WO2014104908A1

WO2014104908A1 - Internal combustion engine

Info

Publication number: WO2014104908A1
Application number: PCT/RU2012/001105
Authority: WO
Inventors: Ирек Абударович ГАЛЕЕВ; Дамир Абударович ГАЛЕЕВ
Original assignee: Galeev Irek Abudarovich; Galeev Damir Abudarovich
Priority date: 2012-12-24
Filing date: 2012-12-24
Publication date: 2014-07-03

Abstract

The claimed engine design is meant for use in piston-type internal combustion engines. The engine contains a cylinder (1) having therein a piston (2) linked to a connecting rod (3). A crankshaft (4) is installed in a crankcase (5) and can rotate within supports (6). A nozzle (7) is provided in the head of the cylinder (1), said nozzle having an outlet into a combustion chamber (8) having a volume equal to 0.03 of the engine capacity. The combustion chamber (8) is provided in the crown of the piston (2). A first oval gear (9) is rigidly affixed to the crankshaft (4) and is capable of interacting with a second oval gear (10), which is rigidly affixed to an additional shaft (11). The shaft (11) is installed within rotation supports and can rotate conjointly with the gear (10). An increase in the efficiency of engine operation resulting from a more complete combustion of fuel is achieved by means of the engine having a combustion chamber with a volume which is equal to 0.016-0.045 of the capacity of the engine.

Description

INTERNAL COMBUSTION ENGINE

FIELD OF THE INVENTION

The invention relates to the field of mechanical engineering, in particular, to piston-type internal combustion engines, mainly gasoline, diesel. As fuel in the inventive reciprocating internal combustion engine can be used, for example:

- liquids — gasoline, diesel fuel, alcohols, biodiesel;

- Gases — liquefied gas, natural gas, hydrogen, gaseous products of oil cracking, biogas;

- carbon monoxide produced in the gas generator, which is part of the fuel system of the engine, from solid fuel (coal, peat, wood).

State of the art

A known design of a reciprocating internal combustion engine described in the patent of the Russian Federation N ° 119035 for the utility model “Internal combustion engine”, filed April 13, 2012 and published August 10, 2012.

The specified engine comprises a cylinder with a piston placed inside it, connected to the connecting rod, a crankshaft, two non-circular gears, the first of which is rigidly fixed to the crankshaft, and the second with the possibility of interaction with the first is rigidly fixed to the additional shaft in such a way that at the positions of the crankshaft corresponding to the piston at the top and bottom dead center, the distance from the poles of engagement of the first wheel with the second to the axis of rotation of the first wheel is 1.1-5 distances from these poles gearing to the axis of rotation of the second wheel, and at crankshaft positions corresponding to the piston being in the middle of its stroke, the distance from the gearing poles of the first wheel to the second to the rotation axis of the first wheel is 0.2-0.9 the distance from these gearing poles to the rotation axis the second wheel, and non-circular gears are made elliptical or oval.

A disadvantage of the known internal combustion engine is the insufficient efficiency of operation due to incomplete combustion of fuel in the engine. This is due to the fact that the angular velocity of rotation of the the crankshaft in internal combustion engines reaches 700 radians per second, and there is not enough time for high-quality mixture formation, which ensures complete fuel combustion in a rather large volume when the piston passes in the region of top dead center.

Disclosure of the invention

The objective of the claimed invention is to increase the efficiency of the internal combustion engine, and the technical result, allowing to solve this problem, is a better mixture formation, providing complete combustion of fuel by reducing the volume of the combustion chamber in which it occurs.

The invention consists in that:

In the known internal combustion engine, comprising a cylinder with a piston disposed inside it and connected to a connecting rod, a crankshaft with a first non-circular gear wheel fixed thereon, an additional shaft and a second non-circular gear wheel rigidly mounted on the additional shaft with the possibility of interaction with the first non-circular gear wheel in such a way that, with the positions of the crankshaft corresponding to the piston at the top and bottom dead centers, the distance from the gearing poles of the first wheel with the distance to the axis of rotation of the first wheel is 1.1 - 5 distances from these gearing poles to the axis of rotation of the second wheel, and for the positions of the crankshaft corresponding to the piston in the middle of its stroke, the distance from the gearing poles of the first wheel to the second the axis of rotation of the first wheel is 0.2 - 0.9 distances from these poles of engagement to the axis of rotation of the second wheel, according to the invention, it has a combustion chamber, the volume of which is 0.016 - 0.045 of the working volume of the engine.

In particular cases of the invention, the combustion chamber is located in the cylinder head, while the combustion chamber may have a cylindrical shape, the shape of two truncated cones mated with large bases, or the shape of a cylinder mated with a truncated cone, which is directed toward the large base adjacent to the cylinder piston.

In other particular cases of the invention, the combustion chamber is located in the piston bottom or simultaneously in the cylinder head and in the bottom piston, while the combustion chamber may have a spherical or elliptical shape.

The presence of a combustion chamber in the engine, the volume of which is 0.016-0.045 of the engine’s working volume, due to a significant reduction in the volume of the combustion chamber, allows the air flow to repeatedly wrap inside the chamber, which allows more even distribution of fuel in the stream and thereby ensures complete combustion during movement piston at top dead center.

All this allows you to create optimal spatio-temporal conditions for complete combustion of fuel and thereby increase the efficiency of the internal combustion engine.

In this case, the combustion chamber may be located in the cylinder head and may have a cylindrical shape, the shape of two truncated cones paired with large bases, or the shape of a cylinder paired with a truncated cone, which is directed toward the piston by the large base adjacent to the cylinder .

In this case, the combustion chamber may be located in the piston bottom or simultaneously in the cylinder head and in the piston bottom, while the combustion chamber may have a spherical or elliptical shape.

The proposed set of essential features gives the inventive internal combustion engine new properties to solve the problem.

The inventive internal combustion engine has a novelty in comparison with the prototype, differing from it in that:

- it has a combustion chamber, the volume of which is 0.016 - 0.045 of the working volume of the engine,

- the combustion chamber is located in the cylinder head,

- the combustion chamber has a cylindrical shape,

- the combustion chamber has the form of two truncated cones, paired with large bases,

- the combustion chamber is in the form of a cylinder mated to a truncated cone, which is directed toward the piston by a large base adjacent to the cylinder; - the combustion chamber is located in the piston bottom,

- the combustion chamber is located simultaneously in the cylinder head and in the piston bottom,

- the combustion chamber has a spherical shape,

- the combustion chamber has an elliptical shape.

The claimed invention can find wide application in mechanical engineering, in particular, in piston-type internal combustion engines, therefore it meets the patentability condition “industrial applicability”.

The applicant does not know the internal combustion engine that has the above distinctive essential features that allow you to explicitly achieve the same technical result, it does not follow explicitly from the prior art studied by him, therefore, the applicant believes that the claimed invention meets the patentability condition “inventive level".

List of drawings

The inventive internal combustion engine is illustrated by drawings on the example of a two-stroke gasoline engine, which are presented on:

FIG. 1. General view of the internal combustion engine with a partial section when the piston is at top dead center.

FIG. 2. A variant of the location of the combustion chamber in the piston bottom.

FIG. 3. A variant of the location of the combustion chamber in the cylinder head.

FIG. 4. A variant of the location of the combustion chamber simultaneously in the cylinder head and in the piston bottom. Preferred Embodiment

The internal combustion engine shown in the drawings (see Figs. 1 to 4) comprises a cylinder 1 with a piston 2 located inside it and connected to a connecting rod 3, a crankshaft 4 mounted in a crank chamber 5 with the possibility of rotation in bearings 6, placed in the cylinder head 1, an injector 7 with an exit to the combustion chamber 8 located in the piston bottom 2. The combustion chamber 8 has a spherical shape, its volume is 0.03 of the engine displacement. The first oval gear wheel 9 is rigidly fixed on the crankshaft 4 with the possibility of interaction with the second oval gear wheel 10, rigidly mounted on the additional shaft 11. The shaft 11 is mounted in the bearings of rotation (not shown) with the possibility of joint rotation with the gear wheel 10.

The distance from the poles 12 and 13 of the engagement of the first wheel 9 with the second wheel 10 (see Fig. 1) to the axis of rotation of the first wheel 9 at the positions of the crankshaft 4 corresponding to the location of the piston 2 in the upper and lower dead points is 2, 0 distance from the poles of the gearing 12 and 13 to the axis of rotation 15 of the wheel 10.

The distance from the poles 16 and 17 of the engagement of the first wheel 9 with the second wheel 10 (see Fig. 2) to the axis of rotation of the first wheel 9 at the positions of the crankshaft 4, corresponding to the location of the piston 2 in the middle of its stroke, is 0.5 distance from the engagement poles 16 and 17 to the axis of rotation 15 of the second wheel 10. The direction of rotation of the wheels 9, 10 in FIG. 1 and 2 are shown by arrows.

The ratio of the distances from the poles of engagement 12 and 13 to the axis of rotation of the first wheel 9 at the positions of the crankshaft 4 corresponding to the location of the piston 2 at the top and bottom dead centers can be from 1.1 to 5.0, the distance from the poles 12 and 13 gearing to the axis of rotation of the wheel 10 of the wheel 10, the ratio of the distances from the poles 16 and 17 of the gearing to the axis of rotation of the first wheel 9 at the position of the crankshaft 4 corresponding to the location of the piston 2 in the middle of its stroke can be from 0.2 to 0.9 distance from gear poles 16 and 17 to axis 15 rotated I the second wheel 10, and the volume of the combustion chamber may range from 0.016 to 0.045 of engine displacement, which allows to achieve the required technical result.

The additional shaft 11 in this embodiment is a power take-off shaft; a flywheel is mounted on it 18. For inlet of the fuel-air mixture, the cylinder 1 has an inlet 19 window with a valve 20 and a purge 21 window, and an exhaust 22 window for exhaust gases. .

The engine contains other parts and components known to those skilled in the art, including, but not limited to, electrical wiring, pump (s), cooler, other parts for the mechanical action of the engine (not shown). AT W

6

This application sets forth only those design features that are necessary for understanding the essence of the invention.

The inventive internal combustion engine operates as follows.

5 The engine cycle begins with a compression stroke when the crankshaft

4 is at 180 °. In this case, the piston 2 is at bottom dead center, the first wheel 9 is engaged with the second wheel 10 at the gearing pole 13. The flywheel 18 has an angular velocity ω.

When the internal combustion engine is running, the moment of inertia of the load, which includes: the flywheel, transmission mechanisms, etc., is higher than the moment of inertia of the crankshaft, connecting rod and piston, so the relative fluctuations in the angular velocity of the flywheel 18 are insignificant, the additional shaft 11 within one revolution it rotates with almost constant angular velocity.

5 The piston 2, due to the inertia of the flywheel 18, moves from the bottom dead center to the top dead center, and the cylinder 1 is purged with fresh air.

After the piston 2 first shuts off the purge 21, and then the outlet 22 of the windows, in the cylinder 1, the process of purging the combustion products 0 of the fuel and filling it with fresh air ends, the compression of the air entering the cylinder 1 begins.

Simultaneously with the process of compressing air in the cylinder 1 and the combustion chamber 8 in the crank chamber 5, due to its tightness, a vacuum is created under the piston 2, under the influence of which fresh air enters the chamber 5 through the inlet 19 ok-5 but with the opening valve 20 next work cycle.

The compression of air in the combustion chamber 8 and the creation of rarefaction in the crank chamber 5 occurs due to the energy of the flywheel 18, the torque of which is transmitted through the additional shaft 11 to the second wheel 10, from it to the first wheel 9 and through the crankshaft 4 and the connecting rod 3 per piston 2.

When the piston 2 reaches the top dead center (see Fig. 1), the first wheel 9 is engaged with the second wheel 10 in the engagement pole 12. The nozzle 7 injects fuel into the combustion chamber 8. Since due to the high pressure at the end of the compression stroke, the temperature of the compressed air in it exceeds 700 ° C; self-ignition of the fuel occurs in the combustion chamber 8. When this air stream is repeatedly wrapped inside the combustion chamber 8, evenly distributing the fuel in the stream and ensuring its complete combustion.

The energy released during fuel combustion acts on the piston 2, forcing it to move towards the bottom dead center. When the piston 2 moves in the region of top dead center, the angular velocity of the first wheel 9 is approximately two times less than the angular velocity of the second wheel 10, since the ratio of the distance from the engagement pole 12 to the axis of rotation of the first wheel 9 to the distance from the engagement pole 12 to the axis of rotation 15 of the second wheel 10 is close to 2.0. Due to the small volume of the combustion chamber 8 with a high velocity of vortex flows in it during the movement of the piston 2, complete combustion of the fuel occurs in the region of the top dead center.

Moving under the pressure of hot gases downward, the piston 2 creates a high pressure in the crank chamber 5. Under pressure, the valve 20 closes, preventing air from escaping through the inlet window 19.

When the piston 2 approaches the bottom dead center, the exhaust window 22 opens and the exhaust gas begins to discharge into the atmosphere, the pressure in the cylinder 1 decreases. With further movement, the piston 2 opens the purge 21 window, the compressed air in the crank chamber 5 enters the cylinder 1, purging it from the residual exhaust gases.

The cycle ends and then a new cycle begins.

The inventive internal combustion engine in comparison with the prototype is more economical due to more complete combustion of the fuel due to a decrease in the volume in which it occurs.

The inventive internal combustion engine is also more environmentally friendly, since the fuel in it burns completely and during its operation there is no emission of unburned fuel residues with exhaust gases into the atmosphere.

Industrial applicability

The present invention is implemented using universal equipment widely used in industry.

Claims

CLAIM

1. An internal combustion engine comprising a cylinder with a piston disposed within it and connected to a connecting rod, a crankshaft with a first non-circular gear wheel fixed thereon, an additional shaft and a second non-circular gear wheel rigidly mounted on an additional shaft with the possibility of interaction with the first non-circular gear wheel in such a way that when the positions of the crankshaft correspond to the piston at the top and bottom dead center, the distance from the gearing poles of the first wheel with the second the axis of rotation of the first wheel is 1.1 - 5 distances from these engagement poles to the axis of rotation of the second wheel, and at crankshaft positions corresponding to the piston being in the middle of its stroke, the distance from the engagement poles of the first wheel with the second to the axis of rotation of the first wheel is 0 , 2 - 0.9 distance from these poles of engagement to the axis of rotation of the second wheel, characterized in that it has a combustion chamber, the volume of which is 0.016 - 0.045 of the engine displacement.

2. An internal combustion engine according to claim 1, characterized in that the combustion chamber is located in the cylinder head.

3. An internal combustion engine according to claim 2, characterized in that the combustion chamber has a cylindrical shape.

4. The internal combustion engine according to claim 2, characterized in that the combustion chamber has the form of two truncated cones, conjugated by large bases.

5. An internal combustion engine according to claim 2, characterized in that the combustion chamber has the shape of a cylinder mated to a truncated cone, which is directed toward the piston by a large base adjacent to the cylinder.

6. The internal combustion engine according to claim 1, characterized in that the combustion chamber is located in the piston bottom.

7. The internal combustion engine according to claim 1, characterized in that the combustion chamber is located simultaneously in the cylinder head and in the piston bottom.

8. The internal combustion engine according to claim 6 or 7, characterized in that that the combustion chamber has a spherical shape.

9. The internal combustion engine according to claim 6 or 7, characterized in that the combustion chamber has an elliptical shape.