EP0886723A1 - Internal combustion engine with compressed air ignition equipped with rotating distributors - Google Patents

Internal combustion engine with compressed air ignition equipped with rotating distributors

Info

Publication number
EP0886723A1
EP0886723A1 EP97900087A EP97900087A EP0886723A1 EP 0886723 A1 EP0886723 A1 EP 0886723A1 EP 97900087 A EP97900087 A EP 97900087A EP 97900087 A EP97900087 A EP 97900087A EP 0886723 A1 EP0886723 A1 EP 0886723A1
Authority
EP
European Patent Office
Prior art keywords
anteroom
engine
ignition
piston
conduit
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Withdrawn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
EP97900087A
Other languages
German (de)
French (fr)
Inventor
Stevan Miokovic
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
MIOKOVIC Stevan
Original Assignee
MIOKOVIC Stevan
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by MIOKOVIC Stevan filed Critical MIOKOVIC Stevan
Publication of EP0886723A1 publication Critical patent/EP0886723A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • 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

Definitions

  • the present invention relates generally to a piston and internal combustion engine. It relates more particularly to a piston and internal combustion engine, with hot air ignition and rotary distributors.
  • the present invention proposes to produce a piston and internal combustion engine which can use all types of petrol fuels, including that without any additives, and obtain high compressions, while avoiding the danger of self-ignition, in order that this same engine can have, in practice, the advantages of a diesel engine, for example that of the thermodynamic efficiency coefficient and all other known advantages compared to the petrol engine.
  • Yugoslav patent YU No. 23,766 describes an "Internal combustion engine with a preheated cylinder head".
  • the object of this invention is to achieve a higher yield by more complete combustion and without increasing the compression ratio of the explosive mixture. So far, combustion has been very imperfect, especially compared to two-stroke internal combustion engines. Reviews have shown that significant savings in fuel consumption can be made by paying particular attention to the compression ratio of the explosive mixture in the cylinder, since the force of the explosion and therefore the power of the engine depend on the rate compression. According to this patent, the temperatures generated in operation are lower than the temperatures of known internal combustion engines, therefore, aluminum pistons can be used there. This process makes it possible to reduce the forces of inertia, vibrations and the like.
  • the shape of the combustion volume which is spherical and in an eccentric position relative to the vertical axis of the cylinder.
  • the cooling duct coincides with the vertical axis of the cylinder, when the uncooled part of the combustion volume remains defragmentable and easily removable in the event of the need to exchange the cylinder head for preheating.
  • the upper surface of the piston is convex and that of the cylinder suitably designed. It has been found that the ideal preheating temperature is about 550 ° C and that this does not cause any chemical alteration of the fuel, while keeping the ignition reliable.
  • Yugoslav patent YU No. 23,564 is entitled: "Thermally Regulated Combustion Chamber in Diesel Engines".
  • the concept of the combustion chamber ensures a minimum temperature of its interior surface for a given speed range, without any additional control device in the cooling system.
  • the chamber is a separate element, of cylindrical shape, introduced into the cylinder head and must be constructed of a material whose coefficient of expansion is significantly lower than that of the material of the cylinder head.
  • the chamber is fixed by axial clamping on a narrowed part using a threaded ring screwed into the cylinder head. This process allows a relative increase in the temperature of the chamber during moderate regimes, consequence of the low thermal contact, and a decrease in the temperature of the chamber during high regimes because of the progressive improvement of the reciprocal thermal contact.
  • the Yugoslav patent P-125/83 describes a "Cylinder combustion chamber located under the exhaust valve, with rotary circulation of directed air".
  • the problem of the shape of the cylinder chamber is very important, especially in the case of high-speed internal combustion engines, applied to the driving of light road vehicles. This form is particularly critical in the case of high-speed internal combustion engines which consume a lean fuel / air mixture (coefficient of excess air smaller than 1), and whose compression rates are increased. This is the case for high-speed internal combustion diesel engines and especially for those with direct injection. This problem is still not resolved.
  • the invention cited above is, at the base, an open cylindrical chamber, located in the cylinder head, comprising a spiral intake duct, ensuring intensive air circulation in a vortex around the axis of the cylinder during the phase of admission.
  • Recesses receiving the heads of the injectors and the candles are provided in the chamber.
  • French patent No.716.783 describes a new design of a device applied to internal combustion engines, which use a special pump for compression of the explosive mixture.
  • the pump draws in hydrogen or oxygen gas and compresses the explosive mixture in the chamber just before the piston reaches top dead center.
  • the pump is installed in the cylinder head and has an intake valve and an exhaust valve, which are controlled mechanically.
  • the merit of this invention is to have increased the force of the explosion, while reducing fuel consumption. In comparison with known devices, the advantage of this device is that the mixture is consumed to the maximum.
  • the present invention proposes to overcome these drawbacks.
  • the basis of the invention is reflected in the fact that a four-stroke piston and internal combustion engine can use all types of petrol fuels, including petrol without any additives, in order to obtain compression ratios. high without the danger of self-ignition of the explosive mixture.
  • the internal combustion engine acquires all the qualities of a diesel engine, such as, for example, the thermal efficiency coefficient, with the known advantages compared to petrol engines.
  • the four-stroke piston engine can have one or more cylinders in which the ignition of the explosive mixture is carried out using hot air, and not electrically.
  • the combustion chamber is divided into an anteroom and a main chamber which communicate cyclically during the expansion and exhaust phase, or are cut off from each other during the intake phase and compression.
  • the engine is fitted with a two-stage compressor which initially sends the air at lower pressure to the compression-effect carburetor, where the relatively rich air / petrol fuel mixture takes place. Using the compression effect, the carburetor then sends the explosive mixture through a specially added valve to the anteroom.
  • the compressor compresses the air at high pressure, thus considerably increasing the air temperature, that is to say enough to cause the ignition of the explosive mixture.
  • the air thus heated by the compressor is injected into the main chamber which, during this phase, remains cut off from the anteroom, as noted previously.
  • the distribution system is made using two rotary cylindrical distributors, the first of which is used to connect the anteroom and the main chamber, and the second to let the heated air pass for ignition.
  • the two distributors are provided with gears and rotate at the same speed in opposite directions, one of them being geared to the camshaft. The speed of rotation of the camshaft therefore controls the speed of rotation of two distributors.
  • the piston and internal combustion engine with hot air ignition and rotary distributors has several advantages, the most important of which are:
  • the construction is simpler, since candles, cables and the igniter are not necessary, and the risk of breakdowns resulting from the use of electric current is reduced; - it can use all types of petrol fuels, including that without additives;
  • FIG. 2 shows the arrangement of the valves and the two chambers in the single cylinder, in plan and in horizontal projection
  • FIG. 3 is a vertical section along the line III-III of Figure 2, in vertical projection;
  • FIG. 4 is a longitudinal section of the system of rotary distributors, in vertical projection
  • FIG. 5 is a front elevational view of the rotary distributors of Figure 4 indicated by the arrow F, in profile projection;
  • - Figure 6 shows the communication conduit between the anteroom and the main chamber of the lower distributor, in side section and in vertical projection;
  • FIG. 7 shows the conduit of Figure 6, in horizontal projection
  • FIG. 8 shows the side section of the hot air compartment, made on the upper distributor, in vertical projection
  • FIG. 9 shows the hot air compartment of Figure 8, in horizontal projection;
  • - Figure 10 shows the arrangement of the communication conduits between the anteroom and the main bedroom;
  • Figure 20 is a view similar to Figure 1.
  • a piston and internal combustion engine with hot air ignition and rotary distributors comprises a system of combustion chambers, valves, rotary distributors and pre-ignition device.
  • the new engine may have one or more cylinders.
  • the description and the diagram of the present invention deals with the design of a cylinder, but it is understood that the other cylinders in the engine, not shown in the diagrams, are of identical design.
  • the engine comprises an upper chamber called anteroom 4 and a lower chamber called main chamber 5, installed in a cylinder head 1, specially formed and molded. They are located just above a cylinder 2 and a piston 3.
  • the main chamber 5 is open towards the inside of the cylinder 2 and of the head of the piston 3.
  • a small intake valve 8 and a small exhaust valve 9 of smaller sizes are installed in the cylinder head 1 in addition to conventional intake 6 and exhaust 7 valves.
  • the seats of the small valves 8 and 9 are milled in the ceiling of the anteroom 4 and their heads are inside of it. (See Figures 3 and 4).
  • the intake valves 6 and 8 are fixed to a rocker arm 12 using flexion springs 10 and spiral springs 11 and 11 '.
  • the rocker arm 12 is supported in the middle on a camshaft 13. The other end of the rocker arm
  • the small exhaust valve 9 and the conventional exhaust valve 7 are fixed identically to a rocker arm 12 'which is pressed in its middle on the next cam of the camshaft 13.
  • a system of rotary distributors is composed of two tubular rotary distributors 15, 16 installed with a ball bearing.
  • the upper distributor 15 serves to bring in the hot air necessary for igniting the explosive mixture and to evacuate the burnt gases.
  • the lower distributor 16 serves to communicate the anteroom 4 and the main chamber 5.
  • the two distributors 15 and 16 are provided with identical pinions 17 and 18, meshed with one another (see FIGS. 4 and 5).
  • One of the distributors, for example, the upper distributor 15 is meshed on the camshaft by a toothed belt 19. In this way, the two distributors 15 and 16 rotate in opposite directions, but at the same speed as the camshaft 13.
  • a wall 20 which separates an open compartment 21 and a closed compartment 22. Therefore, the compartment 21 communicates with the anteroom 4 by a conduit 23 and with the main chamber 5 by a conduit 24. (See Figures 6 and 7).
  • An intake pocket 27 for the hot air and a slot 28, located on the outside face of the distributor and opposite the pocket 27, are located in the distributor 15.
  • the bag 27 communicates with the anteroom 4 by a duct 30 of hot air coming from a longitudinal duct 31, itself in communication with the two-stage compressor (not shown) and with the exhaust duct 32 which serves to evacuate the burnt gases through a conduit longitudinal exhaust 33, on the other side.
  • the longitudinal exhaust duct communicates with the exhaust branch (not shown) (See Figures 8 and 9).
  • the two-stage compressor can be engaged with the engine in various ways known to mechanical engineering.
  • the first compression stage is used to send low pressure air into a compression effect carburetor, not shown here, where it mixes with the proper fuel.
  • Existing carburetors can be used, but they should undergo adaptation: instead of sucking the fuel, they should propel it through a longitudinal duct 34 to an inlet duct 35.
  • the conduit 35 for the arrival of the explosive mixture communicates with a ring-shaped compartment 36 in which the lower part of the small intake valve 8 is located. When the valve 8 opens, the explosive mixture passes from the compartment 36 in the anteroom 4 and fills it.
  • the volume of the anteroom 4 corresponds approximately to a compression ratio of 8: 1
  • the volume of the main chamber 5 corresponds to a compression ratio of 20: 1.
  • the average compression ratio is approximately 15: 1 to 16: 1.
  • the automatic pre-ignition is provided by a pre-ignition device 37 which changes the position angle between the distributors 15 and 16 (see FIG. 12).
  • the pre-ignition device 37 is driven by the camshaft 13 via a pinion 38 and the toothed belt 19.
  • the pinion 38 has longitudinal grooves 39 in which are projecting segments 40 of a shoe 41. in this way, the shoe 41 can move along the pinion in both directions.
  • a tip 42 is fixed on the shoe 41 and passes through a helical slot 43 formed on the upper rotary distributor 15. Thus, the change in the inclination between the camshaft 13 and the distributor 15 is obtained.
  • the angle of the pre-ignition is controlled by a centrifugal effect regulator (not shown) via a fork 44 and an axle 45, which are in indirect connection with the shoe 41.
  • the return of the device 37 is effected by a spiral spring 46 positioned on the part of the distributor 15, between a shoe 5 and a ring 47 of the distributor 15.
  • the operation of the engine thus designed is simple and can be followed in FIG. 1 and, better still, in FIGS. 15 to 19.
  • the camshaft 13 rotates half the speed of the crankshaft of the engine.
  • the crankshaft completes one revolution and the camshaft 13, with the rotary distributors 15 and 16, performs only a half revolution (180 °).
  • the crankshaft completes another revolution and distributors 15 and 16 perform the second half of the revolution.
  • the crankshaft makes two turns and the distributors 15 and 16 only one.
  • the compartment 27 is filled with hot air, generated by the second stage of the two-stage compressor and arrived via the conduit 30 via the longitudinal conduit 31, the latter being in direct communication with the compressor.
  • the expulsion of the burnt gases from the cylinder 2 is done conventionally, by the exhaust valve 7.
  • the burnt gases in the anteroom 4 are expelled by the hot air arriving in the open compartment of the distributor 15 through the conduits 30 and 31.
  • the hot air arrives in the anteroom 4 through the slot 28 on the distributor 15, cleaning it from the burnt gases which leave via a conduit 48 towards an outlet mouth 49 and towards the exhaust branch of the engine, not shown in the diagrams.
  • the burnt gases are expelled from the compartment 27 towards the exhaust conduits 32 and 33.
  • a small amount of the exhaust gases possibly remaining in the compartments 21 and 27 is negligible and does not influence the smooth running of the engine.
  • the choice of fuel type determines the important design characteristics, such as the volumes and their ratio of the anteroom 4 and the main chamber 5, the compression ratio, the dimensions of the compartments 21 and 27 and of the slot 28 in rotary distributors 15 and 16, the diameter of small valves 8 and 9 and others. All these characteristics have a significant influence on the increase in effective power, torque, effective average pressure and the compression ratio which prevents self-ignition of the fuel and detonation.
  • piston and internal combustion engine represented by this invention can be used as an industrial engine and as a servo motor for various pumps, generator sets and the like.

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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 invention concerns an engine comprising a cylinder head (1) in which a precombustion chamber (4) is superposed on a main combustion chamber (5). The precombustion chamber is equipped with two supplementary valves, an admission valve (8) and an exhaust valve, respectively integral with the main valves (6). They are mounted on rocker arms (12 and 12') and in contact with a camshaft (13). The chambers (4, 5) are in cyclic communication with rotating distributors (15, 16) by means of conduits (23, 24, 29). The rotating distributors (15, 16) ensure the intake of burning air and the exhaust of burnt gases. The compressed explosive mixture is conveyed from the carburettor with compression effect by conduits (34, 35) and through an annular section (36), towards the precombustion chamber (4). The explosive mixture is then ignited by the burning air from a section (27), inside the upper distributor (15). The distributors (15, 16) are connected by the belt to the camshaft (13) and to a preignition device (37).

Description

MOTEUR A COMBUSTION INTERNE AVEC ALLUMAGE PAR AIR COMPRIME EQUIPE DE DISTRIBUTEURS ROTATIFSINTERNAL COMBUSTION ENGINE WITH COMPRESSED AIR IGNITION EQUIPPED WITH ROTARY VALVES
La présente invention concerne de façon générale un moteur à pistons et à combustion interne. Elle concerne plus particulièrement un moteur à pistons et à combustion interne, avec allumage par air brûlant et distributeurs rotatifs.The present invention relates generally to a piston and internal combustion engine. It relates more particularly to a piston and internal combustion engine, with hot air ignition and rotary distributors.
La présente invention se propose de réaliser un moteur à pistons et à combustion interne qui peut utiliser tous les types de carburants essence, y compris celui sans aucun additif, et obtenir des compressions élevées, tout en évitant le danger d'auto-allumage, afin que ce même moteur puisse avoir, en pratique, les avantages d'un moteur diesel, par exemple celui du coef- ficient thermodynamique de rendement et tous autres avantages connus par rapport au moteur à essence.The present invention proposes to produce a piston and internal combustion engine which can use all types of petrol fuels, including that without any additives, and obtain high compressions, while avoiding the danger of self-ignition, in order that this same engine can have, in practice, the advantages of a diesel engine, for example that of the thermodynamic efficiency coefficient and all other known advantages compared to the petrol engine.
Diverses tentatives d'accroissement de puissance effective des moteurs à pistons et à combustion interne ont été réalisées, soit par l'amélioration de la combustion, soit par l'augmentation du taux de compression.Various attempts to increase the effective power of piston and internal combustion engines have been made, either by improving combustion or by increasing the compression ratio.
Le brevet yougoslave YU No. 23 766, décrit un "Moteur à combustion interne et à culasse préchauffée". Le but de cette invention est d'atteindre un rendement plus élevé par une combustion plus complète et sans augmenter le taux de compression du mélange explosif. Jusqu'à présent, la combustion a été très imparfaite, surtout au regard de moteurs à combustion interne à deux temps. Des examens ont prouvé que des économies sensibles de consommation du carburant peuvent être réalisées en prêtant une attention particulière au taux de compression du mélange explosif dans le cylindre, car la force de l'explosion et, par conséquent, la puissance du moteur dépendent du taux de compression. Selon ce brevet, les températures engendrées en fonctionnement sont inférieures aux températures des moteurs à combustion interne connus, donc, des pistons en aluminium peuvent y être utilisés. Ce procédé permet de dimi- nuer les forces d'inertie, les vibrations et autres. Tout ceci est obtenu par la forme du volume de combustion, qui est sphérique et en position excentrée par rapport à l'axe vertical du cylindre. Le conduit de refroidissement coïncide avec l'axe vertical du cylindre, lorsque la partie non refroidie du volume de combustion reste défragmentable et facilement démontable en cas de nécessité d'échange de culasse à préchauffage. La surface supérieure du piston est convexe et celle du cylindre conçue de façon adéquate. On a trouvé que la température idéale de préchauffage était d'environ 550°C et que celle-ci n'engendrait aucune altération chimique du carburant, tout en gardant l'allumage fiable.Yugoslav patent YU No. 23,766 describes an "Internal combustion engine with a preheated cylinder head". The object of this invention is to achieve a higher yield by more complete combustion and without increasing the compression ratio of the explosive mixture. So far, combustion has been very imperfect, especially compared to two-stroke internal combustion engines. Reviews have shown that significant savings in fuel consumption can be made by paying particular attention to the compression ratio of the explosive mixture in the cylinder, since the force of the explosion and therefore the power of the engine depend on the rate compression. According to this patent, the temperatures generated in operation are lower than the temperatures of known internal combustion engines, therefore, aluminum pistons can be used there. This process makes it possible to reduce the forces of inertia, vibrations and the like. All this is obtained by the shape of the combustion volume, which is spherical and in an eccentric position relative to the vertical axis of the cylinder. The cooling duct coincides with the vertical axis of the cylinder, when the uncooled part of the combustion volume remains defragmentable and easily removable in the event of the need to exchange the cylinder head for preheating. The upper surface of the piston is convex and that of the cylinder suitably designed. It has been found that the ideal preheating temperature is about 550 ° C and that this does not cause any chemical alteration of the fuel, while keeping the ignition reliable.
Le brevet yougoslave YU No. 23 564 est intitulé : "Chambre de combustion à régulation thermique dans les moteurs diesel". Le concept de la chambre de combustion assure une température minimum de sa surface intérieure pour une plage de régime donnée, sans aucun dispositif de régulation supplé- mentaire dans le système de refroidissement.Yugoslav patent YU No. 23,564 is entitled: "Thermally Regulated Combustion Chamber in Diesel Engines". The concept of the combustion chamber ensures a minimum temperature of its interior surface for a given speed range, without any additional control device in the cooling system.
La chambre est un élément à part, de forme cylindrique, introduit dans la culasse et doit être construite en un matériau dont le coefficient de dilatation est nettement inférieur à celui du matériau de la culasse. La chambre est fixée par serrage axial sur une partie rétrécie à l'aide d'une bague filetée vissée dans la culasse. Ce procédé permet une relative augmentation de la température de la chambre lors des régimes modérés, conséquence du faible contact thermique, et une diminution de la température de la chambre lors des régimes élevés à cause de l'amélioration progressive du contact thermi- que réciproque. Le brevet yougoslave P-125/83 décrit une "Chambre de combustion du cylindre située sous la soupape d'échappement, à circulation rotative d'air dirigé". Le problème de la forme de la chambre du cylindre est très important, spécialement dans les cas de moteurs à combustion interne à haut régime, appli- qués à l'entraînement des véhicules routiers légers. Cette forme est particulièrement critique dans le cas de moteurs à combustion interne à haut régime qui consomment un mélange carburant/air pauvre (coefficient de surplus d'air plus petit que 1 ), et dont les taux de compression sont augmentés. Il en est ainsi pour les moteurs diesel à combustion interne à haut régime et surtout pour ceux à injection directe. Ce problème n'est toujours pas résolu.The chamber is a separate element, of cylindrical shape, introduced into the cylinder head and must be constructed of a material whose coefficient of expansion is significantly lower than that of the material of the cylinder head. The chamber is fixed by axial clamping on a narrowed part using a threaded ring screwed into the cylinder head. This process allows a relative increase in the temperature of the chamber during moderate regimes, consequence of the low thermal contact, and a decrease in the temperature of the chamber during high regimes because of the progressive improvement of the reciprocal thermal contact. The Yugoslav patent P-125/83 describes a "Cylinder combustion chamber located under the exhaust valve, with rotary circulation of directed air". The problem of the shape of the cylinder chamber is very important, especially in the case of high-speed internal combustion engines, applied to the driving of light road vehicles. This form is particularly critical in the case of high-speed internal combustion engines which consume a lean fuel / air mixture (coefficient of excess air smaller than 1), and whose compression rates are increased. This is the case for high-speed internal combustion diesel engines and especially for those with direct injection. This problem is still not resolved.
L'invention citée ci-dessus est, à la base, une chambre cylindrique ouverte, située dans la culasse, comportant un conduit d'admission spiral, assurant une circulation d'air intensive en tourbillon autour de l'axe du cylindre pendant la phase d'admission. Des enfoncements recevant les têtes des injecteurs et les bougies sont prévus dans la chambre.The invention cited above is, at the base, an open cylindrical chamber, located in the cylinder head, comprising a spiral intake duct, ensuring intensive air circulation in a vortex around the axis of the cylinder during the phase of admission. Recesses receiving the heads of the injectors and the candles are provided in the chamber.
Le brevet français No.716.783 décrit une nouvelle conception d'un dispositif appliqué aux moteurs à combustion interne, qui utilisent une pompe spéciale pour la compression du mélange explosif. La pompe aspire le gaz hydrogène ou oxygène et comprime le mélange explosif dans la chambre juste avant l'arrivée du piston au point mort haut. La pompe est installée dans la culasse et est dotée d'une soupape d'admission et d'une soupape d'échappement, qui sont commandées par voie mécanique. Le mérite de cette invention est d'avoir accru la force de l'explosion, tout en diminuant la consommation du carburant. En comparaison avec les appareils connus, l'avantage de ce dispositif est que le mélange est consommé au maximum.French patent No.716.783 describes a new design of a device applied to internal combustion engines, which use a special pump for compression of the explosive mixture. The pump draws in hydrogen or oxygen gas and compresses the explosive mixture in the chamber just before the piston reaches top dead center. The pump is installed in the cylinder head and has an intake valve and an exhaust valve, which are controlled mechanically. The merit of this invention is to have increased the force of the explosion, while reducing fuel consumption. In comparison with known devices, the advantage of this device is that the mixture is consumed to the maximum.
Une amélioration par rapport à l'allumage des moteurs à combustion interne est décrite et schématisée dans le brevet anglais No.721.025. La nouveauté se trouve dans le fait que le moteur amélioré peut utiliser l'allumage électrique pour les régimes bas (comme la vitesse de rotation du moteur au ralenti) ou utiliser l'allumage par la compression pour les vitesses plus élevées du vilebrequin, ce qui abaisse aussi le niveau sonore.An improvement compared to the ignition of internal combustion engines is described and shown diagrammatically in the English patent No 721 025. The novelty is that the improved engine can use electric ignition for low revs (such as the engine speed at idle) or use compression ignition for higher crankshaft speeds, which also lowers the noise level.
Cependant, aucune des solutions connues citées ci-dessus concernant les moteurs à combustion interne, ne permettent, tout en utilisant divers types de carburants essence, de réaliser des taux élevés de compression sans courir le danger de l'auto-allumage.However, none of the known solutions cited above concerning internal combustion engines, allow, while using various types of petrol fuels, to achieve high compression ratios without running the danger of self-ignition.
La présente invention se propose de pallier ces inconvénients.The present invention proposes to overcome these drawbacks.
Le fondement de l'invention se reflète dans le fait qu'un moteur à quatre temps à pistons et à combustion interne peut utiliser tous les types de carburants essence, y compris l'essence sans aucun additif, afin d'obtenir des taux de compression élevés sans courir le danger de l'auto-allumage du mélange explosif. De ce fait, le moteur à combustion interne acquiert toutes les qualités d'un moteur diesel, comme, par exemple, le coefficient thermique de rendement, avec les avantages connus par rapport aux moteurs à essence.The basis of the invention is reflected in the fact that a four-stroke piston and internal combustion engine can use all types of petrol fuels, including petrol without any additives, in order to obtain compression ratios. high without the danger of self-ignition of the explosive mixture. As a result, the internal combustion engine acquires all the qualities of a diesel engine, such as, for example, the thermal efficiency coefficient, with the known advantages compared to petrol engines.
Selon cette invention, le moteur quatre temps à pistons peut avoir un ou plusieurs cylindres dans lesquels l'allumage du mélange explosif s'effectue à l'aide d'air brûlant, et non par voie électrique. Dans ce but, la chambre de combustion est divisée en une antichambre et une chambre principale qui communiquent de façon cyclique pendant la phase d'expansion et d'échappement, ou sont coupées l'une de l'autre pendant la phase d'admission et de compression. Le moteur est pourvu d'un compresseur à deux étages qui, dans un premier temps, envoie l'air à pression inférieure vers le carburateur à effet de compression, où s'effectue le mélange combustible air/essence relativement riche. A l'aide de l'effet de compression, le carburateur envoie ensuite le mélange explosif à travers une soupape spécia- lement ajoutée vers l'antichambre. Dans un second temps, le compresseur comprime l'air à haute pression, augmentant ainsi considérablement la température de l'air, c'est-à-dire suffisamment pour provoquer l'allumage du mélange explosif. L'air échauffé ainsi par le compresseur est injecté dans la chambre principale qui, pendant cette phase, reste coupée de l'antichambre, comme il a été noté auparavant.According to this invention, the four-stroke piston engine can have one or more cylinders in which the ignition of the explosive mixture is carried out using hot air, and not electrically. For this purpose, the combustion chamber is divided into an anteroom and a main chamber which communicate cyclically during the expansion and exhaust phase, or are cut off from each other during the intake phase and compression. The engine is fitted with a two-stage compressor which initially sends the air at lower pressure to the compression-effect carburetor, where the relatively rich air / petrol fuel mixture takes place. Using the compression effect, the carburetor then sends the explosive mixture through a specially added valve to the anteroom. In a second step, the compressor compresses the air at high pressure, thus considerably increasing the air temperature, that is to say enough to cause the ignition of the explosive mixture. The air thus heated by the compressor is injected into the main chamber which, during this phase, remains cut off from the anteroom, as noted previously.
Le système de distribution est réalisé à l'aide de deux distributeurs cylindriques rotatifs, dont le premier sert à mettre en communication l'antichambre et la chambre principale, et le second à laisser passer l'air échauffé pour l'allumage. Les deux distributeurs sont pourvus d'engrenages et tournent à la même vitesse dans des sens opposés, l'un d'eux étant engrené à l'arbre à cames. La vitesse de rotation de l'arbre à cames commande donc la vitesse de rotation de deux distributeurs.The distribution system is made using two rotary cylindrical distributors, the first of which is used to connect the anteroom and the main chamber, and the second to let the heated air pass for ignition. The two distributors are provided with gears and rotate at the same speed in opposite directions, one of them being geared to the camshaft. The speed of rotation of the camshaft therefore controls the speed of rotation of two distributors.
En continuation de la rotation des distributeurs, la communication entre les deux chambres s'établit progressivement. D'abord, une petite quantité d'air brûlant, compte tenu du fait que la pression est plus élevée, rentre dans l'antichambre et allume le mélange explosif. Le moment de l'injection de cette petite quantité d'air dépend de l'intensité du pré-allumage, ce qui est automatiquement réglé par le dispositif de pré-allumage. La vague du mélange explosif allumé rentre en expansion et rentre en contact avec l'air brûlant sous haute pression dans la chambre principale et ainsi toute la quantité d'air participe à la combustion.As the distributors continue to rotate, communication between the two chambers is gradually being established. First, a small amount of hot air, given that the pressure is higher, enters the anteroom and ignites the explosive mixture. The timing of the injection of this small amount of air depends on the intensity of the pre-ignition, which is automatically set by the pre-ignition device. The wave of the ignited explosive mixture expands and comes into contact with the hot air under high pressure in the main chamber and thus the entire amount of air participates in the combustion.
Selon cette invention, le moteur utilisant le carburant essence sans aucun additif et à un taux de compression égal à 7:1 ou 8:1 , ne court toujours pas de danger d'auto-allumage. Si le taux de compression de l'air dans le cylindre atteint 20:1 , une combinaison adéquate des volumes de l'antichambre et de la chambre principale peut aider à trouver leur taux de compression commun, qui se situerait, approximativement dans les limites entre 15:1 et 16:1. Le taux de compression élevé ainsi obtenu aurait pour conséquence l'augmentation de la puissance du nouveau moteur de plus de 10% par rapport au moteur classique à essence ayant les mêmes caractéristiques. Le moteur à pistons et à combustion interne avec allumage par air brûlant et distributeurs rotatifs a, selon cette invention, plusieurs avantages dont voici les plus importants :According to this invention, the engine using petrol fuel without any additives and at a compression ratio equal to 7: 1 or 8: 1, still does not run the danger of self-ignition. If the compression ratio of the air in the cylinder reaches 20: 1, an adequate combination of the volumes of the anteroom and the main chamber can help to find their common compression ratio, which would be approximately within the limits between 15: 1 and 16: 1. The high compression ratio thus obtained would have the consequence of increasing the power of the new engine by more than 10% compared to the conventional gasoline engine having the same characteristics. According to this invention, the piston and internal combustion engine with hot air ignition and rotary distributors has several advantages, the most important of which are:
- l'augmentation de la puissance du moteur de 10% et plus par rapport aux moteurs à essence classique ayant les mêmes caractéristiques;- an increase in engine power of 10% and more compared to conventional petrol engines with the same characteristics;
- l'allumage par air brûlant est plus fiable que l'allumage électrique;- ignition by hot air is more reliable than electric ignition;
- la construction est plus simple, du fait que les bougies, les câbles et l'allumeur ne sont pas nécessaires, et le risque de pannes issues de l'utilisation du courant électrique est diminué; - il peut utiliser tous les types de carburants essence, y compris celui sans additifs;- the construction is simpler, since candles, cables and the igniter are not necessary, and the risk of breakdowns resulting from the use of electric current is reduced; - it can use all types of petrol fuels, including that without additives;
- absence de détonation;- absence of detonation;
- l'auto-allumage n'a pas lieu;- self-ignition does not take place;
- adaptable à tous les types de moteurs essence; - son fonctionnement est silencieux et équilibré.- adaptable to all types of petrol engines; - its operation is silent and balanced.
La présente invention et ses avantages apparaîtront mieux dans la description suivante d'un exemple de réalisation et des dessins annexés dans lesquels : - la figure 1 est une coupe latérale d'une partie du moteur, en projection latérale;The present invention and its advantages will appear better in the following description of an exemplary embodiment and the appended drawings in which: - Figure 1 is a side section of a part of the engine, in side projection;
- la figure 2 représente la disposition des soupapes et les deux chambres dans le cylindre unique, en plan et en projection horizontale;- Figure 2 shows the arrangement of the valves and the two chambers in the single cylinder, in plan and in horizontal projection;
- la figure 3 est une coupe verticale suivant la ligne lll-lll de la figure 2, en projection verticale;- Figure 3 is a vertical section along the line III-III of Figure 2, in vertical projection;
- la figure 4 est une coupe longitudinale du système des distributeurs rotatifs, en projection verticale;- Figure 4 is a longitudinal section of the system of rotary distributors, in vertical projection;
- la figure 5 est une vue en élévation frontale des distributeurs rotatifs de la figure 4 indiquée par la flèche F, en projection de profil; - la figure 6 représente le conduit de communication entre l'antichambre et la chambre principale du distributeur inférieur, en coupe latérale et en projection verticale;- Figure 5 is a front elevational view of the rotary distributors of Figure 4 indicated by the arrow F, in profile projection; - Figure 6 shows the communication conduit between the anteroom and the main chamber of the lower distributor, in side section and in vertical projection;
- la figure 7 représente le conduit de la figure 6, en projection horizon- taie;- Figure 7 shows the conduit of Figure 6, in horizontal projection;
- la figure 8 représente la coupe latérale du compartiment à air brûlant, pratiquée sur le distributeur supérieur, en projection verticale;- Figure 8 shows the side section of the hot air compartment, made on the upper distributor, in vertical projection;
- la figure 9 représente le compartiment à air brûlant de la figure 8, en projection horizontale; - la figure 10 représente la disposition des conduits de communication entre l'antichambre et la chambre principale;- Figure 9 shows the hot air compartment of Figure 8, in horizontal projection; - Figure 10 shows the arrangement of the communication conduits between the anteroom and the main bedroom;
- la figure 11 représente les culbuteurs, en projection horizontale;- Figure 11 shows the rocker arms, in horizontal projection;
- la figure 12 représente la coupe longitudinale du dispositif de pré- allumage, en projection verticale; - la figure 13 représente la coupe partielle latérale suivant la ligne XIII-- Figure 12 shows the longitudinal section of the pre-ignition device, in vertical projection; - Figure 13 shows the partial lateral section along line XIII-
XIII de la figure 12, en projection de profil;XIII of Figure 12, in profile projection;
- la figure 14 représente le patin du dispositif de pré-allumage, en projection verticale;- Figure 14 shows the pad of the pre-ignition device, in vertical projection;
- les figures 15 à 19 représentent l'implantation des distributeurs rotatifs par rapport aux conduits de communication de l'antichambre et de la chambre principale; et- Figures 15 to 19 show the layout of the rotary distributors with respect to the communication conduits of the anteroom and the main chamber; and
- la figure 20 est une vue similaire à la figure 1.- Figure 20 is a view similar to Figure 1.
En référence aux figures, un moteur à pistons et à combustion interne avec allumage par air brûlant et distributeurs rotatifs comporte un système de chambres à combustion, de soupapes, de distributeurs rotatifs et de dispositif de pré-allumage.With reference to the figures, a piston and internal combustion engine with hot air ignition and rotary distributors comprises a system of combustion chambers, valves, rotary distributors and pre-ignition device.
Avant tout, il convient de souligner que l'ensemble pistons - embiellages - vilebrequin - volant-moteur, l'ensemble arbre à cames - vilebrequin, l'ensemble carter - pompe à huile et la branche échappement restent inchangés par rapport aux moteurs à pistons et à combustion interne conventionnels connus. Par conséquent, ces-ensembles identiques ne sont pas représentés sur les schémas, ce qui a pour résultat une meilleure lecture de ces derniers.First of all, it should be noted that the piston - crankshaft - crankshaft - flywheel assembly, the camshaft - crankshaft assembly, the crankcase - oil pump assembly and the exhaust system remain unchanged compared to piston engines. and conventional internal combustion known. Consequently, these identical sets are not shown in the diagrams, which results in a better reading of the latter.
Il convient, aussi, de souligner de nouveau que la conception de l'allumage par air brûlant écarte l'allumeur électrique, les bougies et leurs câbles électriques.It should also be emphasized once again that the design of the hot air ignition eliminates the electric igniter, the spark plugs and their electric cables.
11 convient de souligner que le nouveau moteur peut être doté d'un seul ou plusieurs cylindres. Le descriptif et la schématisation de la présente invention traite de la conception d'un cylindre, mais il est entendu que les autres cylindres dans le moteur, non représentés sur les schémas, sont de conception identique.It should be emphasized that the new engine may have one or more cylinders. The description and the diagram of the present invention deals with the design of a cylinder, but it is understood that the other cylinders in the engine, not shown in the diagrams, are of identical design.
Le moteur comporte une chambre supérieure appelée antichambre 4 et une chambre inférieure appelée chambre principale 5, installées dans une culasse 1 , spécialement formée et moulée. Elles se situent juste au-dessus d'un cylindre 2 et d'un piston 3. La chambre principale 5 est ouverte vers l'intérieur du cylindre 2 et de la tête du piston 3.The engine comprises an upper chamber called anteroom 4 and a lower chamber called main chamber 5, installed in a cylinder head 1, specially formed and molded. They are located just above a cylinder 2 and a piston 3. The main chamber 5 is open towards the inside of the cylinder 2 and of the head of the piston 3.
Dans la culasse 1 , en plus de soupapes d'admission 6 et d'échappement 7 conventionnelles, une petite soupape d'admission 8 et une petite soupape d'échappement 9 de gabarits moins importants sont installées. Les sièges des petites soupapes 8 et 9 sont fraisés dans le plafond de l'antichambre 4 et leurs têtes se trouvent à l'intérieur de celle-ci. (Voir figures 3 et 4). Les soupapes d'admission 6 et 8 sont fixées sur un culbuteur 12 à l'aide de ressorts à flexion 10 et de ressorts spiraux 11 et 11'. Le culbuteur 12 est appuyé en son milieu sur un arbre à cames 13. L'autre extrémité du culbuteurIn the cylinder head 1, in addition to conventional intake 6 and exhaust 7 valves, a small intake valve 8 and a small exhaust valve 9 of smaller sizes are installed. The seats of the small valves 8 and 9 are milled in the ceiling of the anteroom 4 and their heads are inside of it. (See Figures 3 and 4). The intake valves 6 and 8 are fixed to a rocker arm 12 using flexion springs 10 and spiral springs 11 and 11 '. The rocker arm 12 is supported in the middle on a camshaft 13. The other end of the rocker arm
12 peut être appuyée sur une barre 14 afin d'enrayer le jeu latéral et/ou axial de celui-ci. Si le culbuteur 12 comporte une encoche pour le passage de la came de l'arbre à cames, la barre 14 devient superflue. La distribution doit être conçue de façon à fermer simultanément la petite soupape d'admission 8 et la soupape d'admission conventionnelle 6, à l'aide des ressorts 10, 11 et 1 ' (figure 1 ).12 can be pressed on a bar 14 in order to stop the lateral and / or axial play thereof. If the rocker arm 12 has a notch for the passage of the cam of the camshaft, the bar 14 becomes superfluous. The distribution must be designed to simultaneously close the small inlet valve 8 and the conventional intake valve 6, using the springs 10, 11 and 1 '(Figure 1).
La petite soupape d'échappement 9 et la soupape d'échappement conven- tionnelle 7 sont fixées de façon identique sur un culbuteur 12' qui est appuyé en son milieu sur la came suivante de l'arbre à cames 13.The small exhaust valve 9 and the conventional exhaust valve 7 are fixed identically to a rocker arm 12 'which is pressed in its middle on the next cam of the camshaft 13.
Un système de distributeurs rotatifs est composé de deux distributeurs rotatifs tubulaires 15, 16 implantés avec un roulement à billes. Le distributeur supé- rieur 15 sert à faire venir l'air brûlant nécessaire à l'allumage du mélange explosif et à évacuer les gaz brûlés. Le distributeur inférieur 16 sert à faire communiquer l'antichambre 4 et la chambre principale 5.A system of rotary distributors is composed of two tubular rotary distributors 15, 16 installed with a ball bearing. The upper distributor 15 serves to bring in the hot air necessary for igniting the explosive mixture and to evacuate the burnt gases. The lower distributor 16 serves to communicate the anteroom 4 and the main chamber 5.
Les deux distributeurs 15 et 16 sont pourvus de pignons 17 et 18 identiques, engrenés entre eux (Voir figures 4 et 5). L'un des distributeurs, par exemple, le distributeur supérieur 15 est engrené sur l'arbre à cames par une courroie crantée 19. De cette façon, les deux distributeurs 15 et 16 tournent dans les sens opposés, mais à la même vitesse que l'arbre à cames 13.The two distributors 15 and 16 are provided with identical pinions 17 and 18, meshed with one another (see FIGS. 4 and 5). One of the distributors, for example, the upper distributor 15 is meshed on the camshaft by a toothed belt 19. In this way, the two distributors 15 and 16 rotate in opposite directions, but at the same speed as the camshaft 13.
A l'intérieur du distributeur inférieur 16 est implantée une paroi 20 qui sépare un compartiment ouvert 21 et un compartiment fermé 22. De ce fait, le compartiment 21 communique avec l'antichambre 4 par un conduit 23 et avec la chambre principale 5 par un conduit 24. (Voir figures 6 et 7).Inside the lower distributor 16 is located a wall 20 which separates an open compartment 21 and a closed compartment 22. Therefore, the compartment 21 communicates with the anteroom 4 by a conduit 23 and with the main chamber 5 by a conduit 24. (See Figures 6 and 7).
Une poche d'admission 27 de l'air brûlant et une fente 28, située à la face extérieure du distributeur et à l'opposé de la poche 27, sont implantées dans le distributeur 15.An intake pocket 27 for the hot air and a slot 28, located on the outside face of the distributor and opposite the pocket 27, are located in the distributor 15.
La poche 27 communique avec l'antichambre 4 par un conduit 30 d'air brûlant venant d'un conduit longitudinal 31 , lui-même en communication avec le compresseur à deux étages (non représenté) et avec le conduit d'échappement 32 qui sert à évacuer les gaz brûlés à travers un conduit d'échappement longitudinal 33, de l'autre coté. Le conduit d'échappement longitudinal communique avec la branche d'échappement (non représentée) (Voir figures 8 et 9).The bag 27 communicates with the anteroom 4 by a duct 30 of hot air coming from a longitudinal duct 31, itself in communication with the two-stage compressor (not shown) and with the exhaust duct 32 which serves to evacuate the burnt gases through a conduit longitudinal exhaust 33, on the other side. The longitudinal exhaust duct communicates with the exhaust branch (not shown) (See Figures 8 and 9).
Le compresseur à deux étages peut être en prise avec le moteur de diverses façons connues du génie mécanique. Le premier étage de compression sert à envoyer de l'air à basse pression dans un carburateur à effet de compression, non représenté ici, où il se mélange avec le carburant adéquat. Les carburateurs existants peuvent être employés, mais ils devraient subir une adaptation : au lieu d'aspirer le carburant, ils devraient propulser celui-ci à travers un conduit longitudinal 34 vers un conduit 35 d'arrivée. Le conduit 35 d'arrivée du mélange explosif communique avec un compartiment en forme de bague 36 dans lequel se trouve la partie inférieure de la petite soupape d'admission 8. A l'ouverture de la soupape 8, le mélange explosif passe du compartiment 36 dans l'antichambre 4 et la remplit. Le volume de l'antichambre 4 correspond approximativement à un taux de compression de 8:1 , et le volume de la chambre principale 5 correspond à un taux de compression de 20:1. Le taux de compression moyen est approximativement de 15:1 à 16:1.The two-stage compressor can be engaged with the engine in various ways known to mechanical engineering. The first compression stage is used to send low pressure air into a compression effect carburetor, not shown here, where it mixes with the proper fuel. Existing carburetors can be used, but they should undergo adaptation: instead of sucking the fuel, they should propel it through a longitudinal duct 34 to an inlet duct 35. The conduit 35 for the arrival of the explosive mixture communicates with a ring-shaped compartment 36 in which the lower part of the small intake valve 8 is located. When the valve 8 opens, the explosive mixture passes from the compartment 36 in the anteroom 4 and fills it. The volume of the anteroom 4 corresponds approximately to a compression ratio of 8: 1, and the volume of the main chamber 5 corresponds to a compression ratio of 20: 1. The average compression ratio is approximately 15: 1 to 16: 1.
Le pré-allumage automatique est assuré par un dispositif de pré-allumage 37 qui change l'angle de position entre les distributeurs 15 et 16 (voir figure 12). Le dispositif de pré-allumage 37 est entraîné par l'arbre à cames 13 via un pignon 38 et la courroie crantée 19. Le pignon 38 comporte des rainures longitudinales 39 dans lesquelles sont logés des segments en saillie 40 d'un patin 41. De cette façon, le patin 41 peut se déplacer le long du pignon dans les deux sens. Une pointe 42 est fixée sur le patin 41 et passe dans une fente hélicoïdale 43 pratiquée sur le distributeur rotatif supérieur 15. Ainsi, le changement de l'inclinaison entre l'arbre à cames 13 et le distributeur 15 est obtenu. L'angle du pré-allumage est commandé par un régulateur à effet centrifuge (non représenté) via une fourche 44 et un essieu 45, qui sont en liaison indirecte avec le patin 41. Le retour du dispositif 37 s'effectue par un ressort spiral 46 positionné sur la partie du distributeur 15, entre un patin 5 et une bague 47 du distributeur 15.The automatic pre-ignition is provided by a pre-ignition device 37 which changes the position angle between the distributors 15 and 16 (see FIG. 12). The pre-ignition device 37 is driven by the camshaft 13 via a pinion 38 and the toothed belt 19. The pinion 38 has longitudinal grooves 39 in which are projecting segments 40 of a shoe 41. in this way, the shoe 41 can move along the pinion in both directions. A tip 42 is fixed on the shoe 41 and passes through a helical slot 43 formed on the upper rotary distributor 15. Thus, the change in the inclination between the camshaft 13 and the distributor 15 is obtained. The angle of the pre-ignition is controlled by a centrifugal effect regulator (not shown) via a fork 44 and an axle 45, which are in indirect connection with the shoe 41. The return of the device 37 is effected by a spiral spring 46 positioned on the part of the distributor 15, between a shoe 5 and a ring 47 of the distributor 15.
Le fonctionnement du moteur ainsi conçu est simple et peut être suivi sur la figure 1 et, mieux encore, sur les figures 15 à 19. L'arbre à cames 13 tourne deux fois moins vite que le vilebrequin du moteur. Pendant la phase d'admission et de compression, le vilebrequin complète un tour et l'arbre à cames 13, avec les distributeurs rotatifs 15 et 16, effectue seulement un demi tour (180°). Le même cas se présente dans la phase d'expansion et d'échappement. Le vilebrequin complète encore un tour et les distributeurs 15 et 16 effectuent la deuxième moitié du tour. Pour un cycle complet, le vilebrequin effectue deux tours et les distributeurs 15 et 16 un seul.The operation of the engine thus designed is simple and can be followed in FIG. 1 and, better still, in FIGS. 15 to 19. The camshaft 13 rotates half the speed of the crankshaft of the engine. During the intake and compression phase, the crankshaft completes one revolution and the camshaft 13, with the rotary distributors 15 and 16, performs only a half revolution (180 °). The same case occurs in the expansion and exhaust phase. The crankshaft completes another revolution and distributors 15 and 16 perform the second half of the revolution. For a complete cycle, the crankshaft makes two turns and the distributors 15 and 16 only one.
Partant du fait que l'arbre à cames 13, pendant une brève période, effectue la pression sur le culbuteur 12 par lequel les soupapes d'admission 6 et 8 sont ouvertes, le cylindre 2 se rempli d'air. Le mélange explosif comprimé qui arrive par le conduit longitudinal 34 en passant par le conduit 35, remplit l'antichambre 4. La révolution continue des distributeurs 15 et 16 termine l'admission du mélange explosif et la phase de compression commence.Starting from the fact that the camshaft 13, for a brief period, applies pressure to the rocker arm 12 by which the intake valves 6 and 8 are opened, the cylinder 2 is filled with air. The compressed explosive mixture which arrives via the longitudinal conduit 34 passing through the conduit 35, fills the anteroom 4. The continuous revolution of the distributors 15 and 16 ends the admission of the explosive mixture and the compression phase begins.
Le moment représenté sur l'ensemble des figures 1 à 15 est celui de la fin de la compression, donc l'allumage et le début de l'expansion. Dans cette phase, il n'y a pas de communication entre l'antichambre 4 et la chambre principale 5. L'antichambre 4 est remplie du mélange explosif sous pression inférieure, le compartiment 27 est rempli d'air brûlant, et dans la chambre principale 5, l'air est comprimé sous haute pression. A l'instant suivant, le compartiment 27 communique avec le conduit 29 qui contient, lui aussi, le mélange explosif. L'air brûlant du compartiment 27 effectue l'allumage, d'abord dans le conduit 29 et ensuite dans l'antichambre 4. A ce moment précis, le piston se trouve au point mort haut. Simultanément, le distributeur 16, par son compartiment ouvert 21 , ouvre aussi le conduit 24 et ainsi les chambres 4 et 5 rentrent en communication. Le mélange explosif allumé dans l'antichambre 4 et l'air comprimé dans la chambre principale 5 se mélangent et engendrent l'explosion qui, par sa force, propulse le piston 3 vers le bas, effectuant le travail utile. Les chambres 4 et 5 restent en communication pendant la phase de l'expansion et de l'échappement. La coupure de liaison entre les chambres 4 et 5 marque le début de la phase d'admission et de compression qui dure jusqu'à la fin de la compression.The moment shown in all of FIGS. 1 to 15 is that of the end of the compression, therefore the ignition and the start of the expansion. In this phase, there is no communication between the anteroom 4 and the main chamber 5. The anteroom 4 is filled with the explosive mixture under lower pressure, the compartment 27 is filled with hot air, and in the chamber main 5, the air is compressed under high pressure. At the next instant, the compartment 27 communicates with the conduit 29 which also contains the explosive mixture. The burning air from compartment 27 ignites, first in the duct 29 and then in the anteroom 4. At this precise moment, the piston is in top dead center. Simultaneously, the distributor 16, through its open compartment 21, also opens the conduit 24 and thus the chambers 4 and 5 enter into communication. The explosive mixture ignited in the anteroom 4 and the compressed air in the main chamber 5 mix and generate the explosion which, by its force, propels the piston 3 downwards, doing the useful work. Chambers 4 and 5 remain in communication during the expansion and exhaust phase. The connection cut between chambers 4 and 5 marks the start of the intake and compression phase which lasts until the compression ends.
Le cycle d'action du moteur est ainsi entièrement terminé et ensuite l'allumage du mélange explosif et le début de l'expansion marquent le début du cycle d'action suivant, identique à celui décrit précédemment (voir figures 15 à 19).The engine action cycle is thus completely terminated and then the ignition of the explosive mixture and the start of the expansion mark the start of the next action cycle, identical to that described previously (see FIGS. 15 to 19).
Le compartiment 27 est rempli d'air brûlant, généré par le second palier du compresseur à deux étages et arrivé par le conduit 30 via le conduit longitudinal 31 , ce dernier étant en communication directe avec le compresseur. L'expulsion des gaz brûlés du cylindre 2 se fait de façon classique, par la soupape d'échappement 7. Les gaz brûlés dans l'antichambre 4 sont chassés par l'air brûlant arrivé dans le compartiment ouvert du distributeur 15 par les conduits 30 et 31. L'air brûlant arrive dans l'antichambre 4 à travers la fente 28 sur le distributeur 15, la nettoyant des gaz brûlés qui partent par un conduit 48 vers une bouche de sortie 49 et vers la branche d'échappement du moteur, non représentée sur les schémas. Les gaz brûlés sont expulsés du compartiment 27 vers les conduits d'échappement 32 et 33. Une petite quantité des gaz d'échappement éventuellement restante dans les compartiments 21 et 27 est négligeable et n'influence pas la bonne marche du moteur.The compartment 27 is filled with hot air, generated by the second stage of the two-stage compressor and arrived via the conduit 30 via the longitudinal conduit 31, the latter being in direct communication with the compressor. The expulsion of the burnt gases from the cylinder 2 is done conventionally, by the exhaust valve 7. The burnt gases in the anteroom 4 are expelled by the hot air arriving in the open compartment of the distributor 15 through the conduits 30 and 31. The hot air arrives in the anteroom 4 through the slot 28 on the distributor 15, cleaning it from the burnt gases which leave via a conduit 48 towards an outlet mouth 49 and towards the exhaust branch of the engine, not shown in the diagrams. The burnt gases are expelled from the compartment 27 towards the exhaust conduits 32 and 33. A small amount of the exhaust gases possibly remaining in the compartments 21 and 27 is negligible and does not influence the smooth running of the engine.
L'application de l'invention est, de façon absolue, possible dans tous les domaines nécessitant l'utilisation des moteurs à pistons et à combustion interne. Ceci se rapporte, avant tout, à l'industrie automobile, afin que ces moteurs soient installés dans les véhicules routiers tels que des véhicules légers, utilitaires, autobus, véhicules militaires et autres véhicules spéciaux.The application of the invention is absolutely possible in all fields requiring the use of piston and combustion engines internal. This relates, above all, to the automotive industry, so that these engines are installed in road vehicles such as light vehicles, utility vehicles, buses, military vehicles and other special vehicles.
Le choix du type de carburant détermine les caractéristiques de conception importantes, comme par exemple les volumes et leur rapport de l'antichambre 4 et la chambre principale 5, le taux de compression, les dimensions des compartiments 21 et 27 et de la fente 28 dans les distributeurs rotatifs 15 et 16, le diamètre des petites soupapes 8 et 9 et autres. Toutes ces caracté- ristiques influent de façon importante l'accroissement de la puissance effective, le couple, la pression moyenne effective et le taux de compression qui évite l'auto-allumage du carburant et la détonation.The choice of fuel type determines the important design characteristics, such as the volumes and their ratio of the anteroom 4 and the main chamber 5, the compression ratio, the dimensions of the compartments 21 and 27 and of the slot 28 in rotary distributors 15 and 16, the diameter of small valves 8 and 9 and others. All these characteristics have a significant influence on the increase in effective power, torque, effective average pressure and the compression ratio which prevents self-ignition of the fuel and detonation.
Outre les applications mentionnées ci-dessus, le moteur à pistons et à com- bustion interne représenté par cette invention, peut être utilisé comme moteur industriel et comme moteur d'asservissement de diverses pompes, groupes électrogènes et autres.In addition to the applications mentioned above, the piston and internal combustion engine represented by this invention can be used as an industrial engine and as a servo motor for various pumps, generator sets and the like.
Il convient de souligner que tous les moteurs à combustion interne ne sont pas conçus pour les mêmes contraintes. Ils sont classés comme moteurs à puissance modérée, puissance moyenne et grande puissance, et comme moteurs à haut régime et bas régime, en fonction de la vitesse de rotation du vilebrequin. It should be noted that not all internal combustion engines are designed for the same constraints. They are classified as moderate power, medium power and high power engines, and as high speed and low speed engines, depending on the rotation speed of the crankshaft.

Claims

REVENDICATIONS
1. Moteur à pistons et à combustion interne avec allumage par air brûiant et distributeurs rotatifs, avec au moins un cylindre (2) et un piston (3), sans ensemble allumeur électrique - bougies - câbles employé pour l'allumage du mélange explosif, caractérisé en ce que :1. Piston and internal combustion engine with hot air ignition and rotary distributors, with at least one cylinder (2) and one piston (3), without electrical igniter - spark plugs - cables used for igniting the explosive mixture, characterized in that:
- il comporte une antichambre (4) et une chambre principale (5) superposées, l'antichambre étant placée au-dessus de la chambre principale, ces chambres étant logées dans une culasse (1 ) et étant excentrées par rapport au cylindre (2) et au piston (3),- It comprises an antechamber (4) and a main chamber (5) superimposed, the anteroom being placed above the main chamber, these chambers being housed in a cylinder head (1) and being eccentric relative to the cylinder (2) and to the piston (3),
- l'antichambre (4) abrite deux petites soupapes supplémentaires, une petite soupape d'admission (8) et une petite soupape d'échappement (9), la culasse (1 ) abritant un distributeur supérieur (15) d'admission de l'air brûlant et d'évacuation des gaz brûlés, et un distributeur inférieur (16) de mise en communication de l'antichambre (4) et de la chambre principale (5), le moteur comportant un compresseur à deux paliers; un premier palier comprimant un mélange explosif à basse pression et un second palier comprimant de l'air à haute pression pour l'allumage, le moteur étant équipé d'un dispositif automatique (37) de pré-allumage du mélange explosif, engrené sur le distri- buteur supérieur (15).- the anteroom (4) houses two additional small valves, a small intake valve (8) and a small exhaust valve (9), the cylinder head (1) housing an upper distributor (15) for the intake of 'hot air and exhaust of burnt gases, and a lower distributor (16) for communication between the anteroom (4) and the main chamber (5), the engine comprising a two-stage compressor; a first bearing compressing an explosive mixture at low pressure and a second bearing compressing high pressure air for ignition, the engine being equipped with an automatic device (37) for pre-igniting the explosive mixture, engaged on the upper distributor (15).
2. Moteur à pistons selon la revendication 1 , caractérisé en ce que :2. Piston engine according to claim 1, characterized in that:
- la petite soupape d'admission (8) et la soupape d'admission (6) sont fixées sur un même culbuteur (12), en ce que la petite soupape d'échappement (9) et la soupape d'échappement (7) sont fixées sur un même culbuteur (12')- the small intake valve (8) and the intake valve (6) are fixed on the same rocker arm (12), in that the small exhaust valve (9) and the exhaust valve (7) are fixed on the same rocker arm (12 ')
- en ce que les culbuteurs (12 et 12') sont en contact avec un arbre à cames (13), les petites soupapes (8 et 9) sont contraintes à l'aide de ressorts à flexion (10) et les soupapes (6 et 7) sont contraintes à l'aide de ressorts spiraux (11 , 11 '), une barre (14) étant fixée du coté opposé des culbuteurs (12, 12'). - in that the rocker arms (12 and 12 ') are in contact with a camshaft (13), the small valves (8 and 9) are constrained using flexion springs (10) and the valves (6 and 7) are constrained using spiral springs (11, 11 '), a bar (14) being fixed on the opposite side of the rocker arms (12, 12').
3. Moteur à pistons selon la revendication 1 , caractérisé en ce que :3. Piston engine according to claim 1, characterized in that:
- deux distributeurs rotatifs (15, 16) sont engrenés par des pignons identiques (17, 18), le distributeur supérieur (15) étant entraîné par un arbre à cames (13) via une courroie crantée (19), le distributeur inférieur (16) comportant une paroi (20) en dessous de laquelle se trouve un compartiment ouvert (21 ) qui communique avec l'antichambre (4) par un conduit (23) et avec la chambre principale (5) par un conduit (24), à l'intérieur du distributeur supérieur (15) est introduit un compartiment limité (27), lorsqu'en son extérieur est pratiquée une fente (28), les deux derniers communiquent avec l'antichambre (4) par un conduit (29), avec un conduit longitudinal (31 ) par un conduit (30) et avec un conduit longitudinal (33) par un conduit (32), le conduit (33) étant relié à une bouche (49) d'évacuation des gaz brûlés du moteur, par un conduit (48), un compartiment (36) en forme de bague qui abrite la petite soupape d'admission (8), au-dessus de l'antichambre (4) étant en communication avec un conduit (35) qui achemine le mélange explosif dans l'antichambre (4) par un conduit (34), ce dernier étant en liaison directe avec le carburateur à effet de compression.- two rotary distributors (15, 16) are meshed by identical pinions (17, 18), the upper distributor (15) being driven by a camshaft (13) via a toothed belt (19), the lower distributor (16 ) comprising a wall (20) below which is an open compartment (21) which communicates with the anteroom (4) by a conduit (23) and with the main chamber (5) by a conduit (24), the interior of the upper distributor (15) is introduced a limited compartment (27), when a slot (28) is made on the outside, the latter two communicate with the anteroom (4) by a conduit (29), with a longitudinal duct (31) by a duct (30) and with a longitudinal duct (33) by a duct (32), the duct (33) being connected to a mouth (49) for evacuating the burnt gases from the engine, by a duct (48), a ring-shaped compartment (36) which houses the small intake valve (8), above the anteroom (4) and ant in communication with a conduit (35) which routes the explosive mixture into the anteroom (4) through a conduit (34), the latter being in direct connection with the compression effect carburetor.
4. Moteur à pistons selon la revendication 1 , caractérisé en ce que : - le dispositif (37) de pré-allumage automatique est engrené sur le distributeur supérieur (15) par un pignon (38) et sur l'arbre à cames (13) par la courroie crantée (19), le pignon (38) comportant des rainures (39) recevant des segments (40) d'un patin (41 ), le patin (41 ) étant rendu mobile par une pointe (42) passant dans une fente hélicoïdale (43) pratiquée sur le distri- buteur supérieur (15), l'angle de pré-allumage étant obtenu par une fourche (44) qui prend le patin (41 ), elle-même entraînée à l'aide d'un régulateur à effet centrifuge, par un essieu (45) contre un ressort cylindrique (46). 4. Piston engine according to claim 1, characterized in that: - the device (37) for automatic pre-ignition is meshed on the upper distributor (15) by a pinion (38) and on the camshaft (13 ) by the toothed belt (19), the pinion (38) having grooves (39) receiving segments (40) of a shoe (41), the shoe (41) being made movable by a point (42) passing through a helical slot (43) formed on the upper distributor (15), the pre-ignition angle being obtained by a fork (44) which takes the shoe (41), itself driven by means of a centrifugal effect regulator, by an axle (45) against a cylindrical spring (46).
EP97900087A 1997-01-17 1997-01-17 Internal combustion engine with compressed air ignition equipped with rotating distributors Withdrawn EP0886723A1 (en)

Applications Claiming Priority (1)

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PCT/IB1997/000038 WO1998031924A1 (en) 1997-01-17 1997-01-17 Internal combustion engine with compressed air ignition equipped with rotating distributors

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US7107964B2 (en) * 2003-10-07 2006-09-19 Robert Bosch Gmbh Control of auto-ignition timing for homogeneous combustion jet ignition engines
DE102020131507A1 (en) 2020-11-27 2022-06-02 Bayerische Motoren Werke Aktiengesellschaft Method for operating an internal combustion engine and internal combustion engine

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FR488680A (en) * 1917-01-29 1918-10-30 Katsuharu Hibi Improvements in internal combustion engines
CH553918A (en) * 1971-09-08 1974-09-13 Milisavljevic Milorad THERMAL MOTOR.
US4372264A (en) * 1979-12-26 1983-02-08 Trucco Horacio A Internal combustion engine for diverse fuels
CA1292702C (en) * 1989-06-23 1991-12-03 George Ristin Rotary valve with facility for stratified combustion in the internal combustionengine
US5179839A (en) * 1990-02-06 1993-01-19 Bland Joseph B Alternative charging method for engine with pressurized valved cell

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Title
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