Internal-combustion engines – Multiple cylinder – Cylinders in-line
Patent
1987-07-01
1990-03-06
Okonsky, David A.
Internal-combustion engines
Multiple cylinder
Cylinders in-line
123 58BC, 123 4174, 123196R, F02B 7526
Patent
active
049056379
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION:
Even though certain well know companies in Europe and the USA have developed diesel aircraft engines, they have not found favor in actual applications, as they were affected by considerable handicaps and deficiencies. The fact is that at the present time not a single diesel aircraft engine is in use or production anywhere in the world-
In particular, the specific weight per unit power, of these experimental engines was within a range of 1.5 to 1.0 kp/PS, which represented a significant disadvantage relative to the most favorably regarded spark ignition gasoline engines with about 0.95 to 0.60 kp/PS. (The higher value relates to small engines, the lower value to engines from about 900 PS on.) The exceptions are certain engines for military aircraft beginning at about 1 400 PSm with roughly 0.45 kp/PS.
The specific fuel consumption of the experimental diesel aircraft engines of 195 to 165 g/(PS/h) was not sufficient to justify the high weight by unit power or to compensate for it, even over longer flights.
The reason of the much higher weight of diesel engines--in their configurations prevalent heretofore--compared to spark igniters, are adequately known, i.e. the compression and combustion pressures are approximately twice as high or even more, as that of as spark ignition engines.
The higher static and dynamic stresses to which conventional diesel engines are exposed necessarily lead, in view of the larger dimensions required, to higher weights, for example: heavier crankshafts, heavier connecting rods, requiring heavier counterweights, bearings, housings and also heavier cylinder heads.
In a manner similar to vehicle design, the demand for diesel engines for aircraft appeared only after the "energy crisis". Today, however, a need for such engines is clearly audible in the professional literature. A principal reason is the high and still rising energy prices. Further reasons, not less important, are the significantly longer flight durations and ranges, together with higher payloads with identical tank capacities, because the specific fuel consumption of a good diesel engine, with direct injection, which is less by 25 to 35% than the gasoline engines presently in use, is able to provide certain savings.
The clearly improved operating safety, due mainly to the absence of ignition devices, which are the source of many of all problems, and the elimination of the danger of fire due to the inflammability of diesel oil being above 55.degree. C., are hard advantages relative to gasoline engines.
The economic and safety advantages of diesels relative to the present gasoline engines are generally know. However, the problems involved in the design of such a diesel engine with all of these advantages, but without the disadvantages, are not known as well.
The most important differences up to now are:
Consequently, if a way could be found to reduce the specific weight by unit power of the diesel engine, all of the advantages would be attained. As the requirement of an optimum specific weight cannot be realized, there exists a need for a novel technology.
SUMMARY OF THE INVENTION
The engine shown in a longitudinal section in FIG. 1 and according to the table of FIG. 2, Type 4XX61, has an output with a working volume of 6.107 liters, of 162 KW, (220 PS) at 2,400 min.sup.-1, a weight of 165 kp, consequently; 0.75 kp/per PS=1.019 kp/KW.
This corresponds to the specific weight of present spark ignition engines of the same power class, or may be better, because the exhaust turbocharger, the exhaust system, starter system, the cooler for the charge air and the cooling medium are included in the weight, together with the heat exchangers for the lubricating oil. However, weight data of present day gasoline aircraft engines should be analyzed.
However, designed for high output and high supercharging, this engine produces even with a "moderate" supercharge according to Column 8, Table 2, 265 PS=195 KW, with an additional weight of only 4 kg, in continuous charger operation. Specific consumption ris
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