BRPI0804463A2

BRPI0804463A2 - internal combustion engine with working piston and control piston

Info

Publication number: BRPI0804463A2
Authority: BR
Inventors: Luiz Carlos Leite Proenca; Abreu E Silva Claudemir De; Frederico Do Amaral Colella
Original assignee: Pca Solucoes Em Tecnologia Mec
Priority date: 2008-10-20
Filing date: 2008-10-20
Publication date: 2010-07-20

Abstract

A presente invenção refere-se a um motor à combustão interna contendo dois pistões opostos compartilhando o mesmo cilindro (Figura 1), sendo um pistão de trabalho (1), e um pistão de controle (2). O pistão de trabalho (1) está conectado ao girabrequim (3) por meio de biela (4) e pino (5), todos estes quatro se tratando de itens conforme o estado da técnica. O pistão de controle (2), por sua vez, é acionado por um sistema de ação não-senoidal (6), o qual move o pistão de controle (2) de maneira que a câmara de combustão (7) se posicione em um ponto mais favorável para a geração de torque pelo pistão de trabalho (1). A entrada (8) e a exaustão (9) dos gases de combustão se dá por meio de válvulas (10) e respectivos comandos de válvulas (11) conforme o estado da técnica, os posicionando na parede do cilindro (12), em detrimento da construção clássica do estado da técnica, no topo do cilindro.The present invention relates to an internal combustion engine containing two opposite pistons sharing the same cylinder (Figure 1), a working piston (1), and a control piston (2). The working piston (1) is connected to the crankshaft (3) by connecting rod (4) and pin (5), all four of which are items according to the state of the art. The control piston (2), in turn, is driven by a non-sine acting system (6), which moves the control piston (2) so that the combustion chamber (7) is positioned in a most favorable point for torque generation by the working piston (1). The inlet (8) and the exhaust (9) of the flue gases take place by means of valves (10) and respective valve controls (11) according to the state of the art, positioning them on the cylinder wall (12) to the detriment of the classic state-of-the-art construction on top of the cylinder.

Description

Relatório Descritivo de patente para "MOTOR À COMBUSTÃOINTERNA COM PISTÃO DE TRABALHO E PISTÃO DE CONTROLE".Patent specification report for "INTERNAL COMBUSTION ENGINE WITH WORK PISTON AND CONTROL PISTON".

A presente invenção refere-se a um motor à combustão interna contendodois pistões opostos compartilhando o mesmo cilindro, sendo um pistão detrabalho 1 (vide Figura 1), e um pistão de controle 2. O pistão de trabalho 1está conectado ao girabrequim 3 por meio de biela 4 e pino 5, todos estes setratando de itens conforme o estado da técnica. O pistão de controle 2, por suavez, é acionado por um sistema de ação não-senoidal 6, o qual move o pistãode controle 2 de maneira que a câmara de combustão 7 se posicione em umponto mais favorável para a geração de torque pelo pistão de trabalho 1. Ospórticos de admissão 8 e de exaustão 9 dos gases de combustão se dá pormeio de válvulas 10 e respectivos comandos de válvulas 11 (eixo de carnessimples ou duplo, ou eletro-magnético, conforme o estado da técnica), osposicionando na parede do cilindro 12, em detrimento da construção clássicado estado da técnica, no topo do cilindro.The present invention relates to an internal combustion engine containing two opposing pistons sharing the same cylinder, one working piston 1 (see Figure 1), and one control piston 2. Working piston 1 is connected to the crankshaft 3 by means of connecting rod 4 and pin 5, all of these treating items according to the state of the art. Control piston 2, in turn, is driven by a non-sine action system 6 which moves control piston 2 so that combustion chamber 7 is positioned at a more favorable point for torque generation by the piston. 1. Inlet and exhaust port 9 of the flue gas is carried out by means of valves 10 and their valve controls 11 (single or double axis, or electromagnetic, depending on the state of the art), by positioning on the wall of the cylinder 12, to the detriment of the conventional prior art construction, on top of the cylinder.

No que se refere ao sistema de ação não-senoidal 6 do pistão decontrole 2, em vez de se usar um eixo de carnes que gira solidário aogirabrequim por meio de corrente(s), engrenagens ou correia dentada, pode-sealternativamente alocar o(s) carnes no volante de massa do motor, instaladoneste ou usinado diretamente na mesma matéria-prima, lateralmente (Figura 2)ou em seu diâmetro externo (Figura 3), sendo que para múltiplos cilindros sãousados pistas de carnes em quantidade correspondente. Usar-se-á um sistemade hastes para a transmissão do movimento do contato do carnes até o pistãode controle 2, gerando assim o movimento não-senoidal neste.With respect to the non-sine action system 6 of the control piston 2, instead of using a camshaft that rotates in solidarity with the crankshaft by means of chain (s), gears or toothed belt, it may alternatively allocate the ) meat on the flywheel of the engine, installed on it or machined directly on the same raw material, laterally (Figure 2) or on its outside diameter (Figure 3), and for multiple cylinders are used meat rails in corresponding quantity. A rod system will be used to transmit the contact movement of the meat to the control piston 2, thereby generating non-sinusoidal movement therein.

Ainda alternativamente ao sistema de ação não-senoidal 6, pode-seaplicar uma engrenagem de geometria particular 13 que acionaintermitentemente um carnes instalado em eixo próprio (Figuras 4a e 4b),possuindo sistema de molas ou pneumático para o retorno à posição não-acionada. O sistema de acionamento é interligado ao movimento dogirabrequim do pistão de trabalho 2 através de correia, corrente ouengrenagens.Outra variante tecnicamente viável é alocar um eixo 14 que giraperpendicularmente ao movimento de giro do virabrequim 3 (Figura 5), estandoconectado mecanicamente à este, e acionando o elemento de ação não-senoidal 15, o qual aciona um ou mais pistões de controle (no caso demúltiplos cilindros).Still alternatively to the non-sine action system 6, a particular geometry gear 13 may be applied which intermittently drives a self-axis mounted meat (Figures 4a and 4b) having spring or pneumatic system for return to the non-driven position. The drive system is interconnected to the crankshaft movement of the working piston 2 via belt, chain, or gears. Another technically feasible variant is to allocate a shaft 14 that rotates perpendicular to the rotational movement of the crankshaft 3 (Figure 5), mechanically connected to it, and driving the non-sinusoidal action element 15, which drives one or more control pistons (in this case multiple cylinders).

Pode-se ainda aplicar um carnes 16 (Figura 6) que é acionadomecanicamente por um módulo de acionamento 17, estando sua açãovinculada ao movimento do girabrequim 3, e o retorno se dá por sistema demolas ou pneumaticamente.It is also possible to apply a meat 16 (Figure 6) which is mechanically driven by a drive module 17, its action being linked to the movement of the crankshaft 3, and the return is by demolition or pneumatically.

Todos os elementos de ação não-senoidal mencionados podem serprojetados para permitir montagem modular, possibilitando mudar a taxa decompressão e a movimentação do pistão de controle 2 substituindo somenteum sub-conjunto do sistema de ação não-senoidal, agregando maior volume deprodução aos demais componentes do motor em questão.All of the non-sinusoidal action elements mentioned can be designed to allow modular mounting, allowing to change the rate of compression and control piston movement 2 by replacing only one subset of the non-sinusoidal action system, adding greater production volume to the other components of the piston. engine in question.

A construção exemplificada na Figura 1 detalha configuração do motor àcombustão interna baseado no ciclo de 4 tempos, entretanto, utilizando-se oEstado da Técnica, é possível substituir as válvulas e construir pórticos emposições que permitem o funcionamento do mesmo em ciclos de 2 tempos.The construction exemplified in Figure 1 details the engine configuration with internal combustion based on the 4 stroke cycle, however, using the State of the Art, it is possible to replace the valves and build portals that allow it to operate in 2 stroke cycles.

Mantendo-se a configuração anterior, com válvulas, pode-se aindatrabalhar com ciclos compostos de 6 fases, sendo admissão, compressão,combustão, exaustão, injeção de água pura ou com aditivos através de um bicoinjetor dedicado exclusivamente à esta finalidade, e finalmente exaustão dosvapores da última fase mencionada, para então reiniciar o ciclo.Keeping the previous configuration with valves, it is possible to work with 6-phase compound cycles, being inlet, compression, combustion, exhaust, injection of pure water or additives through a nozzle dedicated exclusively for this purpose, and finally exhaustion. vapors from the last mentioned phase, then restart the cycle.

Para se obter maior eficiência do motor à combustão interna aquiproposto, é possível introduzir elementos de ajuste da posição do elemento deatuação não-senoidal em relação à linha de centro de girabrequim, de modo apermitir a variação da taxa de compressão (Figuras 7 e 8).For greater efficiency of the internal combustion engine proposed here, it is possible to introduce position adjustment elements of the non-sinusoidal driving element relative to the center line of the crankshaft to allow for the variation of the compression ratio (Figures 7 and 8). .

Os elementos de ação não-senoidal descritos podem ser projetadospara permitir que o movimento de retorno do pistão de controle 2 na fase deexaustão dos gases minimize o espaço entre o pistão de controle 2 e o pistãode trabalho 1, possibilitando exaustão mais completa dos gases gerados noprocesso de combustão.Do mesmo modo, o movimento do pistão de controle 2 na fase deataque pode ser ajustado para continuar a comprimir a mistura mesmo após oinício do processo de combustão, de modo a permitir ganho de pressão internada câmara de combustão e conseqüentemente ganho em eficiência dosistema. Alternativamente pode-se optar por movimento do pistão de controle 2na fase de ataque que permita comprimir a mistura até que se inicie processocontrolado de auto-ignição, de forma mais homogênea, visando aumentar aeficiência e / ou reduzir os níveis de poluentes nos gases de exaustão.The described non-sinusoidal action elements may be designed to allow the return movement of control piston 2 in the exhaust gas phase to minimize the space between control piston 2 and working piston 1, allowing for more complete exhaust of process generated gases. Likewise, the movement of the control piston 2 in the heat pump phase can be adjusted to continue compressing the mixture even after the start of the combustion process, so as to allow internal combustion chamber pressure gain and consequently gain in efficiency. of the system. Alternatively, the control piston 2 may be moved in the attack phase to compress the mixture until a self-igniting controlled process is initiated to increase efficiency and / or reduce exhaust gas pollutant levels. .

A construção proposta do motor à combustão interna permite a utilizaçãode mais de uma vela de ignição, contribuindo para uma combustão maiscompleta e eficiente da mistura. Analogamente, pode-se utilizar mais de umbico de injeção, permitindo também maior flexibilidade no escalonamento dainjeção de combustível, ou, ainda, utilizar mais de um tipo de combustível nofuncionamento do motor, no mesmo ciclo ou não.The proposed internal combustion engine construction allows the use of more than one spark plug, contributing to a more complete and efficient combustion of the mixture. Similarly, more than one fuel injection can be used, also allowing greater flexibility in fuel injection scheduling, or using more than one type of fuel in the engine run, whether or not the same cycle.

Dependendo da configuração adotada, a parede do cilindro poderáreceber uma válvula adicional para controlar a pressão interna do cilindroquando o motor trabalha em regime de freio-motor, aumentando a eficiência defrenagem nesta condição. Os gases pressurizados gerados neste processopodem ser acondicionados em um reservatório, podendo ser posteriormentereintroduzidos na câmara do motor para gerar torque no girabrequim.Depending on the configuration adopted, the cylinder wall may receive an additional valve to control the internal pressure of the cylinder when the engine is running under engine brake, increasing drainage efficiency in this condition. The pressurized gases generated in this process can be packed in a reservoir and can then be introduced into the engine chamber to generate torque in the crankshaft.

Para aumentar a eficiência do motor, pode empregar sistema depressurização adicional do ar ou dos gases da mistura no interior da câmara decombustão, podendo ser formado por compressor ou turbo.To increase engine efficiency, additional air or mixture gas depressurization may be employed within the combustion chamber and may be formed by a compressor or turbo.

O mesmo conceito inventivo do motor aqui apresentado pode seraplicado usando introdução de gás pressurizado através de válvulas oupórticos na parede do cilindro, de modo a aumentar a pressão interna nacâmara formada pela parede do cilindro e pelas faces dos pistões de trabalho 1e de controle 2, gerando torque no girabrequim 3, sendo o gás pressurizadoproveniente de processo independente do motor ora descrito.The same inventive engine concept presented herein can be applied using pressurized gas introduction through orortic valves in the cylinder wall to increase the internal pressure in the chamber formed by the cylinder wall and the faces of the working pistons 1 and control 2, generating torque in the crankshaft 3, the pressurized gas being a process independent of the engine described here.

A presente invenção permite que a linha de centro do cilindro do pistãode trabalho seja coincidente com a linha de centro de giro do virabrequim,correspondendo à configuração clássica do estado da técnica, ou deslocada,conforme demonstrado na Figura 9. A disposição mais favorável da linha decentro 19 do cilindro em relação ao centro de giro 18 do virabrequim é adistância igual ao braço de alavanca 20 formado pelo ponto de conexão dabase da biela ao virabrequim, pois converte em torque máximo a força exercidapela pressão dos gases de combustão na face superior do pistão de trabalho,ao passo que também exerce menor força atuando no sentido radial dogirabrequim.The present invention allows the center line of the working piston cylinder to coincide with the crankshaft center line of rotation, corresponding to the classical prior art configuration, or offset as shown in Figure 9. The most favorable line arrangement decentro 19 of the cylinder relative to the crankshaft turning center 18 is the same distance as the lever arm 20 formed by the connecting point of the connecting rod to the crankshaft, as it converts the force exerted by the flue gas pressure on the upper face of the piston to maximum torque. while also exerting less force acting in the dogirabim radial sense.

Claims

1. Internal combustion engine with spark plug for starting the combustion process with one or more cylinders, comprising: a working piston 1 and a control piston 2 in the same cylinder; a non-sinusoidal action system 6 of control piston 2; center line of cylinder 19 coincident with center of pivoting of crankshaft 18;

2. Internal combustion engine with spark plug for starting the combustion process with one or more cylinders, comprising: a working piston 1 and a control piston 2 in the same cylinder; a non-sinusoidal action system 6 of control piston 2; cylinder center line 19 offset (non-coincident) with respect to center of rotation of crankshaft 18;

Internal combustion engine commencing the combustion process by the combustion chamber gas temperature assisted or not by an incandescent flange with one or more cylinders, comprising: a working piston 1 and a control piston 2 in the same cylinder ; a non-sinusoidal action system 6 of control piston 2; center line of cylinder 19 coincident with center of pivoting of crankshaft 18;

4. Internal combustion engine commencing the combustion process by the combustion chamber gas temperature assisted or not by an incandescent flange with one or more cylinders, comprising: a working piston 1 and a control piston 2 in the same cylinder ; a non-sinusoidal action system 6 of control piston 2; cylinder center line 19 offset (non-coincident) with respect to center of rotation of crankshaft 18;

5. Non-sine action piston 2 control piston 2 system, characterized by: being mechanically driven by turning the flywheel of the engine through meat installed on it or machined directly on the same raw material, laterally or its outside diameter; whereas for multiple cylinders meat slabs are used in corresponding quantity; It may be mechanically driven by the movement of the working piston crankshaft 2 by means of a belt, chain or gears which drive a special-geared secondary shaft 13 which intermittently drives a meat mounted on a third shaft to allow the meat to return to its original position by a spring or pneumatic return system, or a combination thereof; It is mechanically connected to the movement of the piston of the working piston 2 via a belt, chain or gear that transfers the circular movement from the crankshaft 3 to the perpendicular secondary axis 14, and this drives the non-sinusoidal action element 15, which can drive one or more. more control pistons.

6. Non-sinusoidal action system 6 of control piston 2, characterized in that it has a cam 16 which is mechanically driven by a pneumatic, hydraulic or electromagnetic drive module 17, or a combination thereof, their action being electrically or electronically linked. or indirectly to the movement of the crankshaft 3 by sensing drift, position, acceleration, noise or vibration.

Internal combustion engine as described in claims 1, 2, -3 and 4, characterized in that it contains 2-stroke or 4-stroke cycles or a combination thereof.

Internal combustion engine as described in claims 1, 2, -3 and 4, characterized in that it contains 6-phase compound cycles, including inlet, compression, combustion, exhaust, injection of pure water or additives via additional injector, and finally exhaustion of vapors from the last step, then restarting the cycle.

Internal combustion engine as described in claims 1, 2, -3 and 4, characterized in that it contains non-sinusoidal actuating elements 6, and also contains adjustment system (mechanical, pneumatic, electromagnetic hydraulic or a combination thereof) position of the non-sinusoidal actuation element relative to the center line of the crankshaft to allow compression ratio malfunction to optimize the operation of the acoustic engine at various working speeds.

Internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it has a return movement of the control-piston 2 in the exhausting phase to minimize the space between the control piston 2 and the working piston 1 , allowing more complete exhaustion of the gases generated in the combustion process.

Internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it has movement of the control piston 2 in the attack phase that allows the mixture to continue to be compressed even after the start of the combustion process, in order to allow gain. internal combustion chamber pressure and consequently gain in system efficiency.

An internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it has movement of the control piston 2 in the lead phase which allows the mixture to be compressed until the self-ignition controlled process is commenced more evenly. to increase efficiency and / or reduce exhaust gas pollutant levels.

Internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it contains more than one spark plug arranged on the cylinder wall to allow more efficient combustion of the mixture.

Internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it contains more than one nozzle, arranged on the cylinder wall to allow greater flexibility in fuel injection scheduling for efficiency and / or in the exhaust gas levels.

Internal combustion engine as described in claims 1, 2, 3 and 4, characterized in that it contains more than one injection nozzle and more than one type of fuel to be injected, arranged on the cylinder wall to allow for efficiency gain and / or pollutant levels in exhaust gases.

Internal combustion engine as described in claims 1, -2, 3 and 4, characterized in that it has an additional valve installed on the cylinder wall to control the internal pressure of the cylinder when the engine is operating at engine brake speed, this valve being controlled by mechanical, pneumatic, electromagnetic hydraulic system or a combination thereof.

Internal combustion engine as described in claims 1, -2, 3 and 4, characterized in that it contains additional pressurization system of the air or mixture gases within the combustion chamber and may be formed by compressor or turbo.

Internal combustion engine as described in claims 1, -2, 3 and 4, characterized in that it has a non-sinusoidal action system, whose design allows modular assembly, allowing to change the compression and movement rate of the control piston 2 replacing only one subset of the non-sinusoidal action system, adding greater production volume to the other engine components in question.

Internal combustion engine as described in claims 1, -2, 3 and 4, characterized in that it comprises a system for introducing gas pressurized through valves or gantries into the cylinder wall in order to increase the internal pressure in the chamber formed by the cylinder wall. and by the faces of the working 1 and control 2 pistons, generating torque in the crankshaft-3, the pressurized gas coming from a process independent of the described engine, or from a reservoir that previously trapped the gases diverted from the combustion chamber during the braking process. as described in claim 12.