DE4413851A1 - Method for reducing the engine load and improving the torque in 4-stroke engines - Google Patents

Method for reducing the engine load and improving the torque in 4-stroke engines

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Publication number
DE4413851A1
DE4413851A1 DE4413851A DE4413851A DE4413851A1 DE 4413851 A1 DE4413851 A1 DE 4413851A1 DE 4413851 A DE4413851 A DE 4413851A DE 4413851 A DE4413851 A DE 4413851A DE 4413851 A1 DE4413851 A1 DE 4413851A1
Authority
DE
Germany
Prior art keywords
recess
stroke
compression
compression space
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
DE4413851A
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German (de)
Inventor
Josef Lipinski
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Individual
Original Assignee
Individual
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Publication date
Application filed by Individual filed Critical Individual
Priority to DE4413851A priority Critical patent/DE4413851A1/en
Publication of DE4413851A1 publication Critical patent/DE4413851A1/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/28—Other pistons with specially-shaped head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

The object of the invention is to reduce the engine load at the firing point, to improve the torque and thereby to achieve an indirect fuel saving without significantly modifying the conventional engine design. The invention merely comprises a mounted attachment on the top of the piston and a recess of identical shape in the compression space. When the mounted attachment reaches the recess on the compression stroke, the compression space is divided into 2 sub-spaces. The remainder of the stroke generates the necessary compression pressure in the recess. The quantity of fuel required for the entire power stroke is injected and ignited. Owing to the shortage of air complete combustion does not occur. The pressure acts only on the surface of the mounted attachment and its level corresponds to the ratio of the two surfaces. As the crankshaft continues to rotate, the mounted attachment leaves the recess and the highly compressed hot gases flow into the remaining compression space. There they produce a second, complete combustion, the pressure of which acts on the entire piston area and owing to the more favourable crank position generates a higher torque. This invention can be used in all operating methods.

Description

Bei allen 4-Takt-Motoren entstehen im Zünd-Totpunkt der Kolben durch die explosionsartige Verbrennung des komprimierten Gemisches sehr hoher Druck,der das Triebwerk stark belastet, gleichzeitig aber nur geringe Auswirkung auf das Drehmoment des Motors hat.In all 4-stroke engines, the pistons are created at the ignition dead center the explosive combustion of the compressed mixture very much high pressure that puts a heavy load on the engine, but at the same time only has little effect on the motor torque.

Der Erfindung liegt die Aufgabe zugrunde, ohne wesentliche Änderung der bisherigen Motorkonstruktion, die Belastung des Triebwerkes zu verringern und gleichzeitig das Drehmoment zu verbessern um dadurch eine Leistungssteigerung und indirekte Kraftstoff-Einsparung zu er­ reichen.The invention has for its object without significant change the previous engine design, the load on the engine reduce and at the same time improve the torque to thereby an increase in performance and indirect fuel savings pass.

Die nachfolgend beschriebene Erfindung entspricht diesen Anforderungen und kann bei allen Arbeitsverfahren angewendet werden.The invention described below meets these requirements and can be used in all work processes.

Aufbau und Wirkungsweise bei einem Motor mit innerer Gemischbildung:Structure and mode of operation of an engine with internal mixture formation:

Diese Erfindung besteht lediglich aus einer Aufsattelung an der Kolben- Oberseite und einer formgleichen Aussparung im Kompressionsraum des Zylinderkopfes.This invention consists only of a saddle on the piston Top and a recess of the same shape in the compression space of the Cylinder head.

Lage und Abmessungen können frei bestimmt werden. Die Höhe kann so gewählt werden, daß sie z. B. 30° vor Erreichen des Zünd-Totpunktes die Aussparung abschließt und dadurch den Kompressionsraum in zwei Teilräume teilt, die Aussparung und den Rest-Kompressionsraum. Mit dem restlichen Hub dringt die Aufsattelung in die Aussparung ein und erzeugt dabei den erforderlichen Kompressionsdruck, der nicht mit dem Druck im Rest-Kompressionsraum übereinstimmen muß.Location and dimensions can be freely determined. The height can be so be chosen that they z. B. 30 ° before reaching ignition dead center closes the recess and thereby the compression space in two Divides sub-spaces, the recess and the remaining compression space. With the remaining stroke, the saddle penetrates into the recess and creates the necessary compression pressure, which is not must match the pressure in the remaining compression space.

Die für den Arbeitstakt erforderliche Kraftstoffmenge wird in die Aus­ sparung eingespritzt und gezündet, kann aber wegen des Luftmangels nicht vollständig verbrennen. Der entstehende Verbrennungsdruck wirkt nur auf die Fläche der Aufsattelung und belastet das Triebwerk nur im Verhältnis dieser zur Gesamt-Kolbenfläche. The amount of fuel required for the work cycle is off saving injected and ignited, but can due to lack of air do not burn completely. The resulting combustion pressure works only on the surface of the fifth wheel and only loads the engine in relation to the total piston area.  

Nach der weiteren Drehung der Kurbelwelle (im vorgenannten Beispiel nach 30°) verläßt die Aufsattelung die Aussparung und das hochkompri­ mierte, heiße Gas strömt in den Rest-Kompressionsraum, vermischt sich dort mit der komprimierten Luft und erzeugt eine zweite, vollständige Verbrennung des Kraftstoffes. Der dabei entstehende Druck wirkt auf die ganze Kolbenfläche und bewirkt, wegen der günstigeren Kurbelstel­ lung, eine höheres Drehmoment damit eine Leistungssteigerung und indirekte Kraftstoff-Einsparung.After further crankshaft rotation (in the above example after 30 °) the saddle leaves the recess and the high compression lubricated, hot gas flows into the remaining compression space, mixes there with the compressed air and creates a second, complete Combustion of the fuel. The resulting pressure acts the entire piston surface and, because of the cheaper crank position tion, a higher torque, thus an increase in performance and indirect fuel saving.

Die übrigen Funktionen des Motors bleiben unverändert. Die Zylinder­ köpfe können mit 2, 3 oder 4 Ventilen ausgerüstet werden, davon sind je ein Einlaß- und ein Auslaßventil im Rest-Kompressionsraum ange­ ordnet, die übrigen in der Aussparung.The other functions of the engine remain unchanged. The cylinders heads can be equipped with 2, 3 or 4 valves, of which are One inlet valve and one outlet valve in the rest of the compression chamber arranges, the rest in the recess.

Bei Motoren mit äußerer Gemischbildung ist dieses Verfahren ebenso anwendbar, jedoch entfallen die Einspritzdüsen.This procedure is also the same for engines with external mixture formation applicable, but the injectors are omitted.

In beiliegenden Zeichnungen werden 2 verschiedene Konstruktionsmög­ lichkeiten schematisch dargestellt:In the accompanying drawings, 2 different designs are possible shown schematically:

Fig. 1 zeigt den Schnitt B-C durch den Zylinderkopf (1) eines Diesel­ motors, der mit 3 Ventilen ausgerüstet ist. Der Kolben mit der Aufsatte­ lung (2) befindet sich in der Zünd-Totstellung. In der Aussparung (3) herrscht der für die Zündung erforderliche Kompressionsdruck, der vom Druck des Rest-Kompressionsraumes (4) unabhängig ist. Das Auslaßventil (7) im Rest-Kompressionsraum schließt den Verbindungsschlitz (8) zwi­ schen der Aussparung und der Abgasleitung, der für die Entleerung im Ausstoßtakt erforderlich ist. Das Einlaßventil (5) der Aussparung (3) ist ebenfalls geschlossen. Fig. 1 shows the section BC through the cylinder head ( 1 ) of a diesel engine, which is equipped with 3 valves. The piston with Aufsatte treatment ( 2 ) is in the ignition dead position. In the recess ( 3 ) there is the compression pressure required for the ignition, which is independent of the pressure of the remaining compression space ( 4 ). The exhaust valve ( 7 ) in the remaining compression space closes the connecting slot ( 8 ) between the recess and the exhaust pipe, which is required for emptying in the exhaust stroke. The inlet valve ( 5 ) of the recess ( 3 ) is also closed.

Die erste,unvollkommene Verbrennung findet in der Aussparung (3) statt und wirkt nur auf die Fläche der Aufsattelung des Kolbens (2). Nach der weiteren Drehung der Kurbelwelle verläßt die Aufsattelung die Aus­ sparung, das noch hochkomprimierte, heiße Gas strömt in den Rest-Kom­ pressionsraum (4) und ermöglicht eine zweite, vollständige Verbrennung des Kraftstoffes, deren Druck auf die ganze Kolbenfläche wirkt.The first, imperfect combustion takes place in the recess ( 3 ) and only affects the surface of the piston saddle ( 2 ). After further turning the crankshaft, the saddle leaves the recess, the still highly compressed, hot gas flows into the remaining compression chamber ( 4 ) and enables a second, complete combustion of the fuel, the pressure of which acts on the entire piston surface.

Fig. 2 stellt die Ansicht A von der Unterseite des Zylinderkopfes (1) dar. In der Aussparung (3) ist das Einlaßventil (5) und die Einspritz­ düse (9) angeordnet, im Rest-Kompressionsraum (4) das Einlaßventil (6) sowie das Auslaßventil (7) ebenso der Verbindungskanal (8) zwischen der Aussparung (3) und der Abgasleitung, der für die Entleerung im Ausstoßtakt erforderlich ist. Fig. 2 shows the view A from the underside of the cylinder head ( 1 ). In the recess ( 3 ), the inlet valve ( 5 ) and the injection nozzle ( 9 ) is arranged, in the remaining compression space ( 4 ), the inlet valve ( 6 ) and the outlet valve ( 7 ) as well as the connecting channel ( 8 ) between the recess ( 3 ) and the exhaust pipe, which is required for emptying in the exhaust stroke.

Fig. 3 stellt den Schnitt D-E durch den Zylinderkopf (11) eines Otto-Einspritzmotors dar, der mit 4 Ventilen ausgerüstet ist. Der Kol­ ben mit der Aufsattelung (12) , die in der Mitte des Kolbens angeord­ net ist, befindet sich in der Zünd-Totstellung und hat in der Aus­ sparung (13) den erforderlichen Kompressionsdruck erzeugt, der vom Druck im Rest-Kompressionsraum (14) unabhängig ist. Das Einlaßventil (16) sowie das Auslaßventil (17) sind im Rest-Kompressionsraum ange­ ordnet, während sich in der Aussparung (13) das Einlaßventil (15) befindet. Fig. 3 shows the section DE through the cylinder head ( 11 ) of an Otto injection engine, which is equipped with 4 valves. The Kol ben with the Aufsattelung ( 12 ), which is angeord net in the middle of the piston, is in the ignition dead position and has in the recess ( 13 ) generated the required compression pressure from the pressure in the rest of the compression space ( 14th ) is independent. The inlet valve ( 16 ) and the outlet valve ( 17 ) are arranged in the rest of the compression space, while the inlet valve ( 15 ) is located in the recess ( 13 ).

Fig. 4 stellt die Ansicht F der Unterseite des Zylinderkopfes (11) dar. In der Aussparung (13) sind das Einlaßventil (15), das Auslaß­ ventil (18), sowie die Einspritzdüse (19) und die Zündkerze (20) an­ geordnet. Im Rest-Kompressionsraum (14) befindet sich das Einlaßven­ til (16) und das Auslaßventil (17). Fig. 4 shows the view F of the underside of the cylinder head ( 11 ). In the recess ( 13 ), the inlet valve ( 15 ), the exhaust valve ( 18 ), and the injection nozzle ( 19 ) and the spark plug ( 20 ) are arranged . In the rest of the compression space ( 14 ) is the inlet valve ( 16 ) and the outlet valve ( 17 ).

Claims (3)

1. Verfahren zur Verringerung der Triebwerksbelastung und Verbes­ serung des Drehmomentes bei 4-Takt-Motoren, das durch eine Aufsatte­ lung an der Kolben-Oberseite (2) und eine formgleiche Aussparung (3) im Kompressionsraum, diesen während des Verdichtungstaktes in 2 Teil­ räume teilt, durch den weiteren Hub in der Aussparung (3) den erfor­ derlichen Kompressionsdruck erzeugt und nach Einspritzung und Zündung der für den Arbeitstakt erforderlichen Kraftstoffmenge dort die erste Verbrennung einleitet, die nur in der Aussparung (3) abläuft, dadurch gekennzeichnet, daß die Abmessungen der Aufsattelung (2) frei bestimmt werden können, aber die Wirksamkeit des Verfahrens bestimmen, während die Fläche der Aufsattelung die Triebwerksbelastung im Zündzeitpunkt im gleichen Verhältnis verringert wie sie sich zur Gesamt-Kolbenfläche verhält, bestimmt die Höhe der Aufsattelung während des Verdichtungstaktes den Zeitpunkt der Teilung des Kompressionsraumes und nach der ersten Ver­ brennung den Beginn der zweiten Verbrennung, die für die Verbesserung des Drehmomentes bestimmend ist.1. Procedure for reducing the engine load and improving the torque in 4-stroke engines, which by a Aufsatte treatment on the top of the piston ( 2 ) and a recess of the same shape ( 3 ) in the compression space, this during the compression stroke in 2 parts divides, by the further stroke in the recess ( 3 ) generates the necessary compression pressure and after injection and ignition of the amount of fuel required for the work cycle initiates the first combustion there, which only takes place in the recess ( 3 ), characterized in that the dimensions of the saddle ( 2 ) can be freely determined, but determine the effectiveness of the method, while the area of the saddle reduces the engine load at the time of ignition in the same ratio as it relates to the total piston area, the height of the saddle determines the time of the compression stroke Division of the compression space and after the first V it burns the beginning of the second combustion, which is decisive for the improvement of the torque. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die zweite Verbrennung im Rest-Kompressionsraum (4) durch das hochkomprimierte, heiße Gas der ersten Verbrennung ausgelöst wird, die in der Aussparung (3) durchgeführt wurde.2. The method according to claim 1, characterized in that the second combustion in the residual compression space ( 4 ) is triggered by the highly compressed, hot gas of the first combustion, which was carried out in the recess ( 3 ). 3. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß es bei allen 4-Takt-Motoren mit innerer oder äußerer Gemisch­ bildung angewendet und die Zylinderköpfe dabei mit 2, 3 oder 4 Ven­ tilen ausgestattet werden können.3. The method according to claim 1, characterized, that it is in all 4-stroke engines with internal or external mixture education applied and the cylinder heads with 2, 3 or 4 Ven can be equipped.
DE4413851A 1994-04-21 1994-04-21 Method for reducing the engine load and improving the torque in 4-stroke engines Withdrawn DE4413851A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE4413851A DE4413851A1 (en) 1994-04-21 1994-04-21 Method for reducing the engine load and improving the torque in 4-stroke engines

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE4413851A DE4413851A1 (en) 1994-04-21 1994-04-21 Method for reducing the engine load and improving the torque in 4-stroke engines

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DE4413851A1 true DE4413851A1 (en) 1994-09-08

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DE4413851A Withdrawn DE4413851A1 (en) 1994-04-21 1994-04-21 Method for reducing the engine load and improving the torque in 4-stroke engines

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19527422A1 (en) * 1995-07-27 1997-01-30 Man B & W Diesel Ag IC engine power boosting process - involves increasing internal dia. of lower sector of each cylinder sleeve and that of lower part of each piston by 0.8 per cent
WO2003064831A1 (en) * 2002-02-01 2003-08-07 Scania Cv Ab (Publ) Combustion engine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE536592C (en) * 1930-06-12 1931-10-24 Paul Landis Air-compressing injection engine for four- or two-stroke
DE2514479A1 (en) * 1974-04-03 1975-10-23 Fuji Heavy Ind Ltd FOUR-STROKE IGNITION GASOLINE
DE2809968A1 (en) * 1978-03-08 1979-09-20 Bosch Gmbh Robert PISTON COMBUSTION MACHINE WITH A CIRCULAR CYLINDER-SHAPED COMBUSTION CHAMBER

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE536592C (en) * 1930-06-12 1931-10-24 Paul Landis Air-compressing injection engine for four- or two-stroke
DE2514479A1 (en) * 1974-04-03 1975-10-23 Fuji Heavy Ind Ltd FOUR-STROKE IGNITION GASOLINE
DE2809968A1 (en) * 1978-03-08 1979-09-20 Bosch Gmbh Robert PISTON COMBUSTION MACHINE WITH A CIRCULAR CYLINDER-SHAPED COMBUSTION CHAMBER

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19527422A1 (en) * 1995-07-27 1997-01-30 Man B & W Diesel Ag IC engine power boosting process - involves increasing internal dia. of lower sector of each cylinder sleeve and that of lower part of each piston by 0.8 per cent
WO2003064831A1 (en) * 2002-02-01 2003-08-07 Scania Cv Ab (Publ) Combustion engine
US7055491B2 (en) 2002-02-01 2006-06-06 Scania Cv Ab (Publ) Piston-cylinder combination for a combustion engine

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