WO2013105876A2

WO2013105876A2 - Method for operating an internal combustion engine

Info

Publication number: WO2013105876A2
Application number: PCT/RU2012/001059
Authority: WO
Inventors: Ривенер Мусавирович ГАБДУЛЛИН
Original assignee: Gabdullin Rivener Musavirovich
Priority date: 2011-12-05
Filing date: 2012-12-13
Publication date: 2013-07-18
Also published as: RU2485334C1; WO2013105876A3; RU2011149349A

Abstract

The invention relates to motor construction and specifically to internal combustion piston engines. The technical result of the invention consists in using a fuel with a low octane number, reducing the specific fuel consumption at minimum speeds and during idling, and also producing a maximum output power and torque at maximum speeds. On medium and maximum loads, air is fed into the combustion chamber by a compressor, and in the idling mode and on low loads, the compressor drive is disconnected from the engine shaft, and a feed of air into the combustion chamber is performed by creating a pressure drop between the atmosphere and the combustion chamber. The temperature and pressure of the compressed air fed by the compressor and the operating conditions for the compressor are regulated by changing the transmission ratio between the engine shaft and the compressor drive by means of a continuously variable variator. The compressor drive is additionally connected to the transmission shaft of the motor vehicle with the aid of a controllable clutch, and on low loads the controllable clutch of the compressor drive with the transmission shaft of the motor vehicle is left switched on. The air fed into the combustion chamber is additionally compressed in the compressor, which is driven by the energy of the products of combustion.

Description

The method of operation of the internal combustion engine

Technical field

The invention relates to engine building, namely to piston internal combustion engines.

State of the art

A known method of ignition in an internal combustion engine (US patent N ° 6655327 dated 12/02/2003), for which an engine is proposed in which there are intermediate upper and lower dead points at which the direction of movement of the piston changes. The air supplied to the engine is compressed to a certain pressure and supplied to the combustion chamber with or without fuel during part of the stroke determined by the required moment at various engine speeds when the piston is located before or after TDC and the fuel is ignited by the air supplied during the stroke.

This technical solution has several disadvantages, namely:

- the compressor and engine are on the same shaft, which makes it impossible to adjust the compressor in accordance with the required compression ratio of the fuel-air mixture;

- the use of two compressors in series, the performance of which depends entirely on the engine operating mode, which makes it difficult to ensure high pressure of compressed gas at low speeds, on the one hand, and on the other hand, the need to relieve excess pressure at high speeds, which reduces the coefficient engine efficiency;

- The flash point depends on the engine operating mode and has significant limitations at high loads and low revs; -diesel version of the engine will not work, because it is impossible to ignite the injected fuel in chilled (for example, as suggested by water).

Known internal combustion engine (US patent _Na 6543225 from 04/08/2003) with a four-stroke cycle containing a crankshaft and associated power piston in one cylinder and a compression piston in the second cylinder. For one revolution the crankshaft of the power piston ensures the flow of the working cycle and the exhaust stroke, and the compression piston for the same revolution of the crankshaft ensures the flow of the intake stroke and the compression cycle. Both cylinders are connected by a gas channel to the inlet and outlet valves, forming a pressure chamber between them, in which the gas pressure specified from the ignition condition is maintained through the inlet and outlet valves for a full four-stroke cycle. The axis of the power piston is offset relative to the axis of the crankshaft so that the point of maximum combustion pressure acts on the power piston, combining it with the point of maximum torque applied to the crankshaft during the working cycle.

This technical solution has several disadvantages, namely:

- difficulties in ensuring high pressure of compressed gas at low speeds of rotation, on the one hand, and on the other hand, the need to relieve excess pressure at high speeds of rotation, which reduces the efficiency of the engine;

- bypassing the compressed charge from one cylinder to another through a gas channel with inlet and outlet valves dramatically reduces engine efficiency at high speeds;

A known method of operation of an internal combustion engine (RF patent 2414619 from 05/04/2008) with a description of the rotor and piston options for its implementation and adopted as a prototype, with the supply of compressed air to the receiver the compressor driven by the engine through the variator, and, during an increase in the volume of the combustion chamber, the supply of fuel and compressed air is controlled by the moment of closing the intake shut-off element and subsequent ignition of the fuel-air mixture, while changing the ratio of the volume of the combustion chamber at the time of ignition to the value engine displacement. In both variants of the method, the complete cycle of the internal combustion engine occurs in one revolution of the shaft.

Known technical solution has disadvantages, namely:

- constant kinematic connection of the shaft of the expansion machine with the compressor shaft at all engine operating modes;

- increased fuel consumption at idle and at low speeds;

Disclosure of invention

The problem to which the present invention is directed, is to reduce specific fuel consumption at minimum revolutions and idling, as well as obtaining maximum output power and torque at maximum revolutions.

The technical result of the invention is the ability to operate the engine without the compression process of the fuel-air mixture, using cheap low-octane fuels at minimum speed and idle, as well as a multiple increase in power and torque with detonation-free engine operation at medium and high loads.

The problem is solved, and the technical result is achieved by changing the ratio of the volume of the combustion chamber at the time of ignition of the fuel-air mixture to the size of the working volume, according to the invention, at medium and maximum loads of air into the chamber by changing the moment of closing the inlet shut-off element combustion is supplied by the compressor, and at idle stroke and light loads, the compressor drive is disconnected from the engine shaft, and air is supplied to the combustion chamber by creating a pressure differential between the atmosphere and the combustion chamber.

The task is also achieved by the fact that the temperature and pressure of the compressed air supplied by the compressor are controlled.

The task is also achieved by regulating the compressor by changing the gear ratio between the engine shaft and the compressor drive, for example, using a gearbox or a continuously variable variator.

The task is also achieved by the fact that the compressor drive is additionally connected to the transmission shaft of the vehicle using a controlled clutch.

The task is also achieved by the fact that at low loads the controlled clutch of the compressor drive with the transmission shaft of the car is left on.

The task is also achieved by the fact that the air supplied to the combustion chamber is additionally compressed in a compressor driven by the energy of the combustion products.

The task is also achieved by the fact that the fuel-air mixture is prepared by injecting fuel with a nozzle into the combustion chamber.

The piston internal combustion engine for implementing the proposed method is divided into two functional parts: a compressor and an expansion machine (Figure 1), and contains a cylinder 1 with a cover 2, in which the piston 3 is movably mounted, forming together the combustion chamber 4. The piston 3 transmits translational motion through the crank mechanism 5 to the shaft of the engine 6 in the form of torque. On the cover 2 of cylinder 1 are a pressure inlet shut-off element 7, an atmospheric inlet shut-off element 8, a spark plug 9 and an exhaust shut-off element 10. The engine shaft 6 transmits torque to the variator 11, which drives the compressor 12, connected via an air line 13 to the receiver 14 , across non-return valve 15. The receiver 14 is connected by a channel 16 through the intake shutter 7 to the combustion chamber 4. The shaft of the engine 6 is connected to the shaft 17 of the variator 11 by means of a controlled clutch 18, for example, friction, hydraulic, etc. for connecting or disconnecting the shafts 6 and 17. Exhaust gases are discharged from the combustion chamber 4 through the exhaust shut-off element 10 and the exhaust channel 19. Atmospheric air enters the combustion chamber 4 through the channel 20 through an atmospheric inlet shut-off element 8. At the point of atmospheric air entry into the channel 20, an air filter and a boost (not shown) may be installed. The shaft 17 of the variator 11 is connected to the shaft 21 of the vehicle’s transmission by means of a controlled clutch 22, for example, friction, hydraulic, etc. for connecting or disconnecting shafts 21 and 17. Fuel may be supplied to the cylinder by a nozzle or through a carburetor (not shown). In addition to receiver 14, at least one additional receiver (not shown) may be used. The pressure of the compressed air in each receiver is different from each other, and the air supply from each receiver individually or together depends on the operating mode of the engine. Compressed air before entering the combustion chamber 4 can be cooled, for example, using a radiator (not shown).

Brief Description of the Drawings

In the drawings (Fig.2-6) of the longitudinal section of the engine shows the main processes of the piston internal combustion engine in idle mode and at low loads. The actuation of the locking elements 7, 8 and 10, the spark plug 9, as well as the direction of movement of air and exhaust gases are shown by arrows. The controlled clutch 18 is disconnected and disconnects the shaft 6 from the shaft 17.

In the drawings (Figs. 7-11), the longitudinal section of the engine shows the main processes of the piston internal combustion engine in afterburner mode for large and medium loads. Actuation of the locking elements 7 and 10, spark plug 9, as well as the direction of movement air and exhaust are shown by arrows. The controlled coupling 18 is engaged and connects the shaft 6 to the shaft 17.

The drawing (Fig) shows a longitudinal section of the engine with the included clutch 18 and 22.

The best embodiment of the invention

The method of operation of the internal combustion engine in idle and at low loads (Figure 2-6) is as follows.

At the beginning of the expansion of the combustion chamber 4 (Figure 2) when the piston moves

3 from the top dead center, an atmospheric inlet shut-off element 8 is opened and atmospheric air is sucked into the combustion chamber 4 from the environment through the channel 20. The engine is connected directly to the vehicle’s transmission, and the compressor 12 is disconnected from the engine by a controlled clutch 18 and air enters the combustion chamber 4 directly from the atmosphere. At the same time, the calculated amount of fuel is supplied to the combustion chamber 4 through a nozzle or carburetor, which, mixed with atmospheric air, forms a fuel-air mixture in the combustion chamber 4. Upon reaching the predetermined volume in the combustion chamber 4, the atmospheric intake shut-off element 8 closes, the process of preparing the fuel-air mixture is completed, and the mixture itself is forcibly ignited by the spark plug 9 (FIG. 3). The resulting increased pressure of the burning gases in the combustion chamber 4 carries out the process of stroke, moreover, the pressure of the burning gases acts on the moving piston 3 and performs work to the maximum expansion of the volume of the combustion chamber 4 and the piston 3 reaches bottom dead center. After the piston 3 reaches the bottom dead center (FIG. 4), the working stroke is completed. When the piston 3 moves from the bottom dead center, the exhaust shut-off element 10 opens and the process of exhaust gas discharge through the exhaust channel 19 begins by reducing the volume of the combustion chamber 4 due to the movement of the piston 3 from the bottom dead center up (Figure 5). After reaching the top dead center by the piston and completing the exhaust process, the exhaust shutoff member 10 closes and the atmospheric shutoff member 8 opens (FIG. 6). The full cycle ends and a new cycle begins. Since in idle mode, when the engine is operating separately, and at low loads, when the kinematic connection of the engine and transmission with compressor 12 is disconnected, there is no compression of the fuel-air mixture, the combustion energy of the fuel-air mixture is necessary only to overcome the friction forces moving engine parts and to overcome small engine loads, which reduces fuel consumption in these modes. By changing the opening time of the inlet shutter body 8 for atmospheric air entering the combustion chamber 4 while simultaneously controlling the fuel consumption in the expansion range of the volume of the combustion chamber, it is possible to change, respectively, the volume of the fuel-air mixture and the volume of the stroke. Considering that the fuel is fed into the expanding combustion chamber, and the air comes from the atmosphere, it is possible to use low-grade cheap fuel with a low octane number without detonating engine operation. If there is a turbocharger in the atmospheric manifold, you can also increase engine power.

The method of operation of the piston internal combustion engine in afterburner mode, at large and medium loads (Fig.7-1 1) is as follows.

At the beginning of the expansion of the combustion chamber 4 (Fig. 7), when the piston 3 moves from the top dead center, the pressure inlet shut-off element 7 opens and compressed air enters the combustion chamber 4 from the receiver 14 through the channel 16. The compressor 12 is connected by a controlled clutch 18 to the engine shaft 6, and compressed air flows from the compressor 12 to the receiver 14. The required design pressure in the receiver 14 is maintained due to the presence of a variator 11. At the same time, the estimated amount of fuel is supplied to the combustion chamber 4 through the nozzle or carburetor, which mingling with compressed air forms in the combustion chamber 4 a fuel-air mixture. The pressure in the receiver 14 is maintained above the maximum pressure required for the engine in afterburner mode. When the specified volume and pressure are reached in the combustion chamber 4, the discharge inlet shut-off element 7 closes, the process of preparing the fuel-air mixture is completed, and the mixture itself is forcibly ignited by the spark plug 9 (Fig. 8). The pressure of the burning gases acts on the piston 3 moving down, which makes a working stroke until the maximum expansion of the volume of the combustion chamber 4 and the piston 3 reaches bottom dead center. After reaching the bottom dead center with the piston 3 (FIG. 9), the stroke is completed. When the piston 3 moves from the bottom dead center, the exhaust shut-off element 10 opens and the process of exhaust gas discharge through the exhaust channel 1 begins by reducing the volume of the combustion chamber 4 from maximum to minimum due to the movement of the piston 3 from the bottom dead center up (Figure 10). After reaching the top dead center by the piston and completing the exhaust process, the exhaust shut-off element 10 closes (Fig. 11), the full cycle ends and the next one begins. After reaching the required pressure in the receiver 14, the control clutch 22 connects the engine to the vehicle transmission shaft 21 (Fig. 12).

As a special case, when the car is moving downhill, the engine is disconnected by a controlled clutch 18 from the compressor 12 and the vehicle’s transmission, and the control clutch 22 remains turned on, providing a kinematic connection between the car’s transmission and the compressor 12 to transform the kinetic energy of the car’s movement downhill to fill the receiver 14 with compressed by air. In this case, the operation of the compressor 12 slows down the movement of the car with a decrease in brake pad wear, and the accumulated compressed air in the receiver 14 serves as an additional energy source with a decrease in fuel consumption. There is a minimal “dead” volume in the engine in which the remaining exhaust gas remains, since the piston 3 at the end of the exhaust gas discharge, being at its top dead center, reaches the cylinder cover 2 without touching it, and the whole cycle takes place in one revolution shaft 6 of the engine. This allows a more complete cleaning of the cylinder 1 from the exhaust gases.

Ignition of the air-fuel mixture occurs after the piston 3 passes the top dead center and the crank mechanism 5 is rotated to form the required volume of the combustion chamber 4 for the current operating mode, which reduces shock loads on the piston 3 and increases the engine torque. Changing the opening time of the inlet shutter 7 for the compressed air entering the combustion chamber 4 while controlling the fuel consumption in the expansion range of the volume of the combustion chamber 4, it is possible to change, respectively, the volume of the fuel-air mixture and the volume of the stroke. The presence of the variator 11 allows you to automatically maintain the required pressure in the receiver 14, and the presence of two or more receivers with different values of the compressed air pressure allows you to quickly and without delay switch from one mode of engine operation to another. Compressed air entering the combustion chamber 4 increases the filling ratio and, acting on the piston, performs the work of moving it down. Given that the compressed and cooled air, and with it the fuel, is fed into the expanding combustion chamber 4, it is possible to use fuel with a low octane rating, for example straight-run gasoline, and compressed air with a pressure much higher than the pressure of the compressed fuel air mixture in an internal combustion engine with spark ignition with similar dimensions of the combustion chamber and cylinder displacement using one type of fuel. There will be no detonation in the engine due to the absence of critical values of the compressed air temperature. If we take as an example for comparison a conventional gasoline engine with a spark ignition with a compression ratio of 10, in which the air-fuel mixture is compressed by the piston at its top dead center to a pressure of about 1.5 MPa, and compressed air is supplied in the proposed engine so that after closing the intake shut-off element 7 and before igniting the charge of the air-fuel mixture its pressure in the combustion chamber was approximately 2.3 MPa, and taking into account that the air-fuel ratio is the same in both engines, the power developed by the proposed engine will be about one and a half times higher than that of a conventional engine ator. If, in addition to the above, the closure of the intake shut-off element 7 is made after reaching the volume of the combustion chamber 4 equal to the double volume of the combustion chamber of a conventional engine, the power of the proposed engine will be approximately three times higher than that of a conventional engine. In this case, the working volume of the proposed engine will decrease by about 10%. These capabilities of the engine to instantly increase the specific power can be used on a car during overtaking, on an airplane and a helicopter during take-off, on any other transport or car, where a peak value of the selected power from the engine is required. In addition, the fuel entering the stream of compressed air entering the combustion chamber 4, which, due to the greater pressure difference between the receiver 14 and the combustion chamber 4, has a higher flow rate, which allows better spraying and mixing of the fuel in the combustion chamber 4, as well as cooling the walls cylinder 1.

To improve the filling of the combustion chamber with air at different engine operating modes, one common inlet shut-off element with a pre-chamber can be installed on the cover 2, into which air is supplied through a separate atmospheric shut-off element or pressure shut-off element. In idle mode and at low engine loads, the compressor 12 only works to accumulate compressed air in the receiver 14 and when the compressed air pressure in the receiver 14 reaches a predetermined value, the compressor 12 is disconnected from the expansion machine using a controlled clutch 18, after which, for the engine to work idle a minimum amount of fuel is required, necessary only to overcome the friction forces of moving parts of the engine. In this case, the engine has enough energy to burn the charge with atmospheric pressure. In the presence of large kinetic energy of a moving car, the transmission shaft 21 transmits torque only to the shaft 17 of the compressor 12 through the included controlled clutch 22 and with the controlled clutch 18 turned off, which allows creating a stock of compressed air for subsequent use (Fig. 12). After the compressed air pressure in the receiver 14 reaches the required value, the controlled clutch 22 disconnects the transmission shaft 21 from the shaft 17 of the compressor 12. During long and steep descents of the car, you can use an expansion machine and a compressor for braking, turning on both controlled clutches 18 and 22, and the excess compressed supply air from compressor 12 through pneumatic lines to brake discs and car pads to cool them. For multi-cylinder engines, you can use one compressor (piston, screw, etc.)

The ability to control the compression ratio of the fuel-air mixture and a large fraction of the duration of the stroke in the full cycle of the engine, reaching up to 45% for the proposed engine, compared with the maximum share of 25% in a conventional four-stroke internal combustion engine, makes it easier to start the engine and increases its specific power. It is possible to start the engine with compressed air from the receiver. At low temperatures, the engine can be started and warmed up with other flammable fuels, and after heating, switch to the main fuel.

Industrial applicability

The engine can work with a carburetor or injection, through the nozzle, fuel supply, as well as gas fuel.

Claims

Claim

1. The method of operation of the internal combustion engine by separately supplying air and fuel to the combustion chamber after starting to increase its volume with subsequent ignition of the fuel-air mixture in the increasing volume of the combustion chamber, while regulating the duration of the air supply to the combustion chamber by changing the closing moment of the intake shut-off element , change the ratio of the volume of the combustion chamber at the time of ignition of the fuel-air mixture in it to the value of the working volume, characterized in that At medium and maximum loads, air is supplied to the combustion chamber by the compressor, and at idle and low loads, the compressor drive is disconnected from the engine shaft, and air is supplied to the combustion chamber by creating a pressure differential between the atmosphere and the combustion chamber.

2. The method according to claim 1, characterized in that the temperature and pressure of the compressed air supplied by the compressor are controlled.

3. The method according to claim 1, characterized in that the compressor is controlled by changing the gear ratio between the motor shaft and the compressor drive, for example, using a gearbox or a continuously variable variator.

4. The method according to claim 1, characterized in that the compressor drive is additionally connected to the transmission shaft of the vehicle using a controlled clutch.

5. The method according to claim 4, characterized in that at low loads the controllable clutch of the compressor drive with the transmission shaft of the vehicle is left on.

6. The method according to claim 1, characterized in that the air supplied to the combustion chamber is additionally compressed in a compressor driven by the energy of the combustion products.

7. The method according to claim 1, characterized in that the air-fuel mixture is prepared by injecting fuel with a nozzle into the combustion chamber.