    • F02M1/16—Other means for enriching fuel-air mixture during starting; Priming cups; using different fuels for starting and normal operation
    • F02M1/165—Vaporizing light fractions from the fuel and condensing them for use during starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/20—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0626—Measuring or estimating parameters related to the fuel supply system
    • F02D19/0628—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position
    • F02D19/0631—Determining the fuel pressure, temperature or flow, the fuel tank fill level or a valve position by estimation, i.e. without using direct measurements of a corresponding sensor
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • a utility model relates to power systems for internal combustion engines.
  • the closest technical solution 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.
  • 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.
  • the cracked fuel enters the intake manifold in the form of a continuous air-fuel flow at a temperature not exceeding the ambient temperature.
  • 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.
  • 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
  • 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,
  • FIG. 1 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
  • 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.
  • 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.
  • an inlet valve 10 is installed 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).
  • cylinder 21 it returns - translational movement of the piston 20 from the top dead center to the bottom dead center.
  • 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.
  • an exhaust valve 8 is installed at the junction of the exhaust pipe 22 with 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.
  • a temperature sensor 6 is installed on the exhaust pipe 22 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.
  • 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.
  • 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.
  • 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.
  • the utility model is implemented as follows.
  • the user assembles the device as described above.
  • the user fills the cracking gas cylinder 19 with starting gas, and the gas tank 26 with gasoline.
  • 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.
  • 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).
  • intake stroke both valves (intake valve 10 and exhaust valve 8 are closed), the gas-air mixture is compressed.
  • the gas-air mixture 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 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.
  • 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
  • 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.
  • the cooled cracking gases through the second crack pipe g-gases 18 enter the cracking gas cylinder 19 through the check valve 16.
  • 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 .
  • the cracked gases replace the starting gases.
  • the process occurs as described above.
  • 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.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne des systèmes d'alimentation de moteurs à combustion interne à pistons. Le moteur comprend au moins un cylindre avec une tubulure d'admission et une tubulure d'échappement, un réservoir de carburant, une bouteille pour gaz de craquage, un dispositif de craquage, une pompe à essence, un capteur de température, une unité de commande, un système d'échappement du moteur, un mélangeur, un filtre à air et un dispositif de refroidissement de gaz de craquage. Le système d'échappement du moteur comprend une tuyauterie de gaz usés relié en série à la tubulure d'échappement. Le capteur de température est monté sur la tubulure d'échappement et relié à l'unité de commande. L'unité de commande est reliée à la pompe à essence. Le dispositif de craquage est remonté de manière à assurer le contact thermique avec le système d'échappement du moteur. La pompe à essence est reliée par son entrée au réservoir à essence et, par sa sortie, au dispositif de craquage. Le dispositif de craquage est relié à la soupape de dérivation qui, à son tour, es reliée au dispositif de refroidissement de gaz de craquage. Le dispositif de refroidissement de gaz de craquage est relié à la soupape de retour reliée à la bonbonne pour gaz de craquage. A la sortie de la bouteille pour gaz de craquage on a monté un réducteur relié au mélangeur. Le mélangeur est relié au filtre à air et à la tubulure d'admission. Le résultat technique consiste en ce que l'indice d'octane augmente lors de l'utilisation d'essences à indice d'octane élevé et permet le démarrage du moteur à températures plus basses.
PCT/IB2011/002802 2011-02-15 2011-08-25 Moteur à combustion interne WO2012110846A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
RU2011105602 2011-02-15
RU2011105602 2011-02-15

Publications (1)

Publication Number Publication Date
WO2012110846A1 true WO2012110846A1 (fr) 2012-08-23

Family

ID=46671978

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2011/002802 WO2012110846A1 (fr) 2011-02-15 2011-08-25 Moteur à combustion interne

Country Status (1)

Country Link
WO (1) WO2012110846A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019123270A1 (fr) * 2017-12-19 2019-06-27 Carlos Enrique Baquero Medina Economiseur de combustible par préchauffage, admission de combustible alternatif et immersion dans un champ magnétique
CN116220962A (zh) * 2023-05-06 2023-06-06 四川华气动力有限责任公司 一种用于炼化高炉尾气的大功率燃气发动机

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2939708A1 (de) * 1979-09-29 1981-04-16 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur erwaermung eines teils des kraftstoff-luft-gemisches-zufuehrsystems einer brennkraftmaschine
SU1222878A1 (ru) * 1984-10-29 1986-04-07 Коми филиал Всесоюзного научно-исследовательского института природных газов Устройство дл подачи газа в двигатель внутреннего сгорани
SU1638347A1 (ru) * 1988-08-23 1991-03-30 Уральский Автомоторный Завод Двигатель внутреннего сгорани с принудительным зажиганием и испарителем
RU2048652C1 (ru) * 1992-12-03 1995-11-20 Владимир Александрович Щербинин Система питания для газового двигателя внутреннего сгорания
WO2006138452A2 (fr) * 2005-06-15 2006-12-28 C.M.C Israel Haber Lerner Ltd. Ameliorations des performances a combustion interne
RU2317486C2 (ru) * 2006-03-03 2008-02-20 Валентин Михайлович Николаев Система подачи топлива

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2939708A1 (de) * 1979-09-29 1981-04-16 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zur erwaermung eines teils des kraftstoff-luft-gemisches-zufuehrsystems einer brennkraftmaschine
SU1222878A1 (ru) * 1984-10-29 1986-04-07 Коми филиал Всесоюзного научно-исследовательского института природных газов Устройство дл подачи газа в двигатель внутреннего сгорани
SU1638347A1 (ru) * 1988-08-23 1991-03-30 Уральский Автомоторный Завод Двигатель внутреннего сгорани с принудительным зажиганием и испарителем
RU2048652C1 (ru) * 1992-12-03 1995-11-20 Владимир Александрович Щербинин Система питания для газового двигателя внутреннего сгорания
WO2006138452A2 (fr) * 2005-06-15 2006-12-28 C.M.C Israel Haber Lerner Ltd. Ameliorations des performances a combustion interne
RU2317486C2 (ru) * 2006-03-03 2008-02-20 Валентин Михайлович Николаев Система подачи топлива

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019123270A1 (fr) * 2017-12-19 2019-06-27 Carlos Enrique Baquero Medina Economiseur de combustible par préchauffage, admission de combustible alternatif et immersion dans un champ magnétique
CN116220962A (zh) * 2023-05-06 2023-06-06 四川华气动力有限责任公司 一种用于炼化高炉尾气的大功率燃气发动机
CN116220962B (zh) * 2023-05-06 2023-07-07 四川华气动力有限责任公司 一种用于炼化高炉尾气的大功率燃气发动机

Similar Documents

Publication Publication Date Title
US7013845B1 (en) Emissions reduction system for an internal combustion engine
CN109083770B (zh) 操作内燃机的方法
GB2431203B (en) Operating internal combustion engines with plant oil
CN102251897A (zh) 内燃机多燃料预混合燃烧系统
WO2010036093A1 (fr) Moteur à combustion interne
EA032894B1 (ru) Способ и система оптимальной подачи топлива в двигатель
JP2012514175A5 (fr)
CN101571069A (zh) 内燃机双燃料燃烧系统
US10550798B2 (en) LPG fuel system
NO305289B1 (no) FremgangsmÕte ved forbrenning av et vannholdig drivstoff i en forbrenningsmotor
JP6125777B2 (ja) 往復動ピストン内燃機関及び往復動ピストン内燃機関を運転する方法
KR101246901B1 (ko) 브라운 가스를 이용하는 엔진 시스템, 이를 포함하는 선박 및 브라운 가스를 이용하는 엔진의 구동방법
KR20180122712A (ko) 내연 기관의 제어 장치 및 내연 기관의 제어 방법
US8414288B2 (en) Combustion system and method
CN103266950A (zh) 一种油水燃料复合式废气动力型二行程发动机
WO2012110846A1 (fr) Moteur à combustion interne
KR101186290B1 (ko) 브라운 가스를 이용하는 엔진 시스템 및 엔진의 구동방법
RU192116U1 (ru) Индукционный подогреватель впускного воздуха дизеля типа в-2
RU104243U1 (ru) Двигатель внутреннего сгорания
KR101186289B1 (ko) 브라운 가스를 이용하는 엔진 시스템 및 엔진의 구동방법
JP2023010579A (ja) ２ストロークユニフロー掃気クロスヘッド式内燃機関及びこれを動作させる方法
CN101903635B (zh) 用于内燃发动机的供应装置
EP4155526A1 (fr) Buse d'admission de carburant
KR101739440B1 (ko) 동력 장치
RU2168030C2 (ru) Термодинамический цикл и двигатель цаголовых р.с. и а.р.

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11858831

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11858831

Country of ref document: EP

Kind code of ref document: A1