RU2491430C2 - Method of using ice heat power - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: cylinder block coolant is converted into steam by heat of cylinder outer walls and waste gas heat and superheated steam is forced into receiver and, further, into cylinder. Steam bleeds the working chamber and cylinder inner wall heat to perform the work in the cylinder. Waste steam is discharged from cylinder into condenser to force condensed steam into cylinder block. Note here that air-fuel mix is forced into working cylinder via intake valve while waste gas is discharged therefrom via exhaust valve. Steam intake and discharge valves, air-fuel mix intake and exhaust valves are controlled by electronic control unit to allow ICE operation in four-stroke or steam engine conditions.

EFFECT: higher efficiency.

1 dwg

Description

The field of technology is the automotive industry.

State of the art

During operation of the internal combustion engine (ICE) (L.1), a large amount of thermal energy is not used. The approximate distribution of heat energy consumption during engine operation can be seen in table 1 (L.4).

Table 1 Thermal balance components % Heat converted into useful work 25 Heat allocated to the cooling system 40 Friction loss 10 Exhaust heat and radiation 25 Total one hundred

Those. for 10 liters of fuel consumed by the engine, only 2.5 liters is spent on useful work. If you at least partially use the heat discharged by the cooling system and discharged by the exhaust gases, you can increase the efficiency of the internal combustion engine. Such an attempt was made in the invention of a steam-fuel ICE (L12). In this method, next to the cylinder of the internal combustion engine at an angle, a V-shaped or sequentially install a steam cylinder with a piston connected by a connecting rod to a common crankshaft. Hot gases emitted from the engine cylinder are sent to heat the head of the steam cylinder, made in the form of a heat exchanger. Start the internal combustion engine on fuel. In this case, the exhaust hot gases warm the head of the steam cylinder and the cylinder itself. As a result, the temperature of the head can reach 500 ° C and above. When the piston is at top dead center (TDC), the water heated in the ICE jacket is injected into the head of the steam cylinder. Instantly evaporating, the water completely turns into steam. In this case, the steam can reach a pressure of up to 50 kgf / cm ² . With the geometric parameters of the steam cylinder close to the parameters of the ICE cylinder, a force on the crankshaft close to the force in the ICE cylinders will be obtained, i.e. engine power will approximately double. But it is necessary to take into account that at the bottom dead center (BDC) above the piston there will be a high vapor pressure. And, although the exhaust valve will begin to open, at the initial moment of the internal combustion engine it is necessary to expend a significant effort commensurate with the working force to move the piston in the BDC. Moreover, with the further opening of the exhaust valve, the pressure above the piston will drop sharply, although energy will still be spent on friction and on the expulsion of steam. It turns out that when the piston moves under the influence of steam, the power increases significantly, and when the piston moves upward in the steam cylinder, this increase in power is absent and it is still necessary to expend energy on raising the piston at TDC plus the energy costs for opening and closing the steam valves. Those. the rhythm of the internal combustion engine is broken. Therefore, for the implementation of stable operation, additional technical solutions are needed, which will complicate the design and make it more expensive. So, if we subtract the energy spent to move the piston from BDC to BDC from the gain in power obtained when moving the piston from TDC to BDC, and also take into account the costs of opening and closing steam valves, it may turn out that the efficiency gain will not be so significant.

SUMMARY OF THE INVENTION

A method is proposed for increasing the efficiency of internal combustion engines, for the implementation of which the basic design of internal combustion engines does not change. A receiver is added (in diagram B), a condenser (in diagram C), two additional valves in the cylinders for inlet and outlet of steam (in diagrams 3, 4), an nozzle (in diagram E) for injecting water into the cylinder block. To maximize the energy of the heat removed, the cooling circuit with a radiator is disconnected from the cylinder block. It can be used in a capacitor. Into the cylinder block with coolant itself (in the diagram - A), pipes are introduced that exhaust the exhaust gases from the combustion chamber (in the diagram from valve 2). It is advisable to produce exhaust pipes with radiators for greater heat transfer. And in the pipes themselves, enter the tubes from the receiver (in diagram g), in which saturated steam is located. Since it was used in steam locomotives, pipes with steam from the boiler were introduced into the heat pipes through which hot gases were removed from the furnace. This makes it possible to dry the steam and heat it to a temperature of 350-450 degrees C. C (L5). Those. exhaust pipes for exhaust gas (valve 2), passing through the coolant in the cylinder block, give them thermal energy and give energy to the steam through tubes (in diagram g) that pass inside the exhaust pipes and are output at point O to supply steam to the valves 4. And at the outlet of the tubes - this is valve 4; dry superheated steam is obtained. The cylinder block body itself as well as the receiver must be manufactured as a high-pressure boiler. During the operation of the internal combustion engine, the coolant quickly heats up, and part of it begins to turn into steam, which enters receiver B. Upon reaching a vapor pressure of 2.5-5 MPa, it can be used to perform work in the same working cylinders (in scheme I-IV) . For this, four electronically controlled valves 1-4 are installed in the working cylinder, the operation of which is controlled by the control unit. 1 - a conventional inlet valve for inlet of a mixture of air with fuel, 2 - a conventional exhaust valve for exhaust gas discharge, 3 - a high pressure steam inlet valve from the receiver, 4 - a high pressure steam exhaust valve.

The work is as follows. Initially, when starting, the engine operates in the normal 4-cycle mode (inlet-compression-working stroke-exhaust) with the participation of valves 1 and 2. When the pressure in the receiver increases to a working pressure of 2.5-5 MPa, the control unit connects valve 3 and 4 (valves 1-2 are temporarily closed). Those. in one of the working cylinders through valve 3 high-pressure steam is supplied from receiver B, which causes the piston to move down and do the job. Then the valve 3 closes and opens the valve 4. The piston moves up and the exhaust steam enters the condenser C. The operation of the cylinders is shown in table 1.

It should be noted that when steam enters from the receiver with a temperature of the order of 300 degrees Celsius into the working chamber, in which the working cycle had previously passed and in which the wall temperature was about 900-1000 degrees Celsius (L2), additional heat will be removed by the steam . Moreover, with the translational movement of the piston, the heated internal surfaces of the cylinder will open, which will further heat the steam and increase the pressure on the piston. At some point in time, valve 3 can be closed and the further movement of the piston will be due to the heat energy from the cylinder walls. It should also be taken into account that at the end of the piston stroke it is necessary to reduce the pressure on the piston, approaching the bottom dead center. The supply of steam to two cylinders at once will further increase the efficiency of the system (Table 3), since heat will be removed from the walls of 2 cylinders at once, only in this mode of operation the amount of steam supplied to one of the cylinders will be less so that the total force two pistons did not lead to a sharp increase in pressure on the crankshaft. Condensed liquid is collected in tank D. Where does this liquid come back through the high-pressure nozzle E to the cylinder block. With a significant decrease in pressure in the receiver, the control unit switches the valves to normal operation 1-2. In the event of an unauthorized increase in pressure in the receiver, the emergency valve 5 activates. As a result, the overpressure is released through the exhaust pipe F.

It turns out that when the internal combustion engine operates in this mode, the classical cycle of the cylinders is disrupted. Working with steam involves two measures. Steam inlet, it is a working stroke and release. Therefore, it is necessary to dock the classic 4-cycle mode of operation with the mode of operation with a steam prefix and quickly change work cycles depending on the pressure in the receiver. This can be done using electronic valve timing.

Currently, there are many different solutions for electronic gas control. In particular, Honda (VTEC), Toyota (VVT-i), Mitsubishi (MIVEC), Nissan (VVL) and others (L9) have their systems. For example, Honda engines with the VTEC K-20, K-24 (L11) system. The acronym VTEC stands for Variable Valve Timing and Lift Electronic Control, which means "electronic system for changing the valve timing and valve lift heights." Of interest are developments with solenoid valves. Judging by recent recent publications [7, 8], a group of German scientists and engineers working at FEV (Motorentechnik GmbH, Aachen) managed to create an experimental piston engine with electromagnetic valve control for a BMW car. There are such developments in our country (L.6, L.10).

Some options for the cycles of the internal combustion engine with a steam box are presented in tables 1-3.

Table 1 I II III IV Vol Slave Squeeze Vp single Vol Slave Squeeze single Vp Vol Slave Vp Squeeze Slave (steam) Vol Squeeze Slave Vol (steam) Vp Slave Vol Vp Squeeze

table 2 I II III IV Vol Slave Squeeze Vp single Vol Slave Squeeze single single Vol Slave Vp single Slave (steam) Vol Squeeze Vp Vol (steam) Slave (steam) Slave Squeeze Vp Vol (steam)

Table 3 I II III IV Vol Slave Squeeze 1/2 VP single Vol Slave Squeeze single 1/2 slave (steam) Vol 1/2 slave 1/2 slave (steam) Vol (steam) 1/2 slave (steam) Vol Vol (steam) Vp Vol (steam) Slave (steam) Slave (steam) Squeeze Vp Vol (steam) Vol (steam) Slave Squeeze Vp Vp Vol Slave Squeeze

Columns I-IV are the duty cycles in each of the cylinders. Idling - idling, Vp - inlet, 1/2 Vp - inlet of a reduced amount of fuel, Vyp - exhaust, Szh - compression, Slave - working stroke, 1/2 Slave - work with a reduced amount of fuel.

With good thermal insulation of the receiver and the cylinder block, as well as with the possibility of increasing the volume of the receiver, you can increase the duration with steam. With decreasing pressure, the boiling point of, for example, water decreases. On this principle worked fuelless (fireless) steam locomotives. The dependence of the boiling point of water on pressure can be seen from the table (L.3):

Table 4 Temperature, ° С Steam pressure Temperature, ° С Steam pressure mmHg. atm kg / cm ² mmHg. atm kg / cm ² 105 906.4 1,193 1,232 165.3 5320 7 7,233 110 1075 1,415 1,362 170 5961.7 7,844 8,106 111/7 1140 1,5 1.55 170.8 6080 8 8,266 115 1269 1,673 1,726 175.8 6840 9 9.3 120 1491 1,962 2,028 180 7546.4 9,929 10.26 120/6 1520 2 2,067 180.3 7600 10 10,333 127.8 1920 2,5 2,583 184 8360 eleven 11,366 130 2030 2,671 2.76 188 9120 12 12,4 133.9 2280 3 3,1 192 9880 13 13,433 139.2 2660 3,5 3,617 195 10520 fourteen 14.303 140 2718 3,575 3,694 200 11689 15.38 15,892 144 3040 four 4,133 213 15200 twenty 20,666 148 3420 4.65 4.65 220 17390 22,881 23,644 150 3581 4,742 4,869 230 20926 27,535 28,452 152.2 3800 5 5,167 236.2 22800 thirty 30,999 159.2 4560 6 6/2 269.5 38000 fifty 51,667 160 4652 6.12 6,324 311.5 76000 one hundred 103.33

The efficiency of the steam engine itself is about 20%, and the efficiency of steam locomotives can reach only 5-9% due to the insufficient efficiency of fuel combustion in the steam boiler and the loss of steam heat when transferring it from the boiler to the cylinders (in engines using the Carnot cycle, the efficiency is higher ) Therefore, it is assumed that the implementation of the above method, i.e. when using the heat loss of the internal combustion engine to convert this energy into steam and the subsequent use of this steam as a working fluid in combustion chambers using the Carnot cycle, it should increase the efficiency of the internal combustion engine to 20%. This will reduce fuel consumption and reduce the amount of exhaust gases, without fundamentally changing the design of the internal combustion engine. It is possible to simplify the use of the proposed method by removing the condenser and valve 4 from the circuit. In this case, the exhaust of steam will be released into the exhaust pipe through valve 2. But it should be noted that periodically it will be necessary to replenish the capacity of the fluid E.

Bibliography

1. Vyrubov D. N. et al. Internal combustion engines: theory of piston and combined engines. M .: Engineering, 1983.

2. Goldberg A.M., Galyamichev V.A. Thermal calculation of a four-stroke engine:

Methodical decree. for students of the Faculty of Forestry Engineering special. 0519. L., 1985.

3. Lev Davidovich Landau, Alexander Isaakovich Kitaygorodsky "Physics for All": Molecules. - 6th ed. - M .: Science. The main edition of physical and mathematical literature, 1984.

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9. Materials of the AAI scientific and technical conference "Automobile and tractor engineering in Russia. Development priorities and training" dedicated to the 145th anniversary of MSTU MAMI. Sktsiya 2 "Piston and gas turbine engines".

10. Sosnin Dmitry Alexandrovich. Automated electromagnetic drive of gas distribution valves of a piston engine: Dis. Cand. tech. Sciences: 05.09.03: Moscow, 2005, 204 p. RSL OD, 61: 05-5 / 1903.

11. Mikitenko A., Bushin C. "Honda Idbufntkb K-20, K-24." Ed. Legion Avtodata, 2008

12. RU, Patent Number: 2117803, Reg. application number: 93017744, 04/06/1993, class P02C 5/02.

Claims (1)

A method of using thermal energy of an internal combustion engine, which consists in converting coolant of a block of working cylinders of an internal combustion engine (ICE) into steam due to the heat of the outer walls of its cylinders and the heat of the exhaust gases, superheated steam is supplied to the receiver, from which it is sent to the working cylinder through the high-pressure steam supply valve, heat is removed from the inner walls of the working chamber and the working cylinder by steam, they work in the working cylinder due to the steam energy, and exhaust steam from the cylinder through the steam release valve to the condenser and the condensed steam is returned to the cylinder block, while the mixture of air and fuel is injected into the working cylinder through the intake valve, and the exhaust gas is released from the working cylinder through the exhaust valve, steam intake and exhaust valves , the intake valves of the mixture of air with fuel and exhaust are controlled by an electronic control unit with the possibility of engine operation in the four-cycle cycle of the internal combustion engine or in the steam engine mode.

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