WO2017146598A2 - Aktive verbrennungskammer eines kolbenmotors und verfahren zur übertragung von wärme in der aktiven verbrennungskammer - Google Patents
Aktive verbrennungskammer eines kolbenmotors und verfahren zur übertragung von wärme in der aktiven verbrennungskammer Download PDFInfo
- Publication number
- WO2017146598A2 WO2017146598A2 PCT/PL2017/000011 PL2017000011W WO2017146598A2 WO 2017146598 A2 WO2017146598 A2 WO 2017146598A2 PL 2017000011 W PL2017000011 W PL 2017000011W WO 2017146598 A2 WO2017146598 A2 WO 2017146598A2
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- WO
- WIPO (PCT)
- Prior art keywords
- combustion chamber
- thermal buffer
- thermal
- advantageously
- piston
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 699
- 238000000034 method Methods 0.000 title claims abstract description 73
- 239000000872 buffer Substances 0.000 claims abstract description 404
- 239000000463 material Substances 0.000 claims abstract description 64
- 238000001816 cooling Methods 0.000 claims abstract description 51
- 238000006243 chemical reaction Methods 0.000 claims abstract description 42
- 238000010438 heat treatment Methods 0.000 claims abstract description 29
- 230000006835 compression Effects 0.000 claims abstract description 26
- 238000007906 compression Methods 0.000 claims abstract description 26
- 229910021536 Zeolite Inorganic materials 0.000 claims abstract description 19
- HNPSIPDUKPIQMN-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Al]O[Al]=O HNPSIPDUKPIQMN-UHFFFAOYSA-N 0.000 claims abstract description 19
- 239000010457 zeolite Substances 0.000 claims abstract description 19
- 239000012212 insulator Substances 0.000 claims description 66
- 238000000926 separation method Methods 0.000 claims description 58
- 230000003139 buffering effect Effects 0.000 claims description 35
- 239000000203 mixture Substances 0.000 claims description 28
- 238000010521 absorption reaction Methods 0.000 claims description 27
- 239000011230 binding agent Substances 0.000 claims description 26
- 239000007789 gas Substances 0.000 claims description 22
- 229910045601 alloy Inorganic materials 0.000 claims description 19
- 239000000956 alloy Substances 0.000 claims description 19
- PXHVJJICTQNCMI-UHFFFAOYSA-N nickel Substances [Ni] PXHVJJICTQNCMI-UHFFFAOYSA-N 0.000 claims description 18
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 claims description 16
- 229910052721 tungsten Inorganic materials 0.000 claims description 16
- 239000010937 tungsten Substances 0.000 claims description 16
- WFKWXMTUELFFGS-UHFFFAOYSA-N tungsten Chemical compound [W] WFKWXMTUELFFGS-UHFFFAOYSA-N 0.000 claims description 15
- 239000006096 absorbing agent Substances 0.000 claims description 14
- 238000013461 design Methods 0.000 claims description 14
- 230000033001 locomotion Effects 0.000 claims description 14
- 229910052751 metal Inorganic materials 0.000 claims description 14
- 239000002184 metal Substances 0.000 claims description 14
- 230000035939 shock Effects 0.000 claims description 14
- 239000000446 fuel Substances 0.000 claims description 13
- 239000002071 nanotube Substances 0.000 claims description 13
- 229910000601 superalloy Inorganic materials 0.000 claims description 13
- 239000003921 oil Substances 0.000 claims description 10
- 239000002131 composite material Substances 0.000 claims description 9
- 230000009471 action Effects 0.000 claims description 8
- 239000011810 insulating material Substances 0.000 claims description 8
- 229910052697 platinum Inorganic materials 0.000 claims description 8
- 239000008186 active pharmaceutical agent Substances 0.000 claims description 7
- 229910052759 nickel Inorganic materials 0.000 claims description 7
- 229910052715 tantalum Inorganic materials 0.000 claims description 7
- GUVRBAGPIYLISA-UHFFFAOYSA-N tantalum atom Chemical compound [Ta] GUVRBAGPIYLISA-UHFFFAOYSA-N 0.000 claims description 7
- 229910000838 Al alloy Inorganic materials 0.000 claims description 6
- 229910003271 Ni-Fe Inorganic materials 0.000 claims description 6
- 229910052782 aluminium Inorganic materials 0.000 claims description 6
- 230000031700 light absorption Effects 0.000 claims description 6
- VYZAMTAEIAYCRO-UHFFFAOYSA-N Chromium Chemical compound [Cr] VYZAMTAEIAYCRO-UHFFFAOYSA-N 0.000 claims description 5
- 229910000640 Fe alloy Inorganic materials 0.000 claims description 5
- ZOKXTWBITQBERF-UHFFFAOYSA-N Molybdenum Chemical compound [Mo] ZOKXTWBITQBERF-UHFFFAOYSA-N 0.000 claims description 5
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 claims description 5
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 claims description 5
- 229910052790 beryllium Inorganic materials 0.000 claims description 5
- ATBAMAFKBVZNFJ-UHFFFAOYSA-N beryllium atom Chemical compound [Be] ATBAMAFKBVZNFJ-UHFFFAOYSA-N 0.000 claims description 5
- 229910052804 chromium Inorganic materials 0.000 claims description 5
- 239000011651 chromium Substances 0.000 claims description 5
- 239000003595 mist Substances 0.000 claims description 5
- 229910052750 molybdenum Inorganic materials 0.000 claims description 5
- 239000011733 molybdenum Substances 0.000 claims description 5
- 229910052702 rhenium Inorganic materials 0.000 claims description 5
- WUAPFZMCVAUBPE-UHFFFAOYSA-N rhenium atom Chemical compound [Re] WUAPFZMCVAUBPE-UHFFFAOYSA-N 0.000 claims description 5
- 239000010936 titanium Substances 0.000 claims description 5
- 229910052719 titanium Inorganic materials 0.000 claims description 5
- 229910052720 vanadium Inorganic materials 0.000 claims description 5
- LEONUFNNVUYDNQ-UHFFFAOYSA-N vanadium atom Chemical compound [V] LEONUFNNVUYDNQ-UHFFFAOYSA-N 0.000 claims description 5
- FYYHWMGAXLPEAU-UHFFFAOYSA-N Magnesium Chemical compound [Mg] FYYHWMGAXLPEAU-UHFFFAOYSA-N 0.000 claims description 4
- 229910001080 W alloy Inorganic materials 0.000 claims description 4
- 239000002826 coolant Substances 0.000 claims description 4
- 229910052749 magnesium Inorganic materials 0.000 claims description 4
- 239000011777 magnesium Substances 0.000 claims description 4
- 238000007789 sealing Methods 0.000 claims description 4
- 229910002482 Cu–Ni Inorganic materials 0.000 claims description 3
- 229910018054 Ni-Cu Inorganic materials 0.000 claims description 3
- 229910018481 Ni—Cu Inorganic materials 0.000 claims description 3
- 238000007743 anodising Methods 0.000 claims description 3
- 239000003054 catalyst Substances 0.000 claims description 3
- 150000002739 metals Chemical class 0.000 claims description 3
- 239000007800 oxidant agent Substances 0.000 claims description 3
- 230000008030 elimination Effects 0.000 claims description 2
- 238000003379 elimination reaction Methods 0.000 claims description 2
- 230000001360 synchronised effect Effects 0.000 claims description 2
- 230000001105 regulatory effect Effects 0.000 claims 1
- 239000010410 layer Substances 0.000 description 152
- 238000012546 transfer Methods 0.000 description 45
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical group [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 12
- 230000008569 process Effects 0.000 description 12
- 238000010276 construction Methods 0.000 description 8
- 238000005192 partition Methods 0.000 description 7
- 229910010293 ceramic material Inorganic materials 0.000 description 6
- 239000010408 film Substances 0.000 description 6
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 6
- VZSRBBMJRBPUNF-UHFFFAOYSA-N 2-(2,3-dihydro-1H-inden-2-ylamino)-N-[3-oxo-3-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-yl)propyl]pyrimidine-5-carboxamide Chemical compound C1C(CC2=CC=CC=C12)NC1=NC=C(C=N1)C(=O)NCCC(N1CC2=C(CC1)NN=N2)=O VZSRBBMJRBPUNF-UHFFFAOYSA-N 0.000 description 5
- 229910052799 carbon Inorganic materials 0.000 description 5
- 238000010586 diagram Methods 0.000 description 5
- 238000012545 processing Methods 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
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- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 230000009466 transformation Effects 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 229910052581 Si3N4 Inorganic materials 0.000 description 2
- XUIMIQQOPSSXEZ-UHFFFAOYSA-N Silicon Chemical compound [Si] XUIMIQQOPSSXEZ-UHFFFAOYSA-N 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 2
- 230000002051 biphasic effect Effects 0.000 description 2
- 238000005219 brazing Methods 0.000 description 2
- 238000005056 compaction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 238000004049 embossing Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000029142 excretion Effects 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 239000011888 foil Substances 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 229910021389 graphene Inorganic materials 0.000 description 2
- 229910002804 graphite Inorganic materials 0.000 description 2
- 239000010439 graphite Substances 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- XEEYBQQBJWHFJM-UHFFFAOYSA-N iron Substances [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 238000004519 manufacturing process Methods 0.000 description 2
- 229910052758 niobium Inorganic materials 0.000 description 2
- 239000010955 niobium Substances 0.000 description 2
- GUCVJGMIXFAOAE-UHFFFAOYSA-N niobium atom Chemical compound [Nb] GUCVJGMIXFAOAE-UHFFFAOYSA-N 0.000 description 2
- 230000001590 oxidative effect Effects 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 229910052710 silicon Inorganic materials 0.000 description 2
- 239000010703 silicon Substances 0.000 description 2
- HQVNEWCFYHHQES-UHFFFAOYSA-N silicon nitride Chemical compound N12[Si]34N5[Si]62N3[Si]51N64 HQVNEWCFYHHQES-UHFFFAOYSA-N 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Chemical group O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 2
- FRWYFWZENXDZMU-UHFFFAOYSA-N 2-iodoquinoline Chemical compound C1=CC=CC2=NC(I)=CC=C21 FRWYFWZENXDZMU-UHFFFAOYSA-N 0.000 description 1
- PNEYBMLMFCGWSK-UHFFFAOYSA-N Alumina Chemical class [O-2].[O-2].[O-2].[Al+3].[Al+3] PNEYBMLMFCGWSK-UHFFFAOYSA-N 0.000 description 1
- 229910052582 BN Inorganic materials 0.000 description 1
- ZOXJGFHDIHLPTG-UHFFFAOYSA-N Boron Chemical compound [B] ZOXJGFHDIHLPTG-UHFFFAOYSA-N 0.000 description 1
- PZNSFCLAULLKQX-UHFFFAOYSA-N Boron nitride Chemical compound N#B PZNSFCLAULLKQX-UHFFFAOYSA-N 0.000 description 1
- 229910000861 Mg alloy Inorganic materials 0.000 description 1
- JAWMENYCRQKKJY-UHFFFAOYSA-N [3-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-ylmethyl)-1-oxa-2,8-diazaspiro[4.5]dec-2-en-8-yl]-[2-[[3-(trifluoromethoxy)phenyl]methylamino]pyrimidin-5-yl]methanone Chemical compound N1N=NC=2CN(CCC=21)CC1=NOC2(C1)CCN(CC2)C(=O)C=1C=NC(=NC=1)NCC1=CC(=CC=C1)OC(F)(F)F JAWMENYCRQKKJY-UHFFFAOYSA-N 0.000 description 1
- 230000004308 accommodation Effects 0.000 description 1
- 230000003044 adaptive effect Effects 0.000 description 1
- 238000004026 adhesive bonding Methods 0.000 description 1
- 238000002048 anodisation reaction Methods 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- LTPBRCUWZOMYOC-UHFFFAOYSA-N beryllium oxide Inorganic materials O=[Be] LTPBRCUWZOMYOC-UHFFFAOYSA-N 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 229910052796 boron Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 230000015556 catabolic process Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000005229 chemical vapour deposition Methods 0.000 description 1
- 239000011248 coating agent Substances 0.000 description 1
- 238000000576 coating method Methods 0.000 description 1
- 239000000567 combustion gas Substances 0.000 description 1
- PMHQVHHXPFUNSP-UHFFFAOYSA-M copper(1+);methylsulfanylmethane;bromide Chemical compound Br[Cu].CSC PMHQVHHXPFUNSP-UHFFFAOYSA-M 0.000 description 1
- 239000013078 crystal Substances 0.000 description 1
- 125000004122 cyclic group Chemical group 0.000 description 1
- 230000009849 deactivation Effects 0.000 description 1
- 238000006731 degradation reaction Methods 0.000 description 1
- 229910052736 halogen Inorganic materials 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 230000002045 lasting effect Effects 0.000 description 1
- CPLXHLVBOLITMK-UHFFFAOYSA-N magnesium oxide Inorganic materials [Mg]=O CPLXHLVBOLITMK-UHFFFAOYSA-N 0.000 description 1
- 239000000395 magnesium oxide Substances 0.000 description 1
- AXZKOIWUVFPNLO-UHFFFAOYSA-N magnesium;oxygen(2-) Chemical compound [O-2].[Mg+2] AXZKOIWUVFPNLO-UHFFFAOYSA-N 0.000 description 1
- 239000002075 main ingredient Substances 0.000 description 1
- 239000011159 matrix material Substances 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 150000001247 metal acetylides Chemical class 0.000 description 1
- VUZPPFZMUPKLLV-UHFFFAOYSA-N methane;hydrate Chemical compound C.O VUZPPFZMUPKLLV-UHFFFAOYSA-N 0.000 description 1
- 238000002156 mixing Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 150000004767 nitrides Chemical class 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 238000005498 polishing Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 238000003825 pressing Methods 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000002787 reinforcement Effects 0.000 description 1
- 229910052703 rhodium Inorganic materials 0.000 description 1
- 239000010948 rhodium Substances 0.000 description 1
- MHOVAHRLVXNVSD-UHFFFAOYSA-N rhodium atom Chemical compound [Rh] MHOVAHRLVXNVSD-UHFFFAOYSA-N 0.000 description 1
- HBMJWWWQQXIZIP-UHFFFAOYSA-N silicon carbide Chemical compound [Si+]#[C-] HBMJWWWQQXIZIP-UHFFFAOYSA-N 0.000 description 1
- 229910010271 silicon carbide Inorganic materials 0.000 description 1
- 230000000153 supplemental effect Effects 0.000 description 1
- 239000002344 surface layer Substances 0.000 description 1
- 230000002123 temporal effect Effects 0.000 description 1
- 210000002435 tendon Anatomy 0.000 description 1
- 239000010409 thin film Substances 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- -1 tungsten halogen Chemical class 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/02—Surface coverings of combustion-gas-swept parts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B77/00—Component parts, details or accessories, not otherwise provided for
- F02B77/11—Thermal or acoustic insulation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/10—Pistons having surface coverings
- F02F3/12—Pistons having surface coverings on piston heads
Definitions
- the invention relates to the active combustion chamber of a reciprocating engine and to a method for transferring heat in the active combustion chamber in the period of a single engine operating cycle.
- a piston engine disclosed in Japanese Patent Application No. JP2007239509 has a material for insulating and accumulating heat attached to parts or the entirety of the side wall of the combustion chamber, the piston being made of an alloy. which contains magnesium as the main ingredient.
- a heat insulating combustion chamber and a process for its production are known from European Patent Publication No. EP0313340.
- the combustion chamber is provided with a surface layer of integrated structure which faces the combustion chamber.
- the layer is applied to the lower surface portion of the cylinder head and the upper portion of the cylinder liner, wherein the layer of a thin layer of ceramic material, which has the least possible thickness, and a heat-insulating device is made.
- the heat insulating layer is made of a porous carbon structure placed between the cylinder head lining and the thin layer so as to improve the thermal conditions of the combustion chamber.
- the insulating thin layer which is heated to a high temperature, is made of a material having a low heat capacity, wherein the efficiency of the intake stroke of the engine and the efficiency of the cycle undergo an improvement.
- the resistance of the thin film decreases as a result of a reduction in the thickness of the ceramic material; Reinforcement of the layer takes place through partitions in the form of a grid, which are placed in the heat insulating layer of a porous carbon structure and support the thin layer, wherein common parts of the thin layer and the partition walls are permanently connected to each other.
- the thin layer is made of silicon nitride.
- the process for producing the thermal insulation of the combustion chamber comprises the following steps: Forming a cylinder head lining, consisting of the formation of a lower surface portion of the cylinder head made of ceramic material and forming an upper part of the cylinder liner made of ceramic material, wherein partitions are formed in the form of a grid of ceramic material, filling the gap between the partitions with carbon powder, polishing the Inner surface of the partition walls, which include carbon, and applying ceramic material in a chemical vapor deposition method to the polished inner surface of the partition walls, which include carbon, whereby the layer is connected to the partitions.
- Inserts are an integral part of the combustion chamber equipment or may be separate components connected to the equipment. If the inserts form separate components, they can be connected to the combustion chamber unit by gluing, brazing or brazing methods or by means of screws, pawls or other fastening mechanisms. Inserts may have a coating applied to components of the combustion chamber equipment.
- the insert is made of material selected from the group of boron nitride, aluminum nitride, silicon nitride, graphite, graphene, carbon, beryllium oxide, magnesium oxide, alumium boride, carbon and boron, carbon and silicon, carbides and nitrides, silicon carbide, silicon boride and combinations of these materials or others Materials which have similarly suitable thermal properties is selected.
- platelets have the synthetic characteristics of a matrix of crystals that are adapted to heat retention. Inserts may contain microscopically thin layers of different materials selected with particular thermal properties, such as graphite or graphene, which are low density and relatively high thermal conductivity materials. Layers may be connected to a cooling or heating source to increase the conductivity.
- combustion chamber unit may include sensors and / or components for detecting and transmitting combustion chamber characteristics and events such as temperature and pressure, as well as for returning data to a control unit.
- Such feedback allows unusually rapid and adaptive adjustment to desired factors and characteristics of fuel injection, fuel delivery pressure, retarded fuel injection, combustion chamber pressure and / or temperature synchronization, spark timing, and other parameters.
- German Patent Specification No. DE1 1203 1 102782 discloses an oxide layer formed by anodizing for internal combustion engines and a method for the production thereof.
- the insulating oxide film of low heat capacity and low thermal conductivity is applied to the entire surface of the walls of the combustion chamber facing the interior of the combustion chamber or to a part thereof.
- a compact barrier layer is applied to the combustion chamber on which a porous layer is formed consisting of hollow, upright columns in the center.
- the porous layer has a microstructure with 15% to 40% voids formed inside the columns as well as in the spaces between the columns, the ratio of the diameters of the holes in the columns to the diameters of the columns being in the range of 0.3 to 0.6.
- the porous layer is closed by a thin sealing layer.
- the thickness of the oxide layer is 100 ⁇ to 500 ⁇ , and it can be made of alumite.
- the oxide layer in the working cycle "pendulum” changes the temperature of its surface in proportion to the temperature of the gases in the combustion chamber, and the temperature differences and heat losses are lower, resulting in a 5% improvement in fuel consumption Exhaust rises 15 ° C, resulting in faster disintegration of nitrogen oxides in the course of their deactivation, whereas an oxide layer greater than 500 ⁇ would begin to accumulate even heat, which is unfavorable for fuel economy known cooling systems of piston internal combustion engines regulate the average temperatures of the engine block, which causes the combustion chamber contents through successive operating cycles of the internal combustion engine without distinguishing the thermal requirements in the individual phases of the single cycle in the individual combustion chamber in is cooled in the same way.
- Time constants of the external control system are at least several tens of seconds, whereas thermal changes occur in milliseconds in a single engine operating cycle.
- the contents of the combustion chamber are also cooled after combustion of the mixture, and a part of the thermal energy obtained from the fuel, which is comparable to the outgoing mechanical energy, is supplied from the combustion chamber contents of the external cooling system.
- internal energy of the combustion chamber contents in the power stroke is adjusted by dissipating excess heat to the outside.
- a piston engine which is known from German Patent No. DE 421004, made of the thinnest possible sheet metal with minimum heat capacity casings for protecting the walls of a combustion chamber from combustion gases.
- the sheet metal casing is attached to a metal mesh, so that an insulating air gap is formed between the casing and the wall of the combustion chamber.
- the casings are attached to the head or the piston crown with rings, which allow a free thermal expansion of the casings.
- the mounting rings have bent outer edges so that an air gap is created between the bend and the inner surface of the cylinder.
- the core of the active combustion chamber according to the invention is that inside the combustion chamber there is at least one thermal buffer adjacent to the combustion chamber contents and thermally separated from components of the combustion chamber.
- the thermal buffer is made of a compact material whose volumetric specific heat capacity is greater than 1.1 J / cm K and whose thermal conductivity is greater than 0.1 cm 2 / s.
- the thermal buffer is optionally made of material having the properties of zeolite and advantageously zeolite.
- the thermal buffer has geometrical dimensions and is made of a material such that the value of the total thermal capacity of the thermal buffer is in the range of 100% to 650% of the value of the heat portion taken from the combustion chamber contents the heat input received in the combustion chamber contents is in the range of 5% to 90% of the energy supplied to the combustion chamber contents in a single engine operating cycle.
- the thermal buffer is placed in the upper working space of the combustion chamber and in particular in the peak temperature zone of the combustion chamber contents, the upper working space being above the separating surface which is parallel to the geometric base of the combustion chamber and defined by the position of the piston head at an angular position of the crankshaft which is equal to the separation rotational angle at which the value of the temperature of the combustion chamber contents has a value which is equal to the separation temperature, wherein the separation temperature is equal to the average temperature of the combustion comb he content in the power stroke.
- the thermal buffer is thermally separated from components of the combustion chamber by a thermal insulator.
- the thermal buffer is applied to the side wall of the combustion chamber and integrated with its smooth inner surface and / or the thermal buffer is applied to components of the head of the combustion chamber and / or to the interior of the combustion chamber facing side of valve plates.
- the thermal buffer is made in the form of at least one layer deposited on internal components of the combustion chamber with at least one layer of thermal insulator placed between components of the combustion chamber and layers of the thermal buffer.
- the thermal buffer is produced in the form of at least two layers, these layers being made of materials having different thermal and / or mechanical properties.
- At least one layer of the thermal buffer has a variable thickness.
- At least one layer of the thermal buffer is made of composite material, in particular of biphasic composite material, in which buffer media are introduced into a ductile binder.
- the buffer grains are in the form of nanotubes of circular or hexagonal cross-section, the bases of which are directed to the combustion chamber contents, the nanotubes being made of material selected from the group tungsten and tungsten heavy alloys W-Ni. Fe or W-Cu-Ni in which the tungsten halogen is more preferably 90% to 98%, and the ductile binder is a metal selected from the group of Ni and its alloys Ni-Fe, Ni-Cu and Co ,
- the thermal buffer is made of a perforated plate, advantageously a grid, with the thermal buffer placed over a recess in the head of the combustion chamber.
- At least one buffer element made of a foil containing at least two layers of which at least one top layer is a thermal buffer layer, at least one middle layer is a thermal insulator layer and at least one is provided inside the combustion chamber lower layer is a binder layer, wherein the binder layer is made in particular of thermally insulating material.
- the buffer element has a shape which is adapted to the components of the combustion chamber to which it is applied.
- the surface of the thermal buffer adjacent to the combustion chamber contents has a color and a structure adapted to the absorption of light energy released from the ignited mixture.
- the thermal buffer has an extended surface adjacent to the combustion chamber contents, this surface being frosted.
- the thermal buffer has an extended surface adjacent to the combustion chamber contents, said surface being porous.
- the thermal buffer has an extended surface adjacent to the combustion chamber contents, which surface is embossed and, in particular, corrugated.
- the combustion chamber is provided with a screen for adiabatic conversion, which is arranged in particular around the peak temperature zone, the zone of intensive conversion and optionally the final temperature zone.
- a heat-conductive, externally-heated wall is mounted within the combustion chamber above the peak temperature zone, the externally-heated wall being advantageously mounted in the side wall of the combustion chamber and / or in the head of the combustion chamber, the externally heated wall having heating channels, the entrance to the heating channels through Exhaust passage is connected to the exhaust of a second combustion chamber and the output from the heating channels is connected to the exhaust of the engine and wherein the exhaust passage is in particular equipped with an exhaust valve.
- the externally heated wall is advantageously thermally insulated from the thermal buffer by a thermal insulator.
- the externally heated wall and the thermal buffer are interlocked, with the boundary between the externally heated wall and the thermal buffer being in particular undulating.
- the externally heated wall and the exhaust passage of components of the combustion chamber are thermally separated.
- the externally heated wall has heating channels having an expanded inner surface adjacent to exhaust gases, the inner surface of the heating channels advantageously being porous.
- the thermal buffer has geometric dimensions and is made of a material such that the time of absorption of the heat portion by the surface of the thermal buffer and the subsequent passage of the heat wave through the thermal buffer in the non-stationary state as long as or shorter than the time in which the crankshaft travels a path corresponding to a crankshaft rotation angle of 360 ° advantageously covers a path corresponding to a crankshaft rotation angle from the top dead center of the piston to the position at the separation rotation angle.
- the thermal buffer is made of a metal selected from the group consisting of tungsten, molybdenum, titanium, chromium, tantalum, nickel, platinum, rhenium, beryllium, vanadium and their alloys or superalloys, aluminum alloys and iron alloys.
- a thermally conductive, externally cooled wall is mounted, wherein the externally cooled wall is advantageously mounted in the side wall of the combustion chamber, the externally cooled wall having cooling channels, the inflow to the cooling channels being connected to a cooling pump via a cooling duct via a cooling valve and the outflow from the cooling ducts being connected to the return flow of the cooling system, the combustion chamber further having between the externally cooled wall and the bottom dead center of the piston an adiabatic conversion shield disposed about the combustion chamber.
- the externally cooled wall is air-cooled.
- the thermal buffer is placed in the lower working space of the combustion chamber, advantageously in the final temperature zone of the combustion chamber contents, the lower working space being below the separation area which is parallel to the geometric base of the combustion chamber and determined by the position of the piston head at an angular position the crankshaft, which is equal to the separation rotation angle at which the value of the temperature of the combustion chamber contents has a value which is equal to the separation temperature, wherein the separation temperature is equal to the average temperature of the combustion chamber contents in the power stroke.
- the thermal buffer has geometric dimensions and is made of a material such that the time of absorption of the heat portion by the surface of the thermal buffer and the subsequent passage of the heat wave through the thermal buffer in the non-stationary state as long as or shorter than is the time in which the crankshaft travels a path corresponding to a crankshaft rotation angle of 360 °, advantageously travels a path corresponding to a crankshaft rotation angle of the position at the separation rotation angle to the bottom dead center of the piston.
- the thermal buffer is made of material having the properties of zeolite, advantageously of zeolite, the combustion chamber being equipped with a charge humidifier, which is advantageously arranged in the intake system of the engine.
- the thermal buffer is arranged in the final temperature zone, wherein in the position of the piston at top dead center, at least a part of the Surface of the thermal buffer adjacent to oil or oil mist in the crankcase of the engine.
- At least one thermal buffer adjoining the combustion chamber contents is applied to the piston head.
- the thermal buffer in the form of a perforated plate, advantageously a grid, mounted over depressions in the piston crown.
- the thermal buffer has the shape of a flat ring.
- a combustion chamber ring inserted between the piston and the head is a combustion chamber ring provided with a support into which a collar is inserted, the surface of the combustion chamber ring adjacent to the combustion chamber contents being covered with at least one active layer at least one of which is a thermal buffer forms.
- active layers applied to the support form the collar.
- the wreath is perforated.
- the garland is in the form of a net and / or a grid, in particular of vertical thin walls, which is introduced into the support.
- the ring between the support and a frame which is in particular oval, introduced.
- the collar is stiffened with radially oriented arms.
- edges of the combustion chamber ring are round.
- the support is adapted in play adaptation to the cylinder, wherein the outer diameter of the support is smaller than the inner diameter of the cylinder and the diagonal of the axial section of the support is greater than the inner diameter of the cylinder.
- a layer of a thermal insulator with a low Reibungskoeffiz ients is applied to the adjacent to the smooth inner surface of the cylinder surface of the support.
- the support has upper shock absorbers and / or lower shock absorbers.
- the rim has radially aligned blades with geometric surfaces of the blades set at an angle of attack to the ring axis, and / or blades, wherein at least two blades producing rotational forces with a direction independent of the flow direction are chords parallel to the geometric ring axis
- a grid and / or a net is attached to blades and / or wings of the ring, wherein the net is reinforced in particular by a frame.
- the support is a resilient ring.
- the support is a corrugated and in particular resilient ring.
- the support is a resilient plate-shaped ring.
- the combustion chamber ring is connected by head connectors to the head, wherein in particular on the head adjacent surface of the support, a layer of a thermal insulator is applied.
- the head connectors are connected by press and / or dowel and / or screw to the head.
- the head connectors are glued to the head.
- combustion chamber ring is connected by piston connectors to the piston.
- the piston connecting pieces are connected by pressing and / or dowelling and / or screw connection with the piston, wherein in particular on the piston adjacent surface of the support, a layer of a thermal insulator is applied.
- the piston connectors are glued to the piston.
- the combustion chamber ring is made of light metals or their alloys or superalloys, in particular of magnesium or aluminum or their alloys or superalloys, to which active layers are applied.
- At least one active layer is an insulator layer made of a material having a low thermal conductivity and a low volumetric specific heat capacity.
- the insulator layer is applied to the inner surface of the support and / or on the frame.
- the insulator layer is made of porous oxides, in particular of oxides of aluminum or its alloys produced by anodizing, which are closed at the surface by a thin sealing layer.
- At least one active layer contains catalysts, in particular platinum.
- the essence of the method according to the invention is that between successive engine operating cycles in a buffering cycle, excess heat portions are transferred from the combustion chamber contents to a new combustion chamber contents and then, in the engine operating cycle, heat is supplemented within the new combustion chamber contents with a heat portion obtained from the combustion of the mixture wherein at least one thermal buffer adjoining the combustion chamber contents and thermally separated from components of the combustion chamber is placed inside the combustion chamber and the location where the thermal buffer is mounted is determined according to the zones of thermal action on the combustion chamber contents,
- the thermal buffer is made of compact material whose volumetric specific heat capacity is greater than 1, 1 J / cm 3 K and whose Temperaturleitiere greater than 0, 1 cm 2 / s
- the thermal buffer optionally made of material having the properties of zeolite and advantageously of zeolite
- the thermal buffer is further geometric
- the buffering cycle that is, the cycle of heating and cooling the thermal buffer, begins from top dead center of the piston, which opens the power stroke, and ends at top dead center of the piston, which completes the compression stroke of the next engine operating cycle.
- the thermal buffer is placed in the upper working space of the combustion chamber, advantageously in the peak temperature zone of the combustion chamber contents, the upper working space being above the parting surface which is parallel to the geometric base of the combustion chamber and defined by the position of the piston head of the piston at one Angular position of the crankshaft, which is equal to the separation rotational angle, wherein the value of the temperature of the combustion chamber contents has a value which is equal to the separation temperature, wherein the separation temperature is equal to the average temperature of the combustion chamber contents in the power stroke.
- the thermal buffer is thermally separated from components of the combustion chamber by a thermal insulator.
- the thermal buffer is applied to the side wall of the combustion chamber and integrated with its smooth inner surface.
- the thermal buffer is applied to components of the head of the combustion chamber and / or to the interior of the combustion chamber side facing the valve plates.
- the thermal buffer is made in the form of at least one layer applied to internal components of the combustion chamber, with at least one layer of thermal insulator being interposed between components of the combustion chamber and layers of the thermal buffer.
- the thermal buffer is produced in the form of at least two layers, wherein these layers are produced from materials having different thermal and / or mechanical properties.
- a thermal buffer is placed in the combustion chamber which is made in the form of a perforated plate, advantageously a grid, with the thermal buffer placed over a recess in the head of the combustion chamber.
- At least one buffer element made of a foil containing at least two layers, at least one top layer of which is a thermal buffer layer, at least one middle layer is a thermal insulator layer and at least one is placed inside the combustion chamber lower layer is a binder layer.
- the binder layer is made of thermally insulating material.
- a thermal buffer is placed in the combustion chamber whose surface adjacent to the combustion chamber contents has a color and structure adapted to the absorption of light energy released from the ignited mixture.
- a thermal buffer is placed in the combustion chamber, which has an extended surface adjacent to the combustion chamber contents, this surface being frosted, or this surface being porous or embossing, or in particular being given a corrugated shape.
- the combustion chamber is shielded by a shield for adiabatic conversion, which advantageously around the Peak temperature zone, the zone of intensive conversion and optionally the final temperature zone is arranged around.
- a thermally conductive, externally heated wall is mounted within the combustion chamber above the peak temperature zone, the externally heated wall being advantageously mounted in the side wall of the combustion chamber and / or in the head of the combustion chamber, heating channels being produced in the externally heated wall, with which a heating medium, advantageously Exhaust gases from a second combustion chamber, is supplied, wherein the combustion chamber contents is heated by a heat portion from the second combustion chamber.
- the externally heated wall is thermally insulated from the thermal buffer, advantageously by a thinned insulator.
- the thermal buffer is made of a material and of geometric dimensions such that the time of absorption of the heat portion by the surface of the thermal buffer and the subsequent passage of the heat wave through the thermal buffer in the non-stationary state as long as or shorter than the time in which the crankshaft travels a path corresponding to a crankshaft rotation angle of 360 ° advantageously covers a path corresponding to a crankshaft rotation angle from the top dead center of the piston to the position at the separation rotation angle.
- the thermal buffer is made of a metal selected from the group consisting of tungsten, molybdenum, titanium, chromium, tantalum, nickel, platinum, rhenium, beryllium, vanadium and their alloys or superalloys, aluminum alloys and iron alloys.
- a thermally conductive, externally cooled wall is mounted within the combustion chamber above the peak temperature zone, the externally cooled wall being advantageously mounted in the side wall of the combustion chamber, cooling channels are produced in the externally cooled wall, with which a coolant, advantageously air, is supplied.
- the thermal buffer is placed in the lower working space of the combustion chamber, advantageously in the final temperature zone of the combustion comb content, the lower working space being below the combustion chamber Separation surface parallel to the geometric base of the combustion chamber and defined by the position of the piston crown at an angular position of the crankshaft equal to the separation angle at which the value of the temperature of the combustion chamber contents has a value equal to the separation temperature; wherein the separation temperature is equal to the average temperature of the combustion chamber contents in the power stroke, wherein when the piston crown of the piston moves in the final temperature zone, a heat portion is removed from the combustion chamber contents, ie exhaust gases before their excretion in the exhaust stroke, through which the charge in the intake stroke and in Compressor cycle of the next engine operating cycle is heated, whereby the thermal buffer is prepared for receiving a heat portion in the power stroke.
- the thermal buffer is made of a material and of geometric dimensions such that the time of absorption of the heat portion by the surface of the thermal buffer and the subsequent passage of the heat wave through the thermal buffer in the non-stationary state as long as or shorter than is the time in which the crankshaft travels a path corresponding to a crankshaft rotation angle of 360 °, advantageously travels a path corresponding to a crankshaft rotation angle of the position at the separation rotation angle to the bottom dead center of the piston.
- the thermal buffer is made of material having the properties of zeolite, advantageously of zeolite, which is moistened in the intake stroke and in the compression stroke.
- the thermal buffer is placed in the final temperature zone and, as the piston bottom shifts at top dead center, oil or oil mist in the crankcase of the engine is heated by heat accumulated in the thermal buffer.
- At least one thermal buffer adjoining the combustion chamber contents is applied to the piston head.
- the thermal buffer in the form of a perforated plate advantageously a grid, mounted over depressions in the piston head.
- a thermal buffer in the form of a flat ring is applied to the piston head.
- a combustion chamber ring is placed in the combustion chamber between the piston and the head, on which previously active layers are applied, wherein at least one layer of thermal buffer and optionally at least one insulator layer are applied to the combustion chamber ring as the active layer, with a consequent increase in the If necessary, the degree of compaction is corrected by lengthening the intake opening time and, at the same time, reducing the cooling intensity settings in the means for controlling the external cooling of the combustion chamber contents.
- the ignition of the mixture and the flame front are designed by the applied insulator layer of a material with low thermal conductivity and low heat capacity.
- the support of the combustion chamber ring is made in backlash to the cylinder of the combustion chamber, wherein the combustion chamber ring is mounted in the combustion chamber such that the geometric axis of the ring coincides as closely as possible with the geometric axis of the cylinder, and the combustion chamber ring advantageously rotates about the axis of the ring and, if appropriate granted a reciprocating motion along the cylinder axis.
- the combustion chamber ring by elastic collisions upper shock absorber with the head and elastic collisions lower shock absorber with the piston or by elastic collisions of the support made as a resilient and preferably wavy ring issued alternately with the head and with the piston a reciprocating motion.
- the combustion chamber ring by the action of the combustion chamber contents on blades and wings, which simultaneously stabilize the synchronous position of the geometric axis of the ring axis in the geometric cylinder axis, given a movement, the forces of the elastic collisions of the support with the head and the piston by means of the wings generated are limited to aerodynamic lift.
- the combustion chamber ring is given a rotational movement by aligning the charge jet with the rim, in particular by injecting fuel or oxidant onto the arms and / or blades.
- the active combustion chamber according to the invention has an increased thermal efficiency in that it is equipped with internal thermal buffers, by which the external cooling is limited or eliminated.
- the combustion chamber also allows the realization of an adiabatic cycle.
- the active combustion chamber with transfer of a heat portion during the power stroke allows a temporal separation of the recovery of heat, especially excess heat from their processing in the thermodynamic conversion by retaining excess heat in the combustion chamber, ie in the thermal buffers, and then their utilization at the current and at the next thermodynamic conversion in the cyclic heating and cooling of the thermal buffers in synchronism with the single engine operating cycle.
- the thermal stabilization of the combustion conditions in the combustion chamber ie the complete combustion, in which the combustion products are exclusively carbon dioxide and water, is determined by the thermal inertia of the cooling system. In the active combustion chamber, this is the ability of the thermal buffer to heat up quickly. The amount of heat energy required to heat up the thermal buffer, and especially its upper layer adjacent to the combustion chamber contents, is achieved as early as the first engine operating cycles.
- the application of thermal buffers in the combustion chamber is technologically simple and does not require significant engine design changes. The application of thermal buffers to the piston head or the head can be carried out in existing engines, even under workshop conditions, especially using standard provided buffer elements.
- the task of cooling the combustion chamber contents by the thermal buffer and then the task of recovering the absorbed heat are limited to the short storage of a heat portion during the power stroke or between successive engine operating cycles.
- the value of the transferred heat portion is the result of the amount of energy consumed in a single engine operating cycle individual combustion chamber is processed. Both the time of processing and the amount of energy are low, and processing is done using the basic engine functions. Design and equipment requirements are therefore simplified and limited to minor modifications of the combustion chamber. without additional features or additional processing facilities.
- intensive external cooling is limited to the time in which the piston head displaces in the outer temperature zone, with the result that heat losses on indispensable portions in one part of the work cycle are limited.
- the surface of the thermal buffer heats up in proportion to the temperature of the ignited mixture, ie from about 2000 K to about 1000 K. This allows catalytic purification of exhaust gases at the surface of the thermal buffer and also burning off combustion residues, which occurs even at temperatures greater than about 450 ° C.
- An active combustion chamber equipped with a combustion chamber ring allows for easy introduction of active layers into the combustion chamber and intensive application of the active layers to the combustion chamber contents. Active layers are applied to the outside of a structural element, such as the combustion chamber ring, which is then placed in a combustion chamber in conventional engines, even under shop floor conditions. The high intensity of the action of active layers is achieved by moving them to internal zones of the combustion chamber contents, and also by mixing movements of the combustion chamber ring which is in play accommodation and rotatably mounted.
- the design and technology of the combustion chamber ring made outside the engine are not limited by the requirements of engine block technology, and the ring can be more easily adapted to conditions encountered in combustion chambers.
- the active layer of a thermal buffer increases thermal efficiency and limits external cooling losses.
- Fig. 1 shows the thermal structure of a combustion chamber, wherein, Fig. 1a - temperature characteristic of the combustion chamber contents in the working cycle, Fig. Lb - distribution of the combustion chamber after thermal zones, Fig. Fig. 4 shows the thermal buffer applied to the surface of the combustion chamber, Fig. 4a shows a thermal buffer of constant thickness, Fig. 4b. Fig. 4 shows the thermal combustion chamber of a reciprocating engine, Fig. 4 shows the heat transfer paths in the active combustion chamber composite thermal buffer, FIG. 4c thermal buffer of variable thickness, FIG. 4d thermal buffer applied to the adiabatic conversion shield, FIG.
- FIG Valve plate to be applied buffer element Fig. 6 - shows the produced from nanotubes Fig. 6a - Structure of the thermal buffer of nanotubes of hexagonal cross-section, Fig. 7 - shows the combustion chamber of a reciprocating engine with a combustion chamber ring placed therein, Fig. Fig. 8 - shows construction diagrams of a combustion chamber ring, Fig. 8a - construction diagram of a combustion chamber ring consisting of a support and a rim, Fig. 8b - construction diagram of a support, a rim and a frame combustion chamber ring, Fig. 8a. 8c - Construction scheme of a combustion chamber ring with lower shock absorbers, Fig.
- FIG. 8d shows a construction scheme of a combustion chamber ring with piston couplings
- Fig. 8e Construction scheme of a combustion chamber ring with head connectors
- Fig. 8f Construction scheme of a combustion chamber ring with upper shock absorbers
- Fig. 9 - shows a construction scheme of a combustion chamber ring with Fig. 10 - shows embodiments of a combustion chamber ring
- Fig. 10b combustion chamber ring with a grid reinforced by arms
- Fig. Fig. 10c combustion chamber ring with a rim in the form of blades and vanes
- FIG. 13 is an insertion diagram of a combustion chamber ring with a corrugated support adjacent to a combustion chamber in clearance adjustment;
- FIG. 13 is an installation diagram of a combustion chamber ring in play adaptation in a combustion chamber;
- the active combustion chamber of a reciprocating engine has a thermal buffer BT applied inside the combustion chamber KS, which is adjacent to the combustion chamber contents KZ and thermally separated from components of the combustion chamber KS by a thermal insulator IT.
- the thermal buffer BT is placed in the upper working space of the combustion chamber KS in the peak temperature zone TH of the combustion chamber contents KZ, the upper working space being above the separating surface Pm which is parallel to the geometric base of the combustion chamber KS and defined by the position of the piston crown of the piston KT at an angular position of the crankshaft equal to the separation rotational angle a at which the value of the temperature of the combustion chamber contents T has a value equal to the separation temperature Tm, wherein the separation temperature Tm is equal to the average temperature of the combustion chamber contents T in the power stroke.
- the thermal buffer BT is made in the form of a layer deposited on inner walls of the combustion chamber KS with a layer of a thermal insulator IT placed between the walls of the combustion chamber KS and the layer of the thermal buffer BT.
- the thermal buffer BT is made of a compact material whose volumetric specific heat capacity is 1.1 J / cm 3 K and whose thermal conductivity is 0.1 cm 2 / s, and the thermal buffer BT has geometric dimensions and is made of a material. which is such that the value of the total thermal capacity of the thermal buffer BT is 650% of the value of the heat fraction received from the combustion comb content KZ, the heat fraction received from the combustion chamber contents KZ being 90% of the energy of the combustion chamber contents KZ in a single one Motor operating cycle is supplied.
- the passage of the piston crown of the piston KT through the zones of thermal action on the combustion chamber contents KZ establishes successive states of the combustion chamber contents KZ in the power stroke.
- the peak temperature zone TH temporarily peak values of the temperature of the combustion chamber contents T resulting from the combustion dynamics of the mixture occur. After combustion of the mixture, further values of the temperature of the combustion chamber contents T occur in the peak temperature zone TH.
- the piston crown of the piston KT shifts in the zone of intensive conversion TA, the kinematic determinants of the crank structure at the largest values of the tangential component of the compressive force on the piston KT are most favorable for the thermodynamic transformation.
- the displaced piston bottom of the piston KT in the final temperature zone TK occur in the only final temperatures of the combustion chamber contents T, the thennodynamic conversion is already limited.
- the ignition design zone ZP, the temperature outer design zone ZT and the peak temperature zone TH may have a different order and may also be interconnected.
- the peak temperature zone TH, the intensive conversion zone TA and the final temperature zone TK are thermally protected by an adiabatic conversion shield OA.
- the active combustion chamber of a reciprocating engine is made as in Example 1 except that it has a second supplemental thermal buffer BT placed between the first thermal buffer BT and the interface Pm and applied to the adiabatic conversion shield OA.
- the second thermal buffer BT is made of a compact material whose volumetric specific heat capacity is 1.5 J / cm 3 K and whose thermal conductivity is L, 7 cm 2 / s, the second thermal buffer BT also having geometric dimensions and one Material is made such that the value of the total thermal capacity of the thermal buffer BT is 100% of the value of the received from the combustion chamber contents KZ heat ep ortion, wherein the received from the combustion chamber contents KZ heat portion is 5% of the energy that the combustion chamber content KZ is supplied in a single engine operating cycle.
- These parameters give the thermal buffer BT a dynamic and buffering area suitable for the location where it is mounted in the combustion chamber KS.
- the active combustion chamber of a reciprocating engine is manufactured as in Example 1, with the difference that it has a second thermal buffer BT, which is placed in the lower working chamber of the combustion chamber KS in the final temperature zone TK of the combustion chamber contents KZ, wherein in the position of the piston KT in the upper Dead center OT 20% of the surface of the thermal buffer BT on oil or Oil mist in the engine crankcase.
- a second thermal buffer BT which is placed in the lower working chamber of the combustion chamber KS in the final temperature zone TK of the combustion chamber contents KZ, wherein in the position of the piston KT in the upper Dead center OT 20% of the surface of the thermal buffer BT on oil or Oil mist in the engine crankcase.
- the lower working space is below the separation surface Pm, which is parallel to the geometric base of the combustion chamber KS and is defined by the position of the piston crown of the piston KT at an angular position of the crankshaft, which is equal to the separation angle at which the value of Temperature of the combustion chamber contents T has a value which is equal to the separation temperature Tm, wherein the separation temperature Tm is equal to the average temperature of the combustion chamber contents T in the power stroke.
- the thermal buffer BT has geometric dimensions and is made of a material such that the time of absorption of the heat portion by the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary state equal to the time is, in which the crankshaft travels a path corresponding to a crankshaft rotation angle ⁇ from the position at the separation rotation angle to the bottom dead center UT of the piston KT.
- This thermal buffer BT is made of zeolite, the combustion chamber KS is equipped with a charge humidifier, which is arranged in the intake system of the engine.
- the active combustion chamber of a reciprocating engine is made as in Example 1 with the difference that within the combustion chamber KS above the peak temperature zone TH in the side wall of the combustion chamber KS, a thermally conductive externally heated wall DD is attached.
- the outside-heated wall DD and the wall of the thermal buffer BT are interlocked with the boundary between the outside-heated wall DD and the thermal buffer BT being undulating.
- the externally heated wall DD has heating ducts, the inlet to the heating ducts being connected through the exhaust duct DS to the exhaust of a second combustion chamber and the outlet from the heating ducts to the exhaust of the engine, the exhaust duct DS being equipped with an exhaust valve DV.
- the externally heated wall DD is thermally insulated from the thermal buffer BT by a thermal insulator IT.
- the active combustion chamber of a reciprocating engine is made as in Example I with the difference that within the combustion comb he KS above the peak temperature zone TH in the side wall of the combustion chamber KS a thermally conductive externally cooled wall CH attached attached.
- the externally cooled wall CH has cooling channels, wherein the inflow to the cooling channels is connected through a cooling channel CC via a cooling valve CV to a cooling pump and the outflow from the cooling channels is connected to the return flow of the cooling system.
- the combustion chamber KS has an adiabatic conversion shield OA disposed around the combustion chamber KS.
- the active combustion chamber of a reciprocating engine is made as in Example 5, with the difference that the coolant is air.
- the active combustion chamber of a reciprocating engine is made as in Example 1 with the difference that two thermal bumps BT are mounted on the piston head of the piston KT, the first of which is made as a flat ring layer adjacent to the combustion chamber contents KZ and the second is mounted in the form of a grid via recesses in the piston head of the piston KT.
- the active combustion chamber of a reciprocating engine is made as in Examples 1, 2 and 3, with the difference that the thermal buffer BT has geometric dimensions and is made of a material such that the time of absorption of the heat portion by the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary state is equal to the time in which the intake stroke and the compression stroke are performed, ie the time in which the crankshaft travels a path corresponding to a Kurbehvellenfitwinkel of 360 °.
- the active combustion chamber of a reciprocating engine is made as in Examples 1 and 2, with the difference that the thermal buffer BT has geometrical dimensions and is made of a material such that the Upper limit of the time of absorption of the heat portion through the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary state is equal to the time in which the crankshaft a path corresponding to a crankshaft rotation angle from top dead center OT of the piston KT to to the position at the separation rotation angle on travels.
- the active combustion chamber of a reciprocating engine is made as in Example 1, with the difference that the thermal buffer BT is made of a superalloy of nickel, niobium and tantalum with a high tungsten content, which has a volumetric specific heat capacity of 2.57 J / cm 3 K and a Temperature code of 0.799 cm 2 / s has been produced.
- the active combustion chamber of a reciprocating engine is made as in Example 1 with the difference that in the combustion chamber KS on the side wall of the combustion chamber KS and integrated with its smooth inner surface a thermal buffer BT is applied and another four thermal buffers BT on the inside of the combustion chamber KS facing side of four valve plates are applied.
- the thermal buffers BT are produced in the form of a layer which is applied to internal components of the combustion chamber KS, wherein a layer of a thermal insulator IT is placed between components of the combustion chamber KS and layers of the thermal buffer BT.
- Surfaces of the thermal buffer BT adjoining the combustion chamber contents KZ have a color and a structure adapted to the absorption of light energy released from the ignited mixture.
- the active combustion chamber of a reciprocating engine is made as in Example 11, with the difference that the thermal buffers BT applied to the valve head have an extended surface adjacent to the combustion chamber contents KZ, this surface being frosted.
- the active combustion chamber of a reciprocating engine is made as in Example 1 1 with the difference that the thermal buffer BT acting on the valve disk are applied, have an adjacent to the combustion chamber content KZ extended surface, said surface is porous.
- the active combustion chamber of a reciprocating engine is made as in Example 1 1, with the difference that the thermal buffers BT, which are applied to the valve divider, have an extended surface adjacent to the combustion chamber contents KZ, this surface being embossed and having a corrugated shape.
- the active combustion chamber of a reciprocating engine is made as in Example 1, with the difference that the thermal buffer BT, which is made in the form of a perforated plate, is placed over a recess in the head of the combustion chamber KS.
- the active combustion chamber of a piston engine is made as in Example 1 5, with the difference that the thermal buffer BT, which is placed over a recess in the head of the combustion chamber KS, is made in the form of a grid.
- the active combustion chamber of a reciprocating engine is made as in Example 11, except that the thermal buffers BT consist of two layers made of materials having different thermal and mechanical properties, the layers of the thermal buffer BT having a variable thickness.
- the active combustion chamber of a reciprocating engine is made as in Example 1 1, with the difference that the thermal buffers BT are made of a two-phase composite material in which buffer grains BZ are introduced into a ductile binder.
- the buffer grains BZ are in the form of nanotubes of circular cross-section whose bases are directed to the combustion chamber contents KZ.
- the active combustion chamber of a reciprocating engine is made as in Example 18 with the difference that the buffer grains BZ have the shape of nanotubes with hexagonal cross-section.
- the active combustion chamber of a reciprocating engine is made as in Example 1 1, with the difference that buffer elements EB are applied to the valve disk, consisting of a layered film comprising an upper layer of the thermal buffer BT, a middle layer of the thermal insulator IT and a lower binder layer WS, are produced, wherein the binder layer WS is made of thermally insulating material.
- the buffer elements EB have a shape that is adapted to the components of the combustion chamber KS, to which they are applied.
- the internal combustion chamber of a reciprocating engine has, inside the combustion chamber KS, a combustion chamber ring P inserted between the piston KT and the head KG, which consists of a support PA in the form of a ring and a ring PB mounted inside this ring.
- An active layer is applied to the surface of the components of the combustion chamber ring P adjacent to the combustion chamber contents KZ, and the surface of the rim PB is a working surface.
- the active combustion chamber of a reciprocating engine is made as in Example 21 except that the support PA has head connectors PL in the form of a threaded connection with which the combustion chamber ring P is attached to the head KG, with the surface of the support adjacent to the head KG PA a layer of a thermal insulator is applied and are applied to the adjacent to the combustion chamber contents KZ surface of the components of the combustion chamber ring P two active layers.
- the active layer applied to the support PA is an insulator layer BI whose material has a low thermal conductivity and a low volumetric specific heat capacity.
- the active layer applied to the rim PB is a layer of a thermal buffer BT.
- the active combustion chamber of a reciprocating engine is made as in Example 22 with the difference that the insulator layer BI is a layer of porous aluminum oxides produced by anodization, which are closed at the surface by a thin sealing layer containing catalysts of platinum and rhodium.
- the active combustion chamber of a reciprocating engine is made as in Examples 22 and 23, with the difference that the support PA has piston couplings PN in the form of a dowel joint with which the combustion chamber ring P is attached to the piston KT, being adjacent to the piston KT Surface of the support PA, a layer of a thermal insulator is applied.
- the active combustion chamber of a reciprocating engine is made as in Example 21 except that active layers applied to the support PA form the rim PB.
- the active combustion chamber of a reciprocating engine is made as in Example 21, except that the collar PB is porous and reinforced by a frame PC facing the post PA, with a frame PC and the inner surface of the post PA active insulator layer BI is applied and on the remaining surface of the combustion chamber ring P, which is adjacent to the combustion chamber contents KZ, a layer of a thermal buffer BT is applied.
- the active combustion chamber of a reciprocating engine is made as in Example 21 except that the rim PB is a vertical thin wall grid PK stiffened with radially oriented arms PH and an oval frame PC, with piston couplings PN adhered to the pistons KT are.
- the active combustion chamber of a reciprocating engine is made as in Example 21 except that the rim PB is a mesh PG stiffened with radially oriented arms PH and a frame PC, with the head KG Head connectors PL are glued.
- the combustion chamber ring P is made of magnesium alloys to which active layers are applied, and the edges of the combustion chamber ring P are round.
- the combustion chamber ring P may be made of light metals or their alloys or superalloys, of magnesium or aluminum or their alloys or superalloys on which active layers are applied.
- the active combustion chamber of a reciprocating engine is made as in Example 21, with the difference that the support PA is a ring adapted to play with the cylinder KC, the outside diameter z of the support PA being smaller than the inside diameter w of the cylinder KC and the diagonal d of the axial section of the support PA is greater than the inner diameter w of the cylinder KC. Moreover, on the surface of the pillar PA adjoining the smooth inner surface of the cylinder KC, a layer of a thermal insulator having a low coefficient of friction is applied.
- the active combustion chamber of a reciprocating engine is made as in Example 29 except that the bracket PA on the upper side surface has upper shock absorbers PO in the form of flat springs which damp collisions of the combustion chamber ring P with the head KG and on the lower side surface similar lower shock absorber PP, which dampen the collisions of the combustion chamber ring P with the piston head of the piston KT.
- upper shock absorbers PO in the form of flat springs which damp collisions of the combustion chamber ring P with the head KG and on the lower side surface similar lower shock absorber PP, which dampen the collisions of the combustion chamber ring P with the piston head of the piston KT.
- the active combustion chamber of a reciprocating engine is made as in Example 29, with the difference that the support PA is a corrugated ring.
- the active combustion chamber of a reciprocating engine is made as in Example 29, with the difference that the support PA is a resilient corrugated ring.
- Example 34 The active combustion chamber of a reciprocating engine is made as in Example 29, with the difference that the support PA is a resilient cup-shaped ring.
- Example 34 is a resilient cup-shaped ring.
- the active combustion chamber of a reciprocating engine is made as in Example 29, with the difference that the rim PB has evenly spaced and radially aligned blades PT mounted on the support PA, with geometrical surfaces of the blades PT at an angle of attack to the geometric ring axis PX are set.
- the active combustion chamber of a reciprocating engine is made as in Example 34, with the difference that the rim PB has a grid PK attached to blades PT.
- the active combustion chamber of a reciprocating engine is made as in Example 35, except that the rim PB has a net PG attached to blades PT, which is reinforced with a frame PC in the form of a polygon.
- the active combustion chamber of a reciprocating engine is made as in Example 29, with the difference that the rim PB has evenly spaced and radially aligned wings PS attached to the support PA.
- the wings PS have parallel tendons to the geometric ring axis PX, wherein the points of maximum curvature of the skeleton line of the wings PS are 50% of the edge of the surface of the wing PS, ie in the middle between the edges of the surface.
- the skeleton line is symmetrical, and the direction of the generated aerodynamic force, which is a force that makes the combustion chamber ring P rotate about the ring axis PX, is constant and independent of the flow direction.
- the active combustion chamber of a reciprocating engine is made as in Example 37 except that the rim PB has wings PS having an airfoil profile, the chords of these vanes PS being at an angle to an area perpendicular to the geometric ring axis PX and set by geometric circles of the combustion chamber ring P are set.
- the generated aerodynamic force is directed to the head KG and is a buoyancy force of the combustion chamber ring P.
- the active combustion chamber of a reciprocating engine is made as in Examples 37 and 38 with the difference that the rim PB has a grid PK attached to wings PS.
- the active combustion chamber of a reciprocating engine is made as in Example 3, with the difference that the rim PB has a net PG attached to wings PS, which is reinforced with a frame PC.
- the active combustion chamber KS of a reciprocating engine according to the invention may be equipped with some thermal buffers BT depending on the heat transfer tasks, including thermal buffers BT, integrated on the side wall of the combustion chamber KS and integrated with its smooth inner surface, in the upper working space for buffering excess heat and in the lower working space for buffering heat from exhaust gases and other thermal buffers BT on components of the head of the combustion chamber KS, on the inside of the combustion chamber KS side facing the valve plates and the piston head of the piston KT.
- the thermal buffer BT may be made in the form of a perforated plate or grid, with the plate or grid-shaped thermal buffer BT placed over a recess in the head of a combustion chamber KS or over a depression in the piston bottom of the piston KT.
- the thermal buffer BT can also be produced in the form of a layer which is applied to internal components of the combustion chamber KS, wherein a layer of a thermal insulator IT is placed between components of the combustion chamber KS and layers of the thermal buffer BT.
- the thermal buffer BT may be made in the form of layers made of materials having different thermal and mechanical properties and of composite material.
- the composite may be a biphasic material in which buffer grains BZ are incorporated in a ductile binder.
- the buffer grains BZ have the form of nanotubes whose bases are revenged to the combustion chamber contents KZ, the nanotubes are made of a material selected from the group tungsten and tungsten alloys tungsten alloys W-Ni-Fe or W-Cu-Ni, in which Tungsten content 90% up 98% is selected, whereas the ductile binder is a metal selected from the group Ni and its alloys Ni-Fe, Ni-Cu and Co.
- Layers of the thermal buffer BT may have a variable thickness.
- buffer elements EB made of a laminated film including an upper layer of the thermal buffer BT, a middle layer of the thermal insulator IT, and a lower binder layer WS, the binder layer WS being made of thermal insulating material can be made and the buffer elements EB have a shape that is adapted to the components of the combustion chamber KS, to which they are applied.
- One method of transferring heat in an active combustion chamber is to transfer an excess portion of heat from the combustion chamber contents KZ to a new combustion chamber content KZ between consecutive engine operating cycles in a buffering cycle, and then heat in the interior of the new combustion chamber contents KZ to one of the combustion chamber contents KZ during the engine operating cycle
- At least one thermal buffer BT is placed in the interior of the combustion chamber KS, which is adjacent to the combustion chamber contents KZ and is thermally separated from components of the combustion chamber KS.
- the location where the thermal buffer BT is mounted is determined according to the zones of thermal action on the combustion chamber contents KZ, ie the ignition design zone ZP, the temperature outer design zone ZT, the peak temperature zone TH, the intensive conversion zone TA and the final temperature zone TK Combustion chamber KS for the power stroke from OT to UT of the piston KT.
- the combustion chamber KS is additionally shielded by an adiabatic conversion shield OA which is placed around the peak temperature zone TH, the intensive conversion zone TA and optionally the final temperature zone TK.
- the thermal buffer BT is made of a material and of geometrical dimensions such that the upper limit of the time of absorption of the heat portion by the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in non-stationary state is equal to the time in which the crankshaft travels a path corresponding to a crankshaft rotation angle ⁇ from the top dead center OT of the piston KT to the position at the separation rotation angle am, and the thermal buffer BT is made of a compact material in which the lower limit of the volumetric specific Heat capacity is 1, 1 J / cm 3 K and the lower limit of the temperature code is 0, 1 cm 2 / s.
- the thermal buffer BT has geometrical dimensions and is made of a material such that the value of the total thermal capacity of the thermal buffer BT is 650% of the value of the heat porton received from the combustion chamber contents KZ, and from the combustion chamber contents KZ through the thermal buffer BT, a portion of 90% of the energy supplied to the combustion chamber contents KZ in a single engine operating cycle is exhausted, and the combustion chamber content KZ will then decrease in the same engine operating cycle, advantageously as the piston bottom of the piston KT shifts in the intense conversion zone TA lowering the temperature of the combustion chamber contents T as a result of thennodynamic conversion by heat accumulated in the thermal buffer BT, and after completion of the power stroke, the charge in the intake stroke and in the compression stroke of the next engine cycle is additionally heated by heat remaining in the thermal buffer BT, whereby the thermal buffer BT is prepared for receiving a heat portion in the power stroke of the next engine operating cycle.
- the buffering cycle that is, the cycle of heating and cooling the thermal buffer BT, starts from the top dead center OT of the piston KT opening the power stroke and ends at the top dead center OT of the piston KT, which completes the compression stroke of the next engine operation cycle.
- the thermal buffer BT is placed in the upper working chamber of the combustion chamber KS, advantageously in the peak temperature zone TH of the combustion chamber contents KZ, wherein the upper working space is above the separating surface Pm, which is parallel to the geometric base of the combustion chamber KS and is determined by the position the piston crown of the piston KT at an angular position of the crankshaft, which is equal to the separation angle at which the value of the temperature of the combustion chamber contents T has a value which is equal to the separation temperature Tm, wherein the separation temperature Tm equal to the average temperature of the combustion chamber contents T is in the working cycle.
- the thermal buffer BT is thermally separated from components of the combustion chamber KS by a thermal insulator IT, the thermal buffer BT being applied to the side wall of the combustion chamber KS and integrated with its smooth inner surface.
- the thermal buffer BT is produced in the form of a layer which is applied to internal components of the combustion chamber KS, wherein a layer of a thermal insulator IT is inserted between components of the combustion chamber KS and the layer of the thermal buffer BT.
- the method for heat transfer in the active combustion chamber proceeds as in Example 41, with the difference that a second, supplementary thermal buffer BT is placed in the combustion chamber KS between the first thermal buffer BT and the separation surface Pm and applied to the adiabatic conversion shield OA ,
- the second thermal buffer BT is made of a compact material whose volumetric specific heat capacity is 1.5 J / cm 3 K and whose thermal conductivity is L, 7 cm 7s, and the second thermal buffer BT also has geometrical dimensions and is made of a material which are such that the value of the total thermal capacity of the thermal buffer BT is 100% of the value of the heat fraction received from the combustion chamber contents KZ, the heat fraction received from the combustion chamber contents KZ being 5% of the energy of the combustion chamber contents KZ in a single engine operating cycle is supplied, and the upper limit of the time of absorption of the heat portion through the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary state is equal to the time in which the intake stroke and the compression
- the method for heat transfer in the active combustion chamber proceeds as in Example 41 with the difference that in the combustion chamber KS, a thermal buffer BT is placed in the form of a buffer element EB, which consists of a A film is produced which contains layers, the upper of which is a layer of the thermal buffer BT, the middle is a layer of a thermal insulator IT and the lower is a binder layer WS.
- the binder layer WS is made of a thermally insulating material.
- the process for heat transfer in the active combustion chamber proceeds as in Example 41 with the difference that in the combustion chamber KS a thermal buffer BT is prepared, which is produced in the form of a perforated plate, wherein the thermal buffer BT over a depression in the head of the combustion chamber KS is placed.
- the method for heat transfer in the active combustion chamber is as in Example 41 with the difference that within the combustion chamber KS above the peak temperature zone TH in the side wall of the combustion chamber KS, a thermally conductive externally heated wall DD is attached, wherein in the externally heated wall DD heating channels are produced with which a heating medium, advantageously exhaust gases from a second combustion chamber is supplied, wherein the combustion chamber content KZ is additionally heated by a heat portion from the second combustion chamber together with heat which has accumulated in the thermal buffer BT.
- the externally heated wall DD is thermally insulated from the thermal buffer BT by a thermal insulator IT.
- the method for heat transfer in the active combustion chamber is as in Example 41 with the difference that the thermal buffer BT is placed in the lower working chamber of the combustion chamber KS in the final temperature zone TK of the combustion chamber contents KZ, the lower working space is below the separation surface Pm, which is parallel to the geometric base of the combustion chamber KS and is defined by the position of the piston crown of the piston KT at an angular position of the crankshaft, which is equal to the separation angle at which the value of the temperature of the combustion chamber contents T has a value equal to the separation temperature Tm is, wherein the separation temperature Tm equal to the average temperature of the combustion chamber contents T in the power stroke, wherein when the piston head of the piston KT shifts in the final temperature zone TK, from the combustion chamber contents KZ, ie exhaust gases, before their excretion in the exhaust stroke, a heat portion is removed, through which the charge in the intake and compression stroke of the next engine operating cycle is heated, whereby the thermal buffer BT is prepared for receiving a heat portion in the power stroke of the next engine
- the thermal buffer BT is made of a material and the buffer BT is given geometrical dimensions such that the upper limit of the time of absorption of the heat portion by the surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary State is equal to the time in which the crankshaft travels a path corresponding to a Kurbeiweilenfitwinkel from the position at the separation rotational angle on to the bottom dead center UT of the piston KT.
- This thermal buffer BT is made of zeolite, which is moistened in the intake and in the compression stroke.
- the method for heat transfer in the active combustion chamber is the same as in Example 46 with the difference that the thermal buffer BT is made of a material and the buffer BT obtains geometric dimensions that are such that the upper limit of the time of absorption of the heat portion by the Surface of the thermal buffer BT and the subsequent passage of the heat wave through the thermal buffer BT in the non-stationary state is equal to the time in which the intake stroke and the compression stroke are performed, ie the time in which the crankshaft a path corresponding to a Kurbeiweilen loftwinkel a of 360 ° covers.
- Example 41 The method of heat transfer in the active combustion chamber is as in Example 41 with the difference that within the combustion chamber KS above the peak temperature zone TH in the side wall of the combustion chamber KS, a thermally conductive outer-cooled wall CH is mounted, wherein in the externally cooled wall CH cooling channels are produced, with which a coolant, advantageously air, is supplied.
- Example 49
- the method of heat transfer in the active combustion chamber is as in Example 41 with the difference that within the combustion chamber KS, a thermal buffer BT is mounted, which consists of a superalloy of nickel, niobium and tantalum with a high tungsten content, which has a volumetric specific heat capacity of 2.57 J / cm 3 K and a temperature index of 0.799 cm 7s.
- the method for heat transfer in the active combustion chamber runs as in Example 41 with the difference that a thermal buffer BT is applied to the side wall of the combustion chamber KS and integrated with its smooth inner surface and another four thermal buffers BT facing the interior of the combustion chamber KS Side of four valve plates are applied.
- the thermal buffers BT are produced in the form of a layer which is applied to internal components of the combustion chamber KS, wherein a layer of a thermal insulator IT is placed between components of the combustion chamber KS and layers of the thermal buffer BT.
- Surfaces of the thermal buffer BT adjoining the combustion chamber contents KZ are given a color and a structure adapted to the absorption of light energy released from the ignited mixture.
- the process for heat transfer in the active combustion chamber proceeds as in Example 50, with the difference that surfaces of the thermal buffer BT applied to the combustion chamber contents KZ are expanded by matting.
- the process for heat transfer in the active combustion chamber proceeds as in Example 50 with the difference that a porous surface is produced on thermal buffers BT which are applied to valve disks.
- the method for heat transfer in the active combustion chamber runs as in Example 50 with the difference that to the Combustion chamber contents KZ adjacent surfaces of the valve plate applied to the thermal buffer BT are extended by embossing and these surfaces is given a corrugated shape.
- the process for heat transfer in the active combustion chamber proceeds as in Example 41 with the difference that the thermal buffer BT is produced in the form of a perforated plate which is placed over a depression in the head of the combustion chamber KS.
- the process for heat transfer in the active combustion chamber proceeds as in Example 41 with the difference that the thermal buffer BT is produced in the form of a grid which is placed over a depression in the head of the combustion chamber KS.
- the process for heat transfer in the active combustion chamber proceeds as in Example 41, with the difference that the thermal buffer BT is produced from two layers with different thermal and mechanical properties and with a variable thickness.
- the process for heat transfer in the active combustion chamber proceeds as in Example 56, with the difference that the thermal buffers BT are produced from two-phase composite material in which buffer grains BZ are introduced into a ductile binder.
- the buffer grains BZ are formed as circular-sectioned nanotubes whose bases are directed to the combustion chamber contents KZ, the nanotubes being made of a heavy tungsten alloy W-Ni-Fe in which the tungsten content is 98%, whereas the ductile binder is the alloy Nä-Fe is used.
- Example 59 The process for heat transfer in the active combustion chamber proceeds as in Example 57 with the difference that the buffer grains BZ are formed as nanotubes with a hexagonal cross-section.
- Example 59
- the method for heat transfer in the active combustion chamber is as in Example 50 with the difference that are applied to valve disc buffer elements EB, which are made of a separately manufactured layered film.
- the film is formed from an upper layer of the thermal buffer BT, a middle layer of the thermal insulator IT and a lower binder layer WS, wherein the binder layer WS is made of thermally insulating material.
- the buffer elements EB is given a shape which is adapted to the components of the combustion chamber KS, to which they are applied.
- the method according to the invention allows centrehoibare dressed buff ceremoniesszyklen, starting from the top dead center OT of the piston KT at the beginning of the power stroke to the top dead center OT of the piston KT at the end of the compression stroke of the next engine operating cycle, wherein in this cycle heat in the combustion chamber content KZ by transmitting a heat within the combustion chamber KS, but outside its content. Heat portions are transmitted through thermal buffers on three heat transfer paths, a first buffering path Sl, a second buffering path S2, and a third buffering path S3.
- thermal buffers BT are applied in the active combustion chamber KS, including those which are applied to the sidewall of the combustion chamber KS with its smooth inner surface integrated; Further thermal buffers BT are on components of the head of the combustion chamber KS and also on the interior of the combustion chamber KS side facing the valve plates and on the Piston bottom of the piston KT in the form of a perforated plate or a grid or a flat ring applied.
- the applied thermal buffers BT are formed in the form of layers, these layers being made of materials having different thermal and / or mechanical properties, in particular of metal selected from the group tungsten, molybdenum, titanium, chromium, tantalum, nickel, platinum, Rhenium, beryllium, vanadium and their alloys or superalloys, aluminum alloys and iron alloys is selected.
- surfaces of the thermal buffers BT adjacent to the combustion chamber contents KZ acquire a color and a structure adapted to the absorption of light energy released from the ignited mixture.
- the surface of a thermal buffer BT is widened by being dulled, pitted or embossed.
- the method for heat transfer in the active combustion chamber runs as in Example 41, with the difference that the heat portions in the combustion chambers of a passenger car, which has a four-cylinder four-stroke engine, so four combustion chambers KS, are transmitted.
- the car drives for one hour at engine speeds between 3000 and 6000 rpm, the engine burning fuel with a calorific value of 10 kWh / liter in proportion to the engine speed in the range of five to ten liters.
- the engine produces a total of 180,000 revolutions at a speed of 3000 rpm, ie a total of 360,000 work cycles with four cylinders.
- Each engine operating cycle lasts 40 ms, with a power stroke as transition from the top dead center OT of the piston KT to bottom dead center UT of the piston KT lasting 10 ms, and through the engine flowing during the one hour driving without changing the rotational speed, an energy flow of 50 kWh So 180 megajoules.
- 500 J of energy flow through each combustion chamber KS in each power stroke Likewise, the 6,000 RPM engine provides twice the number of power strokes. The energy flow is twice as large, but the energy portion processed in a single stroke does not change.
- the energy portion that is processed in a single stroke in a predetermined speed range regardless of the engine speed and is always 500 J per work cycle, whereby the running time of the power stroke varies in the range of 10 ms to 5 ms.
- the first buffering path Sl begins in the peak temperature zone TH with the heating of the thermal buffer BT by heat from the combustion chamber contents KZ.
- the initial temperature of the thermal buffer BT is 350 K
- the initial temperature of the combustion chamber contents KZ is 21 0 K
- the heat transfer time being Passing time of the piston crown of the piston KT by the peak temperature zone TH should not exceed.
- the passage time of the piston crown of the piston KT through the peak temperature zone TH is 0.67 ms.
- the heat transfer time is determined as the sum of the time of heat absorption by the surface of the thermal buffer BT and the passage time of the heat wave through the thermal buffer BT in the non-stationary state, and in the heat wave passage time, the thermal buffer BT is filled with the transferred heat portion becomes.
- the heat absorption through the surface is calculated according to:
- the filling time of the thermal buffer BT with the single heat portion is calculated according to the total heat capacity of the thermal buffer BT, which is assumed to be three times higher for heating in the non-stationary state than for the stationary state.
- the characteristic of the temperature values along the heat wave path is a second degree function whose integral which determines the value of the mean temperature of the thermal buffer BT has a coefficient of 1/3.
- the total heat capacity of the thermal buffer BT is 30% for heat buffering and.
- the thermal buffer BT is made of tungsten, for which the volumetric specific heat capacity is calculated according to:
- the total heat capacity of the thermal buffer BT is calculated according to:
- thermal diffusivity or thermal conductivity number in the thermal buffer BT is defined as:
- the piston KT at an engine speed of 6000 rpm, goes on a path corresponding to a turning angle ⁇ of 2.3 °.
- the heat absorption time through the surface of the thermal buffer BT is many times longer than the passage time of the thermal wave through the thermal buffer BT, which determines the geometrical dimensions of the thermal buffer BT.
- the thermal buffer BT releases the heat portion and equalizes its temperature with the temperature of the combustion chamber.
- the heat portion transfer from the thermal buffer BT to the combustion chamber content KZ is calculated according to:
- the heat portion remaining in the thermal buffer BT is transferred to the new combustion chamber contents KZ. At this time, the thermal buffer BT is cooled to the initial temperature of the next heat buffering cycle of about 350K.
- the method for heat transfer in the active combustion chamber proceeds as in Examples 46 and 60, with the difference that the heat portions in the combustion chamber KS are additionally transmitted on the second buffering path S2.
- the second buffer interval S2 begins when the piston bottom of the piston KT enters the final temperature zone TK in which a second thermal buffer BT is embedded.
- the value of the temperature of the combustion chamber contents T changes from about 1200 K to the final bottom dead center UT of the piston KT, about 1000 K.
- the initial temperature of the second thermal buffer BT is 350 K.
- the second thermal buffer BT becomes the combustion chamber contents KZ heated, and the buffered heat portion is 75 J, wherein the heat position is transmitted, even if the piston head of the piston KT has gone over the bottom dead center UT and the exhaust stroke begins.
- the passage time of the piston crown of the piston KT is through the Final temperature zone TK 1, 33 ms.
- the thermal buffer BT is made of aluminum alloy.
- 0 0.9 is the volumetric specific heat capacity of the thermal buffer BT:
- the second thermal buffer BT is heated to 1000 K, and in the exhaust stroke it retains the transferred heat portion.
- the heat portion of Q 75 J remaining in the thermal buffer BT is transferred to the new combustion chamber contents KZ.
- the thermal buffer BT is cooled to an initial temperature of the next heat buffer cycle of about 350 K.
- the method for heat transfer in the active combustion chamber proceeds as in Examples 45 and 61, with the difference that the heat portions in the combustion chamber KS are additionally transmitted on the third buffering path S3 and the externally heated wall DD is embedded in the head of the combustion chamber KS.
- the third buffering path S3 starts in the intake stroke of the next engine operating cycle and ends in the compression stroke of this cycle, wherein the externally heated wall DD is heated from the second combustion chamber by means of exhaust gases with 800 K exhaust gas temperature.
- the initial temperature of the externally heated wall DD is 350K.
- the heat input of 50J is transmitted from the introduced exhaust gases.
- a fresh charge with an initial temperature of about 300 K introduced into the combustion chamber KS and then in the intake and
- the exhaust heat receiving surface is an exhaust gas adjacent, extended entire inner surface of the Schuungskanäie in the externally heated wall DD, wherein the inner surface of the heating channels is porous.
- the externally heated wall DD and the exhaust duct DS are thermally separated from the components of the combustion chamber KS. This is because, in addition to the thermal buffer BT, the outside-heated wall DD adjacent to the combustion chamber contents KZ partially buffers the protected excess heat.
- the fuel portion is reduced in the intake stroke to the To reduce the energy portion in the mixture loaded in the combustion chamber KS from 500 J to 325 J
- the process for heat transfer in the active combustion chamber proceeds as in Example 41 with the difference that a combustion chamber ring P outside the combustion chamber KS, an active layer which is a layer of thermal buffer BT is applied and the combustion chamber ring P with the applied layer of thermal Buffer BT is then placed in the combustion chamber KS between the piston KT and the head KG.
- excess heat portions are cyclically buffered on the first buffering path S 1, where heat is added to the thermal buffer BT in the zone of ignition and intensive combustion of the mixture, and thereafter the combustion chamber contents KZ, when its temperatures have dropped, are heated by this heat becomes.
- An increase in the Degree of compaction which has arisen by placing an additional component in the combustion chamber KS and the consequent reduction of its volume.
- the means for controlling the external cooling of the combustion chamber contents KZ the settings of the cooling intensity are lowered, whereby the heat portions, which are cyclically buffered by the thermal buffer BT, are increased and the heat conditions supplied to the cooling means are reduced.
- the method of heat transfer in the active combustion chamber is the same as in Example 63 except that an active insulator layer BI is attached to the combustion chamber ring P outside of the combustion chamber KS and after placement of the combustion chamber ring P with the applied insulator layer BI in the combustion chamber KS in the engine operating cycle due to the high temperature of the surface of the insulating layer BI caused by the storage of heat in the successive engine operating cycles, and the shape of the support PA and the frame PC on which the insulator layer BI has been applied, the ignition of the Mixture and the flame front designed.
- an oval flame front with a different time which takes the flame front from the ignition zone to reach the middle zone of the combustion chamber KS designed, so the time of combustion of the mixture is extended and the working pressure is adjusted.
- the method of heat transfer in the active combustion chamber is the same as in Example 63 except that the support PA of the combustion chamber ring P is made in clearance with the cylinder KC of the combustion chamber KS, with the combustion chamber ring P being placed in the combustion chamber KS such that the Ring axis PX with the cylinder axis KX as parallel as possible.
- the combustion chamber ring P is subjected to elastic collisions of the support PA is alternately provided with the head KG and the piston KT a reciprocating movement along the cylinder axis KX, and by the action of the combustion chamber contents KZ on the blades PT the combustion chamber ring P rotational movements are given to the ring axis PX.
- the combustion chamber content KZ is unified, the intensity of heat transfer between the combustion chamber contents KZ and the layer of a thermal buffer BT is increased, and the position of the ring axis PX in the cylinder axis KX is stabilized.
- the method of heat transfer in the active combustion chamber is as in Example 65 with the difference that is adjusted by wings PS with symmetrical skeleton line, the chord parallel to the ring axis PX and by the in the combustion chamber contents KZ a constant-direction aerodynamic force regardless of Flow direction, that is, regardless of the direction of reciprocation of the combustion chamber ring P, is generated, the combustion chamber ring P is given a unidirectional rotation about the ring axis PX.
- the chords of these wings PS are set at an angle to an area extending perpendicular to the geometric ring axis PX and defined by geometric circles of the combustion chamber ring P, and by in the combustion chamber contents KZ aerodynamic lift is generated, the forces of the elastic collisions of the support PA with the head KG and the piston KT limited.
- the method for heat transfer in the active combustion chamber proceeds as in Example 65, with the difference that the combustion chamber ring P is given a rotational movement by aligning the charge jet including the injection of fuel and oxidant on the rim PB.
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Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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DE112017000942.1T DE112017000942A5 (de) | 2016-02-23 | 2017-02-21 | Aktive Verbrennungskammer eines Kolbenmotors und Verfahren zur Übertragung von Wärme in der aktiven Verbrennungskammer |
KR1020187027894A KR20180122650A (ko) | 2016-02-23 | 2017-02-21 | 피스톤 엔진의 능동 연소 챔버 및 능동 연소 챔버에서의 열 전달 방법 |
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Application Number | Priority Date | Filing Date | Title |
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PL416242A PL233620B1 (pl) | 2016-02-23 | 2016-02-23 | Aktywna komora spalania silnika tlokowego i sposob przemieszczania ciepla w aktywnej komorze spalania |
PLP.416242 | 2016-02-23 | ||
PL419959A PL235411B3 (pl) | 2016-12-22 | 2016-12-22 | Aktywna komora spalania silnika tłokowego i sposób przemieszczania ciepła w aktywnej komorze spalania |
PLP.419959 | 2016-12-22 |
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WO2017146598A2 true WO2017146598A2 (de) | 2017-08-31 |
WO2017146598A3 WO2017146598A3 (de) | 2018-01-18 |
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PCT/PL2017/000011 WO2017146598A2 (de) | 2016-02-23 | 2017-02-21 | Aktive verbrennungskammer eines kolbenmotors und verfahren zur übertragung von wärme in der aktiven verbrennungskammer |
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KR (1) | KR20180122650A (de) |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2020058185A1 (de) * | 2018-09-21 | 2020-03-26 | Man Truck & Bus Se | Kolben für eine brennkraftmaschine |
EP3974632A1 (de) * | 2020-09-25 | 2022-03-30 | Renault s.a.s | Thermische verkleidung für einen fremdgezündeten verbrennungsmotor |
Family Cites Families (6)
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US5282411A (en) * | 1989-08-10 | 1994-02-01 | Isuzu Motors Limited | Heat-insulating piston with middle section of less dense but same material |
RU2111367C1 (ru) * | 1995-08-08 | 1998-05-20 | Владимир Сергеевич Чернопятов | Камера сгорания двигателя внутреннего сгорания |
JP2013024142A (ja) * | 2011-07-21 | 2013-02-04 | Toyota Motor Corp | ピストン |
JP2013164028A (ja) * | 2012-02-10 | 2013-08-22 | Toyota Motor Corp | ピストン |
JP2013185460A (ja) * | 2012-03-06 | 2013-09-19 | Mazda Motor Corp | エンジン部品の断熱構造 |
WO2015078963A1 (de) * | 2013-11-29 | 2015-06-04 | Abb Turbo Systems Ag | Einspritzsystem für kompressionsgezündete dieselmotoren |
-
2017
- 2017-02-21 KR KR1020187027894A patent/KR20180122650A/ko not_active Application Discontinuation
- 2017-02-21 DE DE112017000942.1T patent/DE112017000942A5/de active Pending
- 2017-02-21 WO PCT/PL2017/000011 patent/WO2017146598A2/de active Application Filing
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2020058185A1 (de) * | 2018-09-21 | 2020-03-26 | Man Truck & Bus Se | Kolben für eine brennkraftmaschine |
DE102018123275A1 (de) * | 2018-09-21 | 2020-03-26 | Man Truck & Bus Se | Kolben für eine Brennkraftmaschine |
US11719186B2 (en) | 2018-09-21 | 2023-08-08 | Man Truck & Bus Se | Piston for an internal combustion engine |
EP3974632A1 (de) * | 2020-09-25 | 2022-03-30 | Renault s.a.s | Thermische verkleidung für einen fremdgezündeten verbrennungsmotor |
FR3114613A1 (fr) * | 2020-09-25 | 2022-04-01 | Renault S.A.S. | Revetement thermique pour un moteur a combustion interne a allumage commande |
Also Published As
Publication number | Publication date |
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KR20180122650A (ko) | 2018-11-13 |
DE112017000942A5 (de) | 2019-03-28 |
WO2017146598A3 (de) | 2018-01-18 |
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