DE3638476A1 - Method for the treatment of exhaust gases in piston engines - Google Patents

Abstract

The patent application with the title "Method for the treatment of exhaust gases in piston engines" presents, in summary form, an apparatus which is suitable for making the internal combustion engine designed as a piston engine ecologically compatible as a reaction-kinetic process according to the laws of thermodynamics which apply to complete combustion.

Description

The invention relates to the piston engine (lifting and rotating pistons) Internal combustion engine, the purpose of which is by means of discontinuous Burning converting thermal energy into mechanical work. It deals deals with all embodiments and has since Italian registration v. 24.11.83 (Reg.Nr. 4851 / A83), the registration from 20.6.84 (Reg.No. 4839 / A84) and that v. 18.10.84 (Reg.Nr. 4879 / A84) an uninterrupted development and testing activity of metrological recording on suitable test benches to show. The scope of this activity was due to the fact that the self-priming and compressing piston engine that uses the piston drive of a burning air-fuel mixture has been operating since its Development by Lenoir, Otto and Diesel has many designs, and not just according to the method of gas exchange (two and four stroke processes), but also on the type of mixture formation and ignition and the design of its controls (valve and slide control); in addition, there is the variety of piston engines, in particular Number of cylinders (multi-cylinder engines) and their arrangement (especially Boxer and in-line engines). The applicant had long experience in construction sound absorbing exhaust systems, which led to the regularities to clarify, which already through the room geometry of these constructions for the performance characteristics (so-called torques) and the most economical consumption are of influence. It is therefore not surprising that the u. a. in the above-mentioned applications and the international application PCT / DE 85/00152 shown exhaust gas purification process also room-geometrically presented new constructions.

The on December 5, 1985 under the international publication number W085 / 05405 in the patent classification F01N3 / 26 Process description refers to the currently published State of the art, which also includes: Dutch OS No. 84 02 247 (16.7.84), Belgian Patent No. 900.193 v. 7/20/84 (for inspection laid out on 11/16/84; the italy. Application No. 4851 / A83 is in it named as priority), as well as the following German disclosure documents of the Applicant: DE 33 47 266 (registered on December 28, 1983, published on July 31, 1986), DE 34 34 980 (filing date 24.9.84, published on 5.6.85), DE 35 11 941 (Filing date 1.4.85, published on 9.10.86) and DE 35 16 029 (filing date 4.5.85, published on November 6, 1986).

The object of the present invention is not only to develop a final burnout system for an embodiment of the piston machine, the most pollutant-free exhaust gas into the free atmosphere dismissed, but a suitable instrument that for practically all types of internal combustion engine designed as a piston engine is suitable, as they were presented at the beginning of the description.

The solution of this task with fundamentally uniform means sets that the sum of the different piston engines at least with regard their perfect combustion quality uniform rules is submissive, so that instruments can be developed from it can do that, although room-geometric variants and adaptable design rules contains and still the quality of a uniform approach subject to.

Already the purely scientific view of the piston engine Combustion process shows for the large opposite group of petrol engines / Diesel engine a unified approach to issues of different mixture formation and the resulting different chemical composition of the exhaust gases. Figure 33 in the second volume the textbook by Wilhelm Endres "combustion engines" (Berlin 1966 Page 68) shows for both engine types in relation to their operating ranges the different contents of the exhaust gas with regard to O₂ (oxygen), CO₂ (carbonic acid), CO (carbon monoxide) and hydrogen (H₂). It comes in this exhaust gas analysis the great diversity of work processes in gasoline and diesel processes as a result of the circumstance expressing that in the Otto process mixture compression takes place during the diesel process requires compression of air and the Fuel is only injected at the end of the compression stroke. Consider we the degrees of loading of the engine, it shows that at full load (= maximum speed and maximum load) also with the diesel engine the CO₂ value, which is the main indicator of perfect burns applies, the factor reached 12 vol .-%, the same as the gasoline engine in a similar operating state. At idle and part load, however this CO₂ value for diesel engines is between 3.5 and 6.5% Gasoline engine, however, around 13%. Conclusion: both types of engines are Submissive to the rules that make up perfect combustion conditions close and imperfect. It is in the analysis  a two stroke engine also follows the working process like this recorded by the neutral Dutch research institute in Delft has been. The measured device is used as a multi-purpose device for Mowing with a cutter between 1.20 and 1.40 m wide, as a snow clearer and as a means of transport that can be used internally with a trailer, with the device operating either moving or moving controls the vehicle near the engine with a handle. The measurement series 1, 3, 4 and 5 contain different additional air settings on the synchronous reactor, at the measurement site (in agreement with the measurement engineer) Orientation purposes were made. The measurement series 2 corresponded the previous release for series use. The ex post Lambda calculation before the synchronous reactor gave the value 0.971 and at the AfA exit (AfA = exit into free atmosphere) the ideal value 1.02. Measurement with the basic load of the mower when switched on an engine speed of 3500 rpm; no new operating handles, normal idle and main jet; no additional carburetor changes (such as additional throttle valves); Replacement of the exhaust system on the intended flange; Warm condition of engine and exhaust system after approx. 2 min. Copy of the data from the TNO measurement sheet (TNO = TNO Research Institute for Road Vehicle):

Date: Nov 20, 1984
Engine type: JLO two-stroke
200 cc, 1 cyl.
Idle nozzle 70, main nozzle 120
Fuel: gasoline
Mixture (%) 1:50
Operator: vd Does

Measuring points 1-5 when exiting into the free atmosphere; Measuring point 6 in the line between the motor flange and entry into the synchronous reactor. The measuring series 2 (designation "normal") corresponds to the exhaust gas emission into the atmosphere when using the synchronous system. The series of measurements 6 denotes the state of the exhaust gas when it is ejected from the piston section. The result is a "quasi" perfect final burnout with a lambda 1 (= the "ideal" fuel-air mixture), a remaining CH emission below 1/100 of the emission in line 6, a CO value of 0.08% and a CO₂ value of 14.5 percent by volume (for gasoline engines, 15% is the maximum value that can be achieved - appearing as CO₂ max. in the calculations). The exhaust gas is odorless. As this neutral measurement process proves, the after-reaction process known as the synchronous reactor has been successful (cf. the concentrated description of the new process given in the abstract - Riassunto in Italian application No. 4879 / A84 deposited on October 18, 1984). to raise the CO₂ value of the exhaust gas ejected at the piston section outlet, which was 8.4% by volume, to close to 15%, using mainly thermodynamic means: a method that does not cost any additional fuel (i.e.: without increasing consumption), a hot zone is formed in the loading section of a post-reaction chamber, namely a) with conversion of the kinetic energy of the preceding explosion wave into a "thermal plus" and b) with a post-explosion section which has already been activated from the cold start and which can also supply additional air, igniting first with a spark jump and later with glow surfaces in the approximately synchronous timing of the motoris chen gas exchange. The interesting thing for the manufacturers of exhaust systems is that this takes place entirely within this range and does not require any change to the "actual" engine. In this application submitted herewith, structural arrangements are described above all for multi-cylinder petrol engines which ensure the line path to the engine outlet as an isothermal line section, ie while maintaining a temperature level up to the larger volume after-reaction section. Means are also described to run the isothermal section into a thermally higher zone. Thirdly, the relationship between the pure spatial geometry of this first line route with an overall control of the mixture formation parallel to the engine warm-up from the cold start is shown on the basis of an increasing lean setting in the engine combustion chamber.

It was particularly successful with vehicle engines based on one Much smaller nozzle configuration in multi-cylinders, initially with carburetor systems the partial load operating conditions at a raw gas temperature, from the cold start of 300 ° moving relatively quickly to approx. 750 °, at speeds between 4 and 5000 rpm at the same time as the measure an increase in volume of the post-explosion section that increases with the amount of exhaust gas to achieve the CO₂ value close to 15%, with CO values around the 0.1% and a post-reaction process, which is mainly fed from the O₂ that is already to a greater extent with the exhaust gas with so-called lean settings runs in (see the O₂ value in the measurement sheet dated November 20, 1984).  

The further maturation of the synchronous reactor presented here is accompanied by a shortening of the warm-up time by almost half, i.e. approx. 2 minutes, by a purely objectively very small installation space of the exhaust system, a solution to the noise reduction problems already in its upstream area and in multi-cylinder gasoline engines in the schematic drawing shown with Fig. 1 of a possible waiver of additional air intake. More fuel consumption is also impossible simply because the fact that the entire carburetor nozzle assembly of the 1.3 liter four-cylinder engine could be dimensioned much smaller, both idle and main nozzle. The test on the dynamometer confirmed the torques and power level. A design connection has emerged that can be operated with additional air depending on the type of engine and task, but especially in the motor vehicle sector as described without additional air. Therefore, the FIG. 1 has in the chamber 12 with the leading lines in a stretching and residence time without air intake, as it still took place in P 36 30 622.3. The solution to the pollutant problem presented here, with its other advantages, is primarily due to the high level of science in engine construction and the right considerations that can be found about the theoretical and experimental basis of the engine work process in technical and chemical thermodynamics. Since the expansion ratio of the engine with crank gear is given by the stroke, thermodynamics has been demonstrating for decades that "the loss due to imperfect expansion is approximately 13% of the calorific value". (Fritz AF Schmidt "Internal Combustion Engines" 4th Edition Berlin 1967 pages 16 and 36.) In this context it is not to be discussed which various other possibilities the scientific theory has discussed so far - it is clear, however, that the general idea of this is one to conceive a further stage of the process, in which Fritz AF Schmidt appears in the specified literature reference in such a way that "an enlargement of the expansion ratio must be found in other ways". In the published patent application DE 33 47 266, on July 31. 86, such discussions are found. Likewise, other work with many clues showed that the path followed here complies with a number of other findings (In ATZ [Automobiltechnische Zeitschrift] 80 [1978] 9 pages 393-397), and Lenz and Moser have in their analysis the connection between pollutant emissions and fuel consumption when warming up carburetor engines are described very precisely. If it is now possible to relieve the push-out work of the engine combustion chamber with the post-reaction stage of isothermal quality integrated in the timing of the engine, this will of course result in an improvement in its filling phase - this and the test bench results indicate that it is now finally possible To get the maximum power and lowest consumption even with the piston engine exactly within the stoichiometric loading zone, and no longer only in a certain sub-stoichiometric range, as the theory so far claims. It is to be expected that this will create special problems for all engine types depending on the loading system. It is already clear that the hot zone formation of various types formulated in the general and characterizing part of the main claim, the test bench engineer, who in the practical sense is the only specialist for this, in the coordination of the motor vehicle gasoline engine to all-round satisfactory solutions with regard to freedom from pollutants, high performance efficiency and portable Can support production costs effectively.

Fig. 1 is the schematic drawing for a four-cylinder gasoline engine. The raw gas reaching a temperature level of up to approx. 900 ° in the flange zone from the cold start in the warm states is kept isothermally at the thermal level obtained by means of the external insulation. The very clearly determinable best torque securing cable lengths as are known to the industry are to be used. The additional air lines can remain free of deposits (like 14 in FIG. 4) or divide the ejection into partial streams, as is shown in FIG. 11 in PCT / DE 85/00152 together with the converging impact on inclined surfaces in order to provide a thermal plus in the sense of what is described there To achieve the process of hot zone formation (jet pipes 103 ff./continue into the convergence zone 322/323 then ejection of shock wave and unmixed gas quantum into the chamber K 1 with wall impact ( 411 ) and discharge into the header pipe section 51/52 ). In addition to this thermal enrichment by shock wave convergence, a further method of thermal elevation is possible according to FIG. 2 by supply pipes ( 114 and 214 ) being passed in their downstream part through a post-reaction chamber ( 39 ) loaded with additional air and equipped with an ignition element. Fig. 3 shows, as a third method, the interruption of the supply pipe 14 a within a pre-chamber K 14 a, which is ulterior bounded by the combustion chamber 322, which heats up quickly, and part 14 a transmits its heat to the chamber K via the Abgrenzungswandung. In these different ways, a gas that is hotter than the raw gas enters the chamber K 1 ( FIG. 1) or the distribution space ( 15 in FIG. 2) or the chamber 30 from the line 103 ( FIG. 3) within the meaning of the main claim and of claim 2.

FIG. 1 is described in more differentiated than the specified internal priority applications P 36 25 465.7 (leiN867) and P 36 30 622.3 (leiN869). Fig. 3 of P 36 25 465.7 shows the possibility of introducing the feed section 14/323 also additional air. In Fig. 1 of this application (leiN8611), on the other hand, this is not provided because it follows the internal priority P 36 30 622.3, which, according to claim 1 there, assumes a high lean setting in the loading of the engine combustion chambers, which carries enough O₂ in the exhaust gas. However, while FIG. 1 primarily saw the possibility of additional air throughput in the internal priority P 36 30 622.3 with respect to the chamber 12 , the focus in the present variant is on improving the relaxation conditions. The insulated chamber 12 is a hot zone without heat dissipation and, at the same time, is an integrated volume compensation and expansion space for the purpose of suitable expansion of the reaction gas quantities which are constantly changing kinetically, even with the simplest driving cycles. With its drain line L 2, it gives the possibility of air injection and, depending on the renewed convergence of line L 2 into the thrust nozzle 51 or into the dwell period 54 or into the train path 381 , combustion sites provided with an ignition element and wall reversal are adequately additive to the quantities involved and their reaction-kinetic states Intermediate type and function. In them, a large or small flame or just wave play and thermal shock oscillate as constant variables for the purpose of complete final burnout, despite the gas quantities that occur constantly with different loading characteristics.

The process of assigning a special post-explosion route to each combustion chamber outlet in multi-cylinder engines and only carrying out a manifold-like summary of the exhaust gas outlets emerging from these post-explosion chambers in the train route area was first presented in the applicant's German disclosure dated July 31, 1986, deposited on December 28, 1983 (DE 33 47 266 A1 claim 10). The construction system for making this multi-chamber arrangement as a compact arrangement in a spatial body was carried out in the property right of the applicant dated July 28, 1986 (P 36 25 465.7), here named as an internal priority, with the following features: a) that the individual post-explosion sections themselves change their flow (Wall 411 in FIG. 1 enclosed here) still to be completed, b) but within the compact arrangement of a multi-chamber system corresponding to its number, c) within which they are mutually separated by heat-exchanging metal walls (reciprocal heat transfer), d) a conical shape then cross the constricting transition space and e) get together and one after the other in the specified gas exchange sequence of the multi-cylinder engine over a pipe section into a thrust pipe provided with throwing walls at both ends and from there into the train section while maintaining the general reflection wall inclusion already described in claim 8 of P 33 47 266. Fig. 3 of this priority also shows the feed line shown here in Fig. 1 ( 14, 15, 103 ff., 322, 323 ), with which all four piston line ejections of a four-cylinder engine are fed to their post-explosion chambers without being mixed and with a divergence in jet pipes ( 103 ff.) are provided, which focus like a burning lens when they exit and convert their kinetic energy mainly into thermal energy. Here, this Figure 3 shows at the same time. The priority, the possibility of introducing the same time with this delivery system auxiliary air (which does not happen in this FIG. 1). The "reciprocal heat transfer system" described above in feature c is of particular importance for the heat build-up in the individual post-explosion chambers: "reciprocal" here means that the hot gas of each adjacent chamber (e.g. K 1 and K 4 in FIG. 1) acts on the common partition (e.g. 415 in Fig. 1), so that in each of these chambers there is a "heat plus" beyond the amount that flows into it with the individual gas quantum inflow (here is actually once from " Heat exchange ", whereas in most of the so-called processes there is only heat transfer in one direction).

Fig. 2 is taken from the internal priority P 36 18 846.8 (leiN859) and thus in the treated therein factual connection in this application a. It deals with the so-called double shock tube, which is described in the international application PCT / DE85 / 00152 and thus belongs to the required state of the art. The two piston extension ejections ( 114 + 214 ) of a two-cylinder engine enter a bundle of jet pipes ( 103, 122 ) via a distributor space 15 , which is crossed by several additional air lines ( 1811 ). The wave jets and the gas jets focus in succession in a cross- rinsing nozzle ( 32/323 ), the latter forming a so-called Prandtl mixing path. Aiming at the wall 324 provided with the ignition element, the flow reversal is formed in the post-explosion chamber ( 39 ), the increase in heat of which is communicated to the inlet lines 114 and 214 : this is one of the special measures for thermally increasing the inlet temperature from the engine combustion chamber, which claim 2 together mentioned with other measures. The piston section ejection flowing out of the space 39 into the nozzle ( 3232 ) is directed at a variable shaft / gas separator as described in claim 3 (381 ×). If it is closed (as in the schematic drawing), the relaxation space for smaller gas quantities is limited to rooms 39/3232/2/380 by discarding and the continuation through pipeline 382 is provided with reversal zones; both serve to preserve heat in these operating states.

Fig. 3 shows a compact system for industrial engines with two short inlet pipes ( 14 a , 14 b) . The construction corresponds in principle to FIGS. 1, 3 u. 4 of PCT / DE85 / 00152. The peripheral air intake system described in PCT / DE is replaced by the additional air intake path 121/12 / L 1 / L 2 / L 5 . In addition, there is a further difference: the rib-like subdivision of rooms K 14 a and K 14 b and the central loading element 29 ; the latter has the ribs 412, 414 and 415 ; K 14 a has the ribs 612 and 615 as additional partition walls and the inlet space K 14 b has the ribs 614 and 615 . Both types of ribbing realize the "reciprocal heat exchange", which was described on the description pages B 7 (below) and B 8 (above) and is the subject of the main claim 1a, with reference being made to measures which serve the temperature level of the resulting raw gas to increase. This construction form of FIG. 3 is particularly interesting for diesel engines, the raw gas of which is obtained at too low a temperature and where rapid heating of the after-reaction section from the cold start is of particular importance. In addition to their self-ignition, these engines require temporary spark ignition within the post-explosion zone. Fig. 3 is designed as a schematic drawing so that four-cylinder engines can also be presented with it.

Fig. 4 shows the ribs described above not in the inlet space 15 , since it requires a two-stroke single cylinder, but only in the loading element 29 , which has the four jet pipes with the ribs ( 412, 415, 414 and the invisible rib 413 ) extend to the wall 411 in four corresponding loading rooms, so that the radiation convergence takes place only in the thrust nozzle ( 323/322 ). Here, the surface area of the glowing surfaces has been significantly enlarged, which are useful for the rapid triggering of the reaction after the warm state has been reached.

Fig. 5 is a special design for high-speed engines and large amounts of gas, which only requires a spark jump and whose inlet pipes 14 a to 14 d in addition to a jet tube bundle dismantling and focusing according to drawing Fig. 11 PCT / DE85 / 00152 also the air intake cause - of course in the control coupled with a temperature sensor in operative connection with a fuel metering device of the internal combustion engine according to claim in PCT / DE85 / 00152. Line 3540 is used by the service for monitoring when setting or re-adjusting such a functional element.

The sum of these schematic drawings indicates that the exhaust gas purification system, for which the technical term "synchronous reactor" has become known, not only includes industrial engines and vehicles used in-room, but the total area of all two-wheel and four-wheel vehicles. The Arrows used in the drawings have the following meaning:

Claims (8)

1. A method for treating the exhaust gases of internal combustion engines, which are designed as piston engines, consisting in that an after-reaction section supplies the energy content of the piston section or ejections, including shock wave, pressure, density and temperature at the time of the charge exchange, to an after-reaction arrangement which within a general reflection wall Inclusion ( Fig. 1: 411/511/512 ; Fig. 2: 324/326 ; Fig. 3: 411/511 ; Fig. 4: 411/511 ; Fig. 5: 363/327 ) depending on the operating conditions, the hot zone formation ( Fig. 1: K 1 and K 4 ; Fig. 2: 32/39/3232 ; Fig. 3: 30/322 / 323/324 ; Fig. 4: 30/322/323/324 ) activated for the purposes of the final burnout , characterized,

• a) that the line section adjoining the piston section ejection of the leading explosion wave and trailing exhaust gas quantum ( Fig. 1: 14 to 323 ; Fig. 2: 15/103 ff .; Fig. 3 14 a , 14 b ; Fig. 4: 14 ; Fig . 14 et seq to 14 d) divergence and convergence of ejection with a plurality of generally uniform radiant tubes (103 in Figures 1, 2 and 4) (in its interior Fig 1) or (consecutive spaces 2 and 5..... 4) or without such a division ( FIG. 3), the series connection of two lines ( 14 a and 103 or 14 b and 104 ), which are separated by an intermediate volume ( K 14 a and K 14 b) , the designed as an additive hot zone with the aid of a reciprocal heat exchange,
• b) that in connection with accompanying measures, which are referred to in the following claims, the vast majority of the piston engine operating states can be controlled with an instrument that the internal combustion engine designed as a piston engine according to the thermodynamic rules that apply to perfect combustion, as reaction kinetics Make the process ecologically manageable.

2. The method according to claim 1, characterized in that the main claim 1a designated line section designed as an isothermal zone is, with the motor already from the connecting flange with different means Heat loss at the peripheral walls of the line is limited and - with simultaneous application of those required for the best torques Power output of the engine best spatial geometry design of this line - At the same time, funds are provided which are used for systematic heat storage and further increasing the temperature level downstream serve at the same time to prevent heat rejection in the piston section. 3. The method according to the preceding claims, characterized in that the loading aspects the after-reaction path and the engine combustion chamber, the former starting with the line area designated in claims 1a and 2, from the overall point of view of the energetic function the load of the engine combustion chamber which determines the engine power, too all intermediate states of alternating loads, gradual or abrupt in the driving dynamics by measurement and within dwell time arrangements with suitable additional air throughput with final burnout sequence cover, the construction element described in more detail in PCT / WO 85/05405 of the shaft / gas separator in a precisely coordinated position depending on the engine speed and the loading device of the Engine combustion chambers as well as the throwback arrangement of the shock wave as well as the flow opening of the gaseous medium varies so that for the piston distance ejection load-compliant thermodynamic adjustment of the expansion ratio by changing the volume within all alternate loading conditions is reached (381 ×). 4. The method according to the preceding claims, characterized in that in order to maintain small post-explosion chambers in order to maintain the pressure jumps of reflected shock waves by means of lines ( L 1 in Fig. 1), the inlet opening of which overlaps to the inlet (from 323-326 ) is provided, in the bypass exhaust gas flow rate into one Special expansion space ( 12 ) takes place, which is flap-controlled in a central line ( L 2 ) or in another way in downstream zones (see. The dashed line in Fig. 1). 5. The method according to the preceding claims in multi-cylinder engines, characterized in that a special post-reaction path is assigned to the individual piston path ejection of these motors at the connecting flange of the motor (see FIGS . 1 and 3), which, depending on the design and purpose of the motor, has a long ( Fig. 1 ) or stubby short ( Fig. 3) inlet section from the piston section outlet, each unmixed with the other piston section ejections on the baffle wall ( 411 ) of a multi-chamber system, makes a flow reversal in a space that narrows into a lorine nozzle-like nozzle constriction ( 51 in Fig. 1, 322 in Fig. 3 ) and from there into a generally uniform, elongated waveguide ( 52 in Fig. 1, 323 in Fig. 3) passes directly to all other piston section ejections. 6. The method according to claim 5, characterized in that either the distribution of the individual ejection into a plurality of approximately uniform jet pipes ( 103 ff. In Fig. 1) takes place either after the piston path outlet, the focus of which takes place in that after the impact on inclined surfaces or through If their outlets are directed towards one another at points or lines ( Fig. 1) or (see Fig. 3), each feed line after ejection opens into an intermediate volume in the subsequent line of a charging system ( 29 ) ( 14 a via K 14 a in 103 ; 14 b via K 14 b in 104 ), the intermediate volume or volumes (in FIG. 3: K 14 a and K 14 b) and the charging element ( 29 ), within the peripheral wall ( 29 ) of which the line sections ( 103, 104 ) open, by rib-like metallic partitions (intermediate volume: 612, 615 and 614 ; loading element: after line 103, the ribs 412 and 415 ; after line 104, the ribs 415 and 414 ) nd, so that the double-sided hot gas admission through the rib-like separating surfaces (visible in the schematic drawing for the ribs 615 and 415 ) results in a reciprocal heat transfer (= real heat exchange) increasing the inlet temperature in the sense of main claim 1a. 7. The method according to the preceding claims, characterized in that (see. Fig. 4) in single-cylinder engines, provided that they are only fed from an inlet section ( 14 ), the intermediate volume ( 15 ) into which this line opens, no rib division in the sense of the previous claim, but probably the charging group ( 29 ), so that firstly, full heat exchange between the intermediate volume ( 15 ) and the post-explosion chamber ( 322 ), ie between the incoming engine combustion chamber heat and variable post-explosion heat, forms, secondly, the continuation over a wide area and as far as the reverse wall ( 411 ) of the glow surfaces ( 412, 415 and 414 ) in the loading section ( 30 ) of the post-explosion chamber ( 322/323/324 ) for instantaneous, approximately synchronous post-reaction of the gas quantum incident via the jet pipe group 103 ff Piston-engine charge change according to that shown in claims 1 to 12 of P 33 47 266.1 (published on July 31, 1986) n rules. 8. The method according to the preceding claims, characterized in that (see. Fig. 5) in multi-cylinder engines according to internal priority P 36 24 524 a space-efficient cross-flushing guidance within a shock tube ( 314 ) enclosed at both ends in such a way that each individual piston distance ejection , executed in the axial flow course without constrictions and flow deflections with jet pipe divergence and focusing with additional air that can be regulated for all operating conditions, is directed approximately in the center with a different impact angle on the inclined surface of the transverse shock tube, wherein in addition to the centrally provided ignition element, train path arrangements can be provided on both impact walls, such as it shows the schematic drawing for example after the baffle 327 with reversing space ( 320 ) and train route ( 321 a) .