SU43776A1 - Tractor (diesel) internal combustion engine - Google Patents

Description

Traction (diesel) internal combustion engines are known with a continuous change in the volume of compression chambers using an auxiliary piston that is located in a cylinder of small diameter.

In the proposed traction (diesel) engine, the auxiliary piston is driven from the engine shaft in a continuous reciprocating motion, the amplitude of which is varied by means of a rocker mechanism, in order to obtain, by the end of the stroke, the working piston of different compression ratios.

The proposed engine can operate both in the Otto cycle and in the Diesel cycle, depending on the desired mode at the moment, and with a high average indicator pressure over a wide range of speeds, from O to maximum.

In addition to the railway case, that. This engine can also be used on ships.

In FIG. 1 shows the engine section; FIG. 2 is a view of the engine from the side of the cover; FIG. 3 is a view of the cover from the inside; FIG. 4-distribution nozzle mechanism.

In the drawing, as an example, shows the engine of the proposed C (147)

Stems in the form of a dual-action two-stroke engine.

The engine has a start of compressed air or exhaust gases and works with both air and mechanical or pre-chamber spray.

When the piston 7 is in the upper dead position, as. shown in FIG. 1, the air from the starting cylinders flows through the starting valve 2 (FIG. 2) into the engine cylinder and moves the piston 7 into the cylinder cavity, which is filled with fresh air coming from the purge compressor through the windows 3, and compresses it. To reduce the backpressure and ease the starting conditions on the one hand, and on the other not to get excessive flash pressure, the engine squeeze chamber is increased so that the pressure at the end of the compression does not exceed b-10 atm, which makes it possible to have enough air in the cylinder normal and reloading capacity, which is necessary when the train is triggered. For a final pressure of 6 atm. the chamber must be increased by 3.3 times, and for pressure in IO atm. - by 1.5 times.

An increase in the compression chamber is obtained as follows. Porschen / moves the rocker 4 attached

to the slider 5 or finger crank. From the rocker, the curtain goes to the three-lever lever 5, which sits on the fixed roller 7. Thus, the movement of the rod 6 causes the reverse movement of the auxiliary piston 10 connected with the connecting rod 9 with the lever 8, and thus increases the compression chamber connected to the auxiliary cavity channel 11, to the desired size. When the piston / comes to a dead point, light fuel (approximately, gasoline, benzene, etc.) is injected through a nozzle 72 in a known manner, the jet of which is directed so as to saturate the compression space around the fuse 13 with fuel (Fig. 2), sparking, flammable mixture. When the pressure inside the cylinder rises, the piston 1 receives a working stroke, and the piston 10 with the same system of levers moves in the opposite direction and forces air out of its cylinder through the channel 77; at this point, the upper charge can be applied through the valve 23 located in the auxiliary cylinder head. Since in the cylinder, due to the burning of light fuel, a high temperature occurs, significantly higher than the oil ignition temperature, after the piston stroke, oil is fed successively through a certain nozzle section 14 and 75 at some part of the piston stroke; thus, combustion takes place at constant pressure, and the indicator diagram is obtained close to the indicator diagram of a steam engine with a high average pressure indicator, and this is exactly what is required from the locomotive engine. This injection procedure is carried out by a distribution mechanism with offset cam discs, as shown in FIG. 4. During the course of the piston 7, the additional piston 16 through the same mechanism and the rod 77 moves in the opposite direction, increasing the compression chamber, and the process proceeds as described previously.

So the engine works until it develops the number of revolutions, which ensures the self-ignition of the oil.

whereupon the pilot nozzle 72 and the spark plug 13 are turned off, and the engine's distribution mechanism is installed by known methods to the normal flow of oil through the nozzles 14 and 75. The compression chamber is reduced to the normal engine compression chamber Diesel by an operator through a rocker drive consisting of levers and t g 18, 19, 21, 22. In this case, the position of the stone b g in the link 4 is set so that the center of the swing rotates the parts 10 and 16 into the middle position, which ensures the operation of the compression chamber Diesel, or closes the channels 77, whereby the air is decompressed and released into the atmosphere through the same blower valve 23.

When starting the engine or starting off the locomotive, air is needed only for the engine to make one or half a turn, and then the locomotive accelerates due to flashes in the cylinder.

Blowdown pumps and starting compressor can be driven both from the main engine and from the auxiliary.

An increase in engine power at the moments of moving can also be produced by lower supercharging from the starting compressor and an increase in the stroke of the auxiliary pistons.

This system is equally applicable to four-stroke engines of dual and simple action.

The subject matter of the invention.

A traction (diesel) internal combustion engine with a continuous change in the volume of the compression chamber using an auxiliary piston located in a cylinder of a smaller diameter, characterized in that the auxiliary piston 10 or 16 is driven from the engine into a continuous reciprocating motion, the amplitude of which varies with the help of the rocker mechanism, in order to obtain, by the end of the stroke, the working piston of various degrees of compression, depending on the position of the rocker mechanism.

to the author's testimony of G. K. Khlebnikov

No. 4-3776

 fig