EP1195503A2 - Moteur à combustion - Google Patents

Moteur à combustion Download PDF

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Publication number
EP1195503A2
EP1195503A2 EP01123546A EP01123546A EP1195503A2 EP 1195503 A2 EP1195503 A2 EP 1195503A2 EP 01123546 A EP01123546 A EP 01123546A EP 01123546 A EP01123546 A EP 01123546A EP 1195503 A2 EP1195503 A2 EP 1195503A2
Authority
EP
European Patent Office
Prior art keywords
piston
combustion chamber
combustion
air
cylinder
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Withdrawn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
EP01123546A
Other languages
German (de)
English (en)
Other versions
EP1195503A3 (fr
Inventor
Edmund Ferdinand Nagel
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.)
Heinzle Friedrich
Original Assignee
Heinzle Friedrich
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 Heinzle Friedrich filed Critical Heinzle Friedrich
Publication of EP1195503A2 publication Critical patent/EP1195503A2/fr
Publication of EP1195503A3 publication Critical patent/EP1195503A3/fr
Withdrawn legal-status Critical Current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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/08—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the working-cylinder head arranged between working and pumping cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F01B2009/061—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces by cams
    • F01B2009/065—Bi-lobe cams

Definitions

  • the invention relates to an internal combustion engine with a combustion chamber for the clocked Combustion of a fuel to form a combustion gas, one connected to the combustion chamber via a controllable combustion chamber outlet valve, separate expansion chamber that has a slidably mounted Piston for converting the energy of the combustion gas into mechanical work or has energy, and one or more as piston-cylinder units trained compressor pumps for filling the combustion chamber with compressed air, each having an air inlet valve.
  • Internal combustion engines are known in different embodiments, for example than conventional petrol or diesel engines. Are also known Internal combustion engines with one of the combustion chamber in which the fuel is burned in a clocked manner to form a combustion gas, separate expansion chamber, the one with the combustion chamber via a controllable inlet valve connected is. A piston is slidably mounted in the expansion chamber, by means of the energy of the combustion gas in mechanical energy or work is implemented.
  • Such internal combustion engines are, for example, from EP 0 957 250 A2, AT-PS 172 823, CH-PS 202 930, FR-PS 820 750, the DE-PS 4 136 223 and US-PS 4,716,720 known.
  • the advantage of these internal combustion engines consists in particular in the fact that the combustion combustion gas formed in the expansion stroke in the expansion chamber completely can relax, making the energy of the combustion gas better can be exploited.
  • Filling the combustion chamber with a fuel-air mixture can be done at atmospheric pressure or compressed.
  • the air in the combustion chamber is already known to have its own compressor pump to use, for example from DE-PS 4 136 223 and the US-PS 4,716,720.
  • Another aspect of the invention relates to an internal combustion engine with a Combustion chamber for the timed combustion of a fuel to form a Combustion gas, one with the combustion chamber via a controllable combustion chamber exhaust valve connected, separate expansion chamber, the one slidably mounted piston for converting energy of the combustion gas in mechanical work or energy, and one or more than Piston-cylinder units designed compressor pumps for filling the Combustion chamber with compressed air, with the respective air inlet valve in the Compressor pump provided a check valve biased in the closing direction is, which comprises a valve plate arranged on a valve stem.
  • Such an internal combustion engine is, for example, from that already mentioned DE 4 136 223 C1 known.
  • a type of "air spring” is thus provided which measures the closing force of the valve pretends.
  • the spring constant of this air spring is adjustable.
  • the check valve opens only when the closing force in the cylinder of the compressor pump Existing negative pressure is exceeded and the size of the opening depends of the closing force given by the air spring compared to the negative pressure in the cylinder of the compressor pump.
  • At least two pistons in the schematic representation according to FIG. 1 are preferably driven on the Synchronous pistons 1 acting from opposite sides of shaft 2 intended.
  • One, two or more pairs of such opposing, each synchronously clocked pairs of pistons 1 in each Cylinders may be provided.
  • At least the opposite pistons or all pistons can have the same inner and outer cam surfaces 3, 4 of the cam mechanism and explained in more detail later separate thrust links in the form of rollers 6 arranged on the piston rods act on the driven shaft 2.
  • Each piston 1 has at least one combustion chamber 7 for clocked combustion assigned to a fuel.
  • the combustion chamber is made of a jacket surrounded by heat-insulating material. Ignition takes place only in the start phase the fuel-air mixture with a spark plug 9. Heat continuously the walls of the combustion chamber 7 above the autoignition temperature of the fuel (to over 700 ° C) and the ignition of the fuel takes place directly when it is injected into the combustion chamber 7, if it is on the walls thereof occurs. Water is preferably injected together with the fuel, in order to lower the combustion temperature, which in particular leads to a reduction in NOx leads.
  • the fuel and water injectors are shown in Fig. 1 only shown schematically as unit 10, the supply of the fuel indicated by the arrow V and the supply of water by the arrow VI are.
  • the combustion chamber 7 is connected to a controllable combustion chamber outlet valve 11 an expansion chamber 12 separated from the combustion chamber 7, which is designed as a cylinder space in which the piston 1 is slidably mounted is.
  • a heat-insulating layer 14 is 15, preferably made of a ceramic material, on the inside of the cylinder head 16 and on the expansion chamber 12 facing the top of the Piston 1 arranged. Only the cylinder wall 17 has no such thermal insulation on.
  • a piston seal 18 made of plastic can be used can (preferably made of graphite-Teflon, which up to about 250 ° C permanent temperature is stable). Such a piston seal 18 is water-lubricable.
  • the air inlet valve 24 comprises a valve plate 26, which is connected to a valve stem 27 is arranged.
  • the valve stem 27 simultaneously forms one with a piston 28 connected piston rod of a piston-cylinder unit 31.
  • the cylinder chamber 32 This piston-cylinder unit is filled with air, the air pressure being one in Closing direction of the air inlet valve 24 causes force.
  • a unit 33 comprising an air pump can be changed.
  • This air pressure poses thus a kind of "air spring", the spring constant of which can be changed.
  • the air intake valve opens only when the negative pressure in the cylinder chamber 25, the closing force of the Air intake valve 24 overcomes.
  • the expansion chamber exhaust valve 30 includes those in the longitudinal direction of the cylinder sliding cylinder wall 17.
  • the cylinder wall 17 against one in one annular groove in the cylinder head 16 arranged sealing ring 35 pressed, namely against the force of one in the opening direction of the expansion chamber outlet valve acting spring 34.
  • the open position there is an annular outlet opening Approved.
  • a cam control is provided to act on the displaceable cylinder wall 17 in the position pressed against the sealing ring 35 .
  • a cam control is provided to act on the displaceable cylinder wall 17 in the position pressed against the sealing ring 35.
  • the combustion chamber exhaust valve 11 is also controlled by a cam actuated, a roller 46 which is on a lever arm of a pivotable Lever 47 is mounted, rolls over a cam disc 48.
  • the one on this cam disc 48 arranged cams operate with the other lever arm the lever 47 connected pin 49 and the lever 50 the combustion chamber exhaust valve 11th
  • Various conventionally designed pumping devices can be used for injecting the fuel and the water into the combustion chamber 7 and for injecting the water into the expansion chamber 12, for example cam pumps driven by the shaft 2.
  • a roller 6 is rotatably mounted. This is arranged between inner and outer cam surfaces 3, 4. The distance between the two cam surfaces 3, 4 is slightly larger than the diameter of the roller 6, so that the roller 6, which acts as a thrust member of the cam mechanism, can roll either on the inner cam surface 3 or the outer cam surface 4.
  • the shaft 2 When the roller 6 rolls on the inner cam surface 3 during the downward movement of the piston 1 from the top dead center to the bottom dead center, the shaft 2 is supplied with energy (by the excess pressure of the expanding combustion gas) if the roller 6 on the downward movement of the piston rolls outer curve surface 4, the shaft 2 drives the piston (this allows the combustion gas in the expansion chamber 12 to be diluted to below atmospheric pressure, as will be explained further below). In contrast, when piston 1 moves upward from bottom dead center in the direction of top dead center, energy is supplied to shaft 2 when roller 6 rolls on outer cam surface 4.
  • the inner and outer curved surfaces 3, 4 are each circumferentially closed outer surfaces.
  • the curved surfaces 3, 4 each have three sections along their circumference, which are explained below with reference to the inner curved surface 3.
  • the first section 53 the distance of the cam surface from the center of the shaft 2 decreases rapidly, then slowly. This section is associated with the downward movement of the piston from top dead center to bottom dead center. The initially rapid decrease in the distance corresponds to the initially rapid decrease in the pressure in the expansion chamber.
  • a spring device 56 is provided between the piston 1 and the rod 5 actuated by the piston 1 and driving the shaft 2 via the cam mechanism described.
  • This includes compression springs 57, which are designed here as disc springs.
  • the compression springs are arranged between a pressure plate 58 fixed on the rod 5 and the rear side of the piston 1 facing away from the expansion chamber 12.
  • at least three compression springs are provided, which are arranged at the corner points of an imaginary triangle; in the exemplary embodiment shown, four compression springs are provided at the corner points of an imaginary square, whereby the pressure plate 58 is formed by two crossing arms.
  • the plate springs 57 are also biased by screws 59.
  • the piston 1 therefore only moves in relation to the pressure plate 58 when a force exceeding this preload is exerted on the piston. This in turn prevents the piston from tilting during its upward movement due to the force acting asymmetrically on the piston 1 by the compressor piston 21.
  • the piston rod 22 could engage centrally on the piston 1, ie, be aligned with the rod 5 (the combustion chamber 7 would have to be moved further to the side).
  • a single, central compression spring 57 between the base of the piston 1 and the rod 5 would suffice, the prestressing of the spring also being omitted.
  • the spring device is designed such that it in a first phase the downward movement of the piston 1 thereon from the combustion gas opening the combustion chamber exhaust valve 11 on the piston 1 Can absorb pressure peaks and stores them as potential energy. This will the maximum pressure exerted on the rod 5 is reduced, as is the case with the 2 can be seen.
  • the pressure without the spring device 56 would be exerted on the rod (and which rests on the piston 1) is by the dashed line 60 shown. Due to the spring device, the Pressure curve corresponding to the solid line 61. The maximum pressure is therefore much lower.
  • the in the first phase of the downward movement of the Piston energy stored by the spring device is hatched by the Surface 62 shown. In a further phase of the downward movement of the piston at a lower pressure of the combustion gas, this is stored potential energy in turn is delivered to the rod 5. This delivered Energy corresponds to area 63.
  • the clock cycle of the internal combustion engine thus runs as follows:
  • the Piston 1 After the fuel-air mixture has completely burned off, the Piston 1 is still at top dead center OT, the expansion chamber exhaust valve 30 closed and the combustion chamber exhaust valve 11 open. As a result, the pressure in the expansion chamber 12 initially rises rapidly on and then gradually sinks again with the piston 1 running downwards from. At full load, the pressure in expansion chamber 12 is a preferred one Operation just dropped to atmospheric pressure when the piston 1 has reached bottom dead center UT. In this case, at partial load the engine has already reached atmospheric pressure while the piston 1 is still on its way from top dead center to bottom dead center. In As a result, the pressure in the expansion chamber drops in partial load operation 12 under atmospheric pressure. The combustion gas is thereby "diluted" before the implosion phase is initiated.
  • the implosion phase is initiated as soon as piston 1 has reached bottom dead center UT, by injecting cooling water into the expansion chamber 12.
  • the Piston 1 is pulled up by this vacuum and moves now from bottom dead center towards top dead center.
  • the combustion chamber exhaust valve 11 is still kept moving, to enable the exchange of charges in the combustion chamber 7.
  • the Full load of the engine corresponds to the maximum power output at the respective speed, for which the engine is designed.
  • a throttled could Air intake valve z. B. also in the form of an electromagnetic valve become.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP01123546A 2000-10-04 2001-10-01 Moteur à combustion Withdrawn EP1195503A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT16822000 2000-10-04
AT16822000 2000-10-04

Publications (2)

Publication Number Publication Date
EP1195503A2 true EP1195503A2 (fr) 2002-04-10
EP1195503A3 EP1195503A3 (fr) 2003-04-16

Family

ID=3688643

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01123546A Withdrawn EP1195503A3 (fr) 2000-10-04 2001-10-01 Moteur à combustion

Country Status (2)

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US (1) US20020179037A1 (fr)
EP (1) EP1195503A3 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8156919B2 (en) 2008-12-23 2012-04-17 Darrow David S Rotary vane engines with movable rotors, and engine systems comprising same
EP3327277A1 (fr) * 2013-01-17 2018-05-30 Nirmal Mulye Procédé de fonctionnement d'un moteur à combustion interne
EP3628816A1 (fr) * 2018-09-25 2020-04-01 Fuelsave GmbH Moteur à combustion interne à liaison fonctionnelle réglable de ses unités motrices

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR820750A (fr) 1936-01-06 1937-11-17 Moteur à combustion interne
CH202930A (de) 1936-04-14 1939-02-15 Fitzgerald William Maurice Bar Verbrennungskraftmaschine mit Fremdzündung.
AT172823B (de) 1949-11-28 1952-10-25 Rudolf Ing Schulla Brennkraftmaschine
US4716720A (en) 1980-09-08 1988-01-05 Karl Eickmann Combustion engine with exterior combustion chamber
DE4136223C1 (fr) 1991-11-02 1992-12-24 Ivan, Constantin, Prof. Dr.Rer.Nat., 4330 Muelheim, De
EP0957250A2 (fr) 1998-05-14 1999-11-17 HMS Artist Scheier OEG Moteur à combustion interne

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2453377A (en) * 1944-01-25 1948-11-09 Carburation Pour L Automobile Throttle control for the primary and secondary charges of engines
FR2416344A1 (fr) * 1978-02-02 1979-08-31 Kovacs Andre Moteur a combustion interne a chambre de compression et de detente separees
FR2607552B1 (fr) * 1986-05-21 1991-07-19 Innovations Atel Const Moteur a explosion sans embiellage ni vilebrequin de type cylindres en etoile

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR820750A (fr) 1936-01-06 1937-11-17 Moteur à combustion interne
CH202930A (de) 1936-04-14 1939-02-15 Fitzgerald William Maurice Bar Verbrennungskraftmaschine mit Fremdzündung.
AT172823B (de) 1949-11-28 1952-10-25 Rudolf Ing Schulla Brennkraftmaschine
US4716720A (en) 1980-09-08 1988-01-05 Karl Eickmann Combustion engine with exterior combustion chamber
DE4136223C1 (fr) 1991-11-02 1992-12-24 Ivan, Constantin, Prof. Dr.Rer.Nat., 4330 Muelheim, De
EP0957250A2 (fr) 1998-05-14 1999-11-17 HMS Artist Scheier OEG Moteur à combustion interne

Also Published As

Publication number Publication date
US20020179037A1 (en) 2002-12-05
EP1195503A3 (fr) 2003-04-16

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