Anti-knock energy saving engine

Abstract

The anti-knock energy saving engine includes one solenoid valve controlled gas valve opening and closing mechanism and one knock preventing mechanism to spray water regularly to the engine cylinder. The gas valve opening and closing mechanism includes crankshaft rotation angle sensor and solenoid valve. The crankshaft rotation angle sensor has timing rotor and N crankshaft angle detecting coils around the timing rotor. The detecting coils are connected electrically to the solenoid valve coil so as to control the opening and closing of the gas valve. The water spraying knock preventing mechanism has water pump connected to the steam generator, steam generator mounted on the heat supplying exhaust manifold, and nozzle connected to the steam generator to spray water regularly to the cylinder for preventing knock. The present invention has solenoid valve to replace gas distributing mechanism in engine and has the advantages of simple structure, small size, etc.

Description

(1) Technical field [0001] The invention relates to an engine, in particular to an anti-explosion and energy-saving engine. (2) Background technology [0002] At present, no matter the engine at home and abroad, its structure is still two mechanisms and five major systems, namely the crankshaft connecting rod mechanism, the gas distribution mechanism, the fuel system, the cooling system, the lubrication system, the transmission system and the power distribution system. As an internal combustion engine that is commonly used today, it has continuously improved fuel saving, high output power, good exhaust purification, and good safety around the five major systems, and has also successfully realized the computer-controlled power distribution system and fuel system of the engine. However, the valve train, an important part of the engine, is still a mechanical transmission, so its shortcomings are becoming increasingly apparent. The shortcomings are: [0003] 1. The structure is...

AI Technical Summary

Problems solved by technology

[0003] 1. The structure is complex and prone to failure

[0004] The timing gear is driven by the crankshaft, which drives the camshaft, push rod, and rocker. The valves are opened and closed at a certain time angle through the pillars, conduits, valves, and springs, which makes the engine structure complicated. In addition, the lubrication of the valve mechanism must be added separately, etc. , so that the weight and volume of the engine cannot be reduced, and because of the complex structure, it is prone to failure during work

[0005] 2. The reactive power loss of the gas distribution mechanism is large, which wastes fuel

[0006] Due to the complex structure and the heavy weight of reciprocating parts, strong valve springs are needed to overcome the inertial force of these parts. Therefore, the pressure (elastic force) of each valve spring is mostly 18.4-49kg (the average pressure of each valve spring is 34kg) Left and right, together with the loss of push rods, rockers and other mechanisms, the engine can cause reactive power loss in the valve mechanism of up to 2%, and the greater the engine power, the more reactive power loss, wasting fuel

[0007] 3. Intake and exhaust valves "stack open" to reduce engine power

[0008] Due to the mechanical transmission of the existing engine valve mechanism, the intake and exhaust valves are limited by the cam angle of the camshaft, so it is impossible to open and close the valves instantaneously. At the same time, in order to make the engine discharge more exhaust gas and enter more mixed gas. When working, the intake and exhaust valves are not opened and closed when the piston runs to the top dead center or bottom dead center, and there must be a "stacking" time. Due to "stacking", the engine power will drop, and knocking will easily occur

[0009] 4. The noise of the mechanical valve mechanism is large, and the clearance of the valve foot needs to be adjusted frequently.

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