前苏联专利SU1442081A3 Four-stroke internal combustion engine

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专利摘要:
The present invention provides an internal combustion engine comprising a combustion chamber, a piston mounted within the combustion chamber and arranged to be sealingly engaged with walls of the combustion chamber, the piston being arranged for reciprocating motion between a first position in which combustion chamber is of maximum volume and a second position in which the combustion chamber is of minimum volume, wherein the combustion chamber further comprises an inlet-outlet control valve means in a region of the combustion chamber within the minimum volume defined by the piston in its second position, a fluid fuel injection means in a region of the combustion chamber within the minimum volume defined by the piston in its second position, a combustible mixture ignition means located in the region of the combustion chamber within the minimum volume defined by the piston in its second position, and the engine comprises an antechamber comprising an inlet means and spent combustible mixture outlet means, which antechamber is in communication with the inlet-outlet control valve means of the combustion chamber.
公开号:SU1442081A3
申请号:SU853866551
申请日:1985-02-27
公开日:1988-11-30
发明作者:Доменик Краджансих Джеймс
申请人:Джеймс Доменик Краджансих (AU)；
IPC主号:

专利说明:

WITH

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or in a single valve element. The CC can be coupled to the control valve using either a mechanical or hydraulic actuator. The inlet and outlet fittings can be made in the form of either rotating or poppet valves. The control valve 20 is pressed when the rocker contacts the cam portions and is lifted by the spring 30. One of the cams is fixed and serves only to press the valve 20 to release the combustion products at a predetermined point in the engine cycle. The position of the other cam may vary, it provides for closing the valve 20 under the action of the spring 30 in various positions depending on the engine speed or the value of the required engine power. 11 hp f-ly, 23 ill.
one
The invention relates to mechanical engineering, in particular to engine construction, namely to four-stroke internal combustion engines.
The purpose of the invention is to increase efficiency.
Figure 1 shows a portion of the cylinder head of an internal combustion engine, top view; figure 2 shows an internal combustion engine, a vertical section; on fig.Z - engine cam mechanism, a longitudinal section; figure 4 - section-A-A. on fig.Z; on fig.Z - purge chamber of the internal combustion engine, bottom view; figure 6 - the internal combustion engine, equipped with a means of synchronizing the work in time of the valve device and the fuel pump, top view; 7 is a hydraulic drive of the synchronizing means, a section; FIG. 3 is a section BB of FIG. 7; figure 9 is a section bb In figure 7; figure 10 - the end of the hollow shaft of the device, side view; in Fig.11 - shaft, cut; in Fig.12 - device sleeve, side view; on Fig. - the same section; on Fig - engine with the position of the piston in the upper dead center; on Fig - the same, when the position of the piston 60 ° to the bottom dead center; on Fig the same, when the position of the piston in the bottom dead center; on Fig - the same, when the position of the piston in the upper dead center; on Fig - the same, when the position of the piston BO for the top dead center; on Fig - the same, with
the position of the piston 60 for the bottom dead center; on Fig - the same, when the position of the piston 90 ° for the bottom dead center; on Fig - the same, with
piston position 30 ° in front of the top dead center; on Fig - cylinder head, option, bottom view; on Fig.23 - section GG on Fig.22.
The cylinder head includes a rotating shaft 1 connected to a gear wheel 2, which continuously rotates the shaft during engine operation. The shaft 1 contains the first inner 3 and the second outer 4 parts. Part 4 covers part 3, adjacent to the end of the latter. The first cam 5 is attached to the inner part 3, and the second cam 6 to the naruzhnaya part 4. In the inner part 3 of the shaft there are several longitudinal grooves 7, and in the outer part there is a corresponding set of rounded grooves 8. On the outer part 4 of the shaft there is a collar 9 connected to the control rod 10. In addition, the collar 9 can slide on the outer part 4 of the shaft with the help of the rod 10. In the collar 9 there are several ball bearings 11 arranged in the cage 12. The number
balls 11 corresponds to the number of grooves 7 and 8. Each ball 11 is resting in the groove 8, as well as in the corresponding groove 7. Thus, when the clamp 9 slides along the outer
shaft part 4, the latter is forced to rotate relative to inner shaft part 3. Therefore, the relative positions of the cams 5 and 6, as well as
3 144208
the engine timing changes. The control rod 10 is associated with a gas distributor, a device that allows the rod to move when the engine speed changes.
The rocker 13 is mounted on 14, mounted on a support 15, which is held in the housing 16, and 10 has one end with a pair of rollers 17 mounted on the axis 18 rotatably. Each roller 17 engages with a corresponding cam 5 and 6. The other end of the rocker arm 13 is made in the form of a fork 19, which covers the upper end of the valve 20. Valve element 20 has a flange 21 located at a distance from the upper end of the valve, and fork 19 20 yoke 13 interlocks with f-pin
21. The bead 12 for the balls may consist of two parts, which are interconnected by annular flanges 22, fastened with 25 threaded stud 25, the nuts 24 are screwed onto the free ends. The annular gasket 25 is clamped between the flanges
22, when the latter are interconnected. The rod 10 may be fixedly connected to the strap 26, which is connected to the collar 9 between the flanges 22
by means of a suitable device, for example a pin, extending between the flanges — 22 through the bar 26. The valve 20 has an outer annular body 27. The body 27 passes through an opening in the body 16 and a purge chamber 28 in which there are inlet and outlet- 40 Noah valves and enters the upper end of the combustion chamber 29. The valve body 27 is retracted upward by a coil spring 30 mounted between the flange 21 and the body 16. From below g, the valve body 27 passes through an opening 31 centrally located in the arch 32 of the combustion chamber 29. The lowermost end of the valve body 27 is sloped outward, forming a valve head 33. In addition, in the lower end adjacent to the combustion chamber 29, a valve seat is formed in the opening 31, therefore, in the position shown in Fig. 2, the valve head is tightly adjacent to the opening 31. In the combustion chamber 29 there are walls 34 with a head 33. Porsheng 35 slides on the walls
50
55

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34. Moreover, the piston 35 moves reciprocally between the first and second positions (as shown in Fig. 2), at which the combustion chamber 29 has a minimum volume. The piston 35 is tightly adjacent to the walls 34 of the piston rings 36 and has recesses, and at its upper end there is a central recess 37, so that the piston 35 does not contact the valve 20, providing a high compression ratio in the engine. In the upper end of the combustion chamber 29 A tube 38 is suitable, which is connected to the fuel injection system. A pilot candle 39 is installed in valve 20 protruding into the combustion chamber 29. The glow plug 39 is connected to the wire 40 passing to the glow plug 39 through the tubular body 27 of the valve 20 from the spring contact 41 located in the upper end of the tubular body 27. The contact 41 is connected to the wire 42 connected to a high voltage source. The valve head 33, pilot flame 39 and fuel injection device are located in the combustion chamber above piston 36 when it is in the second position shown in FIG. 2. The purge chamber 28 has a wall 43, which extends from the frame 44 and forms the inlet passage 45 and the outlet channel 46 (FIG. 5). Axial rotating shaft 47 with conventional. the actuator is designed to rotate gear 48, which is coupled with gear 49, intended for downwardly extending tubular element 50. Tubular element 50 passes a purge chamber 28, inside which it passes into the expansion section 51, forming an opening 52 (see Fig. 5) .
Fig. 6 shows a device similar to that shown in Figs. 1-4 and designed to move the rod 10 and change the relative position of the pair of cams 5 and 6. Figure 6 also shows the fuel pump 53 driven by the gearbox 54. Planck 55, fixed at one end on the hinge 56, is connected to the other end with the control device 57 of the fuel pump 53. The middle part of the strap 55 is connected to the strap 26, which is connected to the control rod 10 by a pin 58, which can
51
Fit along the flange 59 of the bar 55 along the rollers 60. Therefore, when moving the control rod 10 laterally to change the relative position of the cam 5 and 6, the angle of inclination of the bar 55 changes accordingly. This changes the position of the control device 57 of the fuel pump 53, change the fuel consumption in each engine cycle in accordance with the movement of the control rod 10. Pe j
The control rod 10 can be controlled using a computer that measures parameters such as engine load, speed, which determines the required fuel and air consumption, and also sets the appropriate position of the control rod 10.
The invention is not limited to the use of an engine in which there is a combustion chamber with one intake-exhaust valve, it can also be applied to other types of engines, for example with several intake-exhaust valves operating similarly to one valve. The rotary valve in the chamber 28 can be replaced with disc or other similar valves,
The valve control assembly is represented with 1 idle actuator, which can be used instead of the mechanical assembly shown in Figures 1-5 and intended for changing cam positions.
Figures 7-13 show a hydraulic valve control assembly 61 comprising a pair of stationary cylindrical sleeves 62 and 63 in which the assembly 61 is rotatably mounted. The assembly 61 includes a first end 64, having a relatively narrow cylindrical part 65, mounted in a sleeve 62. In part 65 there are several sealing rings 66 that are spaced apart from each other. There is also an annular groove 67 located between the first pair of seals 66, and a second annular groove 68 located between the second pair of seals 66. A corresponding hydraulic line 69 fits each groove 67 and 68. Each groove 67 and 68 has a pair of aisles. The first passage 70 is connected to line 71, which leads directly into chamber 72. The second pass
eight

sixteen
the stroke 73 also leads to the chamber 72 through line 74 through the spring shut-off valve 75. The figures show only the passage 73 with elements intended for the groove 68. The channels 71 (Fig. 8) end up in the chamber 72 with holes 76, and the channels 74 - holes 77. The chamber 72 is formed by a ring 78, which is adjacent to the end 64 and the second end 79 of the node 61. At the second end there is a relatively narrow cylindrical part 80 located inside the sleeve 63, as well as an elongated round part 81 to which the ring 78 adjoins camera 72. The ends 64 and 79, as well as the ring 78 are connected between at a respective device yuschim allow them to rotate together. The rotating hollow cam shaft 82 enters an axial bore in the center of the first end 64 of the node 61 and passes through the chamber 72 into the corresponding axial bore at the BTopdM end 79. Inside the second end 79 in the cam shaft 82 there is a longitudinal slit with an open end 83. A cylindrical control element 84 is mounted on shaft 82, and they rotate together. The control member 84 is located in the chamber 72, adjacent to adjacent portions of the ends 64 and 78. In the control member 84 there is a pair of opposing grooves 85. The grooves 85 are designed to fit corresponding cylindrical rollers 86, which can rotate between the groove 85 and the inner the cylindrical wall of the chamber 72 formed by the ring 78. In addition, in the inner wall of the control chamber 72 there are also a pair of opposite recesses 87 located at a distance from the recesses 85. In each recess 87 there is a corresponding cylinder cal roller 88 between the outer cylindrical wall of the control member 84 and the recess itself. The rollers 86 and 88 together with the control element 84 divide the chamber 72 into four compartments. Each compartment of the chamber 73 is connected to the corresponding channel 76 or 77. The section 81 of the second end 79 contains four radial elongated notches 89 connecting the inner ends to the respective channels 90. Each notch 89 corresponds to a channel
71
78 or 77. Since the recesses 89 are radially elongated, their outer ends are not obscured by the control element 84, therefore communication with the recesses 89 is not interrupted by the control element 84. Each of the recesses 89 is connected to the corresponding channel 90, as shown in 7. In addition, the second hollow shaft 91 enters the axial bore in the region 80 of the second end 79. The shaft 91 encloses the shaft 82. The pin 92 passes through the front end of the shaft 91 and is located in the slot 83. In this way, the shaft 82 and 9 D are rotated together. There are also a pair of spiral slots 93 in the shaft 91 adjacent to its front end, as can be seen in Figures 10 and 11. The spiral slots 93 are cut in opposite sides of the shaft 91, and one slot is larger than the other.
In section 81, there is also a cylindrical sleeve 94 rotatably mounted from the control element 84. In the cylindrical sleeve 94 there are two identical pairs of helical slits 95, filled with opposite sides of the wall of the sleeve (Figures 12 and 13). A pair of spiral slots 95 are cut in the sleeve, and each such pair corresponds to the slot 93 and the shaft 91. The device has a channel 96 through the spiral-shaped slots into the shaft 91.
The engine shown in Fig. 9 19 has a single control valve 20, a Kymer 28, a combustion chamber 29 and a piston 35. In the chamber 28 there is an outlet passage 97 equipped with an outlet disk valve 98,
as well as an inlet passage 99, equipped with an inlet disk valve 10 One inlet-discharge valve
20 it is possible to replace with several valves 101 (FIGS. 22 and 23). Valves 101 are installed with the simultaneous engagement of the rocker arm 102, which is in contact with the rods of all four valves 101. Otherwise, valves 101 are equivalent according to the principle of valve 20. However, the use of several valves allows them to be arranged symmetrically in the arch of the combustion chamber around the center, where placed candle
103 ignition (Fig.2.2) ..
The proposed engine works as follows.
eight
Valve 20. is pressed when the rocker arm 13 contacts with protruding sections of cams 5 and 6, and is lifted by spring 30. Cam 5 is fixed and only serves to press valve 20 to inject combustion products at a given point in the engine cycle. The position of the cam 6 can vary, it ensures the closing of the valve 20 under the action of the spring 30 in various positions depending on the number of engine revolutions or the value of the required engine power.
Initially, piston 35 is in its second position, i.e. at top dead center. From this position, the piston 35 moves to its first position. In this case, the valve 20 remains open, starting with the previous stroke of the injection when the roller 17 is in contact with the cam. At the same time, the inlet valve in the chamber 28 opens when the hole 52 coincides with the inlet passage 45, while the exhaust valve in the chamber 28 is closed. Thus, portions of air are introduced into the combustion chamber 29 through the purge chamber 28 and the opening 31 in the roof of the combustion chamber 29.
In the process of moving the piston 35 to the first position, i.e. to the bottom dead center, the valve 20 remains open. The closing position is determined by the engine speed as well as the requirements for the composition of the combustion products at that speed. For example, at low speeds or when small power is required from the engine, the consumption of the combustible mixture is relatively small. In this case, the position of the cam 6 is changed so that the valve 20 remains open, while after the bottom dead center, some amount of air that has fallen into the combustion chamber 29 leads out of it by moving the piston 35 up to the top dead center. This cold air passes through the exhaust valve of chamber 28, since during this cycle of the engine cycle, the opening 52 begins to coincide with the outlet passage 46. The cams 5 and 6 close at some point of the engine cycle near the bottom dead center in the inlet zone, and both act on the valve 20, while
as before, only cam 5 acts on it, and after that only cam 6 acts on the valve.
Passing cold air through the valve 20 and through the exhaust valve in the purge chamber cools these elements, reducing the formation of nitrogen oxides.
When the piston, when moving up, reaches a position when the volume of air in the combustion chamber is a predetermined value, valve 20 is closed by cam 6, and the charge of air begins to be compressed. Following the closing of the valve 20, fuel is injected into the combustion chamber 29 through the channel 38, thus forming 144208110
In addition, closing valve 20 prior to fuel injection ensures that a significant amount of unburned hydrocarbons cannot be removed before ignition.
Pregnant,. 14, the piston 35 is at the top dead center, the outlet valve 98 is open, the inlet valve 99 is closed and the control valve 20 is closed.
In this position, the portion of air from the intake valve 100 is compressed by the piston 35 in the combustion chamber 29, and 4-15 portions of the fuel is injected into the combustion chamber 29. In this position or near this position, the charge of the compressed fuel-injected mixture is ignited. c and rapidly expanding. This expands the charge of the combustible mixture near the top-20, pushing the piston 35 towards the bottom
him butt combustion chamber. This charge is ignited by the spark plug 39 at the position of the piston 35 corresponding to a predetermined number of engine revolutions.
The arrangement of the ignition plug 39 in the center allows the flame front to extend effectively to all parts of the combustion chamber 29 above the piston 35, facilitating its effective valve 44 and outlet valve 122 to remain open.
The piston 35 then returns to the upper dead center and, in so doing, pushes the spent burned charge through a control valve 20 and exhaust valve 98, which remain open.
In Fig. 17, piston 35 is again at upper dead center, and the exhausted burned charge is removed. Exhaust valve 98 closes after completion of disposal.
wounds.
Upon ignition of the combustible mixture, combustible combustion products are formed, which, quickly split, push the piston 35 back to its first position. On this part of the engine cycle, valve 20 is fully closed. Valve 20 then opens with a fixed cam 5, allowing gases to escape through valve 20 during the course of the piston exhaust. Combustion products are also released through the exhaust valve in the purge chamber when the bore 52 and exhaust port 46 fall. The piston returns to its original position at the top dead center. Thus, valve 20 is fully open during exhaust, it remains fully open during air suction and closes only when it is necessary to begin the compression process. Cooling valve 20 with flowing air allows use with a high compression ratio of the piston with a notch because the cooled valve 20 prevents the occurrence of detonation burning.
45
50
55
charge, and intake valve 100 opens. Now the pistol 35 begins to return to the bottom dead center, and as it moves, it pulls air through the inlet valve 100 and the inlet port 99. As shown in FIG. 18, at the CW angle after the top dead center, the intake valve 100 and the control valve 20 are open. At or near the bottom dead center, the inlet valve -100 is closed, and the exhaust valve 98 is opened, while the control valve 20 remains open. Thus, the excess air is removed through the control valve 20 and the exhaust valve 98. This position is near the dead point.
In the position shown in Fig. 15, the piston 35 is at an angle of 60 ° to the bottom dead center, and the control valve 25 only begins to open, while the intake valve 98 remains open. In the position shown in Fig. 16, the piston 35 has reached a lower dead center, and the control
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charge, and intake valve 100 opens. Now the pistol 35 begins to return to the bottom dead center, and as it moves, it pulls air through the inlet valve 100 and the inlet port 99. As shown in FIG. 18, at the CW angle after the top dead center, the intake valve 100 and the control valve 20 are open. At or near the bottom dead center, the inlet valve -100 is closed, and the exhaust valve 98 is opened, while the control valve 20 remains open. Thus, excess air is removed through control valve 20 and exhaust valve 98. This position is below 11
It is maintained for a predetermined return stroke of the piston 35 to the top dead center, which depends on factors such as engine load and engine speed. For example, when the throttle valve is fully open, the control key is. pan 20 can close at 60 after the bottom dead center, as shown in FIG. 19, while at half load the control valve 20 can close at 90 ° after the lower dead point, as shown in FIG. 20, and at idle, the control valve can close at 30 °, not the return to top dead center, as shown in fig. After the control valve 20 is closed, the remaining charge of air is compressed and the corresponding amount of fuel is injected into the combustion chamber 29, as described above, after which ignition occurs.
The cycle shown in FIGS. 14-21 repeats.
The hydraulic actuator works as follows.
At a constant number of revolutions and at a constant load, the sleeve 94 is oriented so that the wide slit 93 on the shaft 91 is located symmetrically between the corresponding pair of slits 95 in the sleeve 94. In other words, the wide slit 93 passes through the gap between the corresponding pair of slits 95 such Thus, equal areas of the wide slit 93 overlap each slit 95 of the corresponding pair of slits.
Similarly, the narrow slot 93 on the shaft 91 is located between the corresponding pair of slots in the sleeve 94, while no part of its area overlaps any slot of the corresponding pair.
In this position, hydraulic fluid is injected through channels 69 into annular slots 67 and 68. This fluid flows through each passage 70 through the corresponding channel 71, as well as through the opening 76 into the corresponding compartment of the chamber 72. From there I - the liquid passes through the corresponding channel 90 into one from the spiral slots 95 in the sleeve 94, which coincides with the wide slot 93 in the shaft 91. Since there is a symmetrical passage to each
Q 15 20 25
208112
From the slots in the sleeve 94, the hydraulic fluid is drained into the shaft 91 and returned to the pump without creating any force in the chamber 72.
Similarly, the oil flows through the passages 73, the channels 74 connected to them and the holes 77, fall into the corresponding compartments of the chamber 72. The oil from these compartments flows through the corresponding channels 90. However, this passage is blocked because the narrow slot 93 in the shaft 91 is completely between the corresponding slots 95 in the sleeve 94, while there is no passage to the corresponding pair of slots 95. In addition, the check valve 75 prevents the reverse flow of hydraulic fluid. Therefore, the compartments of the chamber 72, corresponding to the passages 73, are filled with a liquid that cannot exit. This keeps the control element in a static position.
ABOUT
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However, if the engine load changes, the number of revolutions or other parameters, the shaft 91 moves in the longitudinal direction, with the passage to one of the slots 95 in the shaft 94,
the corresponding wide slit 93 in the shaft 91 increases, and to the other decreases. Similarly, the passage is closed to one of the slots 95 in the sleeve 94, the corresponding narrow slot 93 in the shaft 91. Therefore, liquid can now flow through the opening 77 and the corresponding channel 96 through the spiral slots into the shaft 91. However, the other duct through the opening 77 so far blocked. Therefore, the control element 84 and the sleeve 94 rotate relative to the shaft 91, reducing the hydraulic unbalance that now takes place between the compartments of the chamber 72. The rotation stops when equilibrium is established,
N is equivalent to the initial state.
- Camshaft 82 is connected to the ynpjiB-lupe (it’s element 84 and therefore the relative rotation of the control element 84 causes the relative movement of the camshaft 82, changing the timing of the valve controlled by the camshaft 82. According to the invention, the camshaft 82 can be used to control the closing control valve 20.
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权利要求:
Claims (12)
[1]
Claim
1. A four-stroke internal combustion engine comprising a combustion chamber, a purge chamber provided with exhaust and inlet devices and communicated with the combustion chamber through a control shut-off element, a piston mounted in the combustion chamber sealed relative to its walls with the possibility of reciprocating movement between the first position, with where the combustion chamber has a maximum volume, and the second position, in which the combustion chamber has a minimum volume, is a device for injecting liquid fuel with and the fuel pump provided with a regulator and a device for igniting the combustible mixture located in the minimum volume of the combustion chamber, characterized in that, in order to increase efficiency, it is provided with synchronizing means for connecting the inlet and outlet purge chamber device with a locking control body.
[2]
2. The engine according to claim 1, characterized in that it is additionally equipped with a mode sensor associated with a synchronizing means.
[3]
3. The engine according to claim 2, with the fact that the engine operation mode sensor is made in the form of a regulating body of the fuel and
[4]
4. The engine according to claims 1 to 3, resulting in that the control shut-off element is placed along the axis of the combustion chamber.
[5]
5. The engine according to claim 4, characterized in that the control locking element is made in the form of a single valve element.
[6]
6. The engine according to claims 1-5, characterized in that the ignition device is located in the wall of the combustion chamber.
[7]
7. The engine according to claims 1-5, characterized in that the ignition device is located in a single valve element.
[8]
8. The engine according to claims 1 to 3, characterized in that the control locking element is made in the form of several valve elements
[9]
9. The engine according to claims 1 to 8, characterized in that the gaping means is connected by a connecting locking element during mechanical drive.
[10]
10. The engine according to claims 1 to 9, characterized in that the synchronizing means is connected to the governing locking element by means of a hydraulic drive. ’
[11]
11. The engine according to claims 1-10, about l and · characterized in that the inlet and outlet devices of the purge chamber are made of valves.
[12]
12. The engine and the exhaust device of the purge chamber are made in the form of disk-shaped "
about t l and the synchronization of the help control in the form of rotating according to claims 1-10, about t l and the fact that the inlet
FIG. At
- 1442081
6
FIG. AND
FIG. thirteen
Fig.go Fig21
FIG. 22
G-102
FIG. 23. Compiled by S. Berezin

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同族专利:

公开号 | 公开日

GB8504118D0|1985-03-20|

IT1200595B|1989-01-27|

JPS60216027A|1985-10-29|

US4674450A|1987-06-23|

MY101362A|1991-09-05|

IT8519688D0|1985-02-27|

GB2155102B|1987-12-09|

GB2155102A|1985-09-18|

引用文献:

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

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法律状态:

优先权:

申请号 | 申请日 | 专利标题

AUPG383984|1984-02-29|

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