EP0006747A1 - Moteur à combustion interne à détente prolongée - Google Patents

Moteur à combustion interne à détente prolongée Download PDF

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Publication number
EP0006747A1
EP0006747A1 EP79301218A EP79301218A EP0006747A1 EP 0006747 A1 EP0006747 A1 EP 0006747A1 EP 79301218 A EP79301218 A EP 79301218A EP 79301218 A EP79301218 A EP 79301218A EP 0006747 A1 EP0006747 A1 EP 0006747A1
Authority
EP
European Patent Office
Prior art keywords
cylinder
primary
engine
secondary cylinder
cylinders
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Withdrawn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
EP79301218A
Other languages
German (de)
English (en)
Inventor
Stanley Birchall
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0006747A1 publication Critical patent/EP0006747A1/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Withdrawn legal-status Critical Current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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders
    • 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
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder

Definitions

  • the invention relates to Otto cycle internal combustion engines.
  • a conventional reciprocating internal combustion engine utilising the Otto cycle employs four strokes.
  • the first is an induction stroke, wherein the size of the combustion chamber is increased by inducing a fuel air mixture thereinto; a compression stroke, wherein the size of the combustion chamber is decreased thereby compressing the fuel air mixture; a power stroke, wherein the size of the combustion chamber is again increased after combustion of the compressed fuel air mixture; and an exhaust stroke, whereby the size of the combustion chamber is again decreased expelling exhaust gasses therefrom. It will be noted that there is only one power stroke in every four strokes of the engine.
  • a disadvantage of the Otto cycle is that the power and exhaust strokes are the same length as the induction and compression strokes, thus limiting the thermal efficiency to about 20%.
  • the present invention seeks to provide an improved, internal combustion engine.
  • the invention provides an internal combustion engine characterised in that there is provided at least one primary cylinder operating on the Otto cycle and an associated secondary cylinder, which cylinders are operatively coupled to a common crankshaft; and wherein the secondary cylinder is operatively coupled to the primary cylinder such that exhaust gas from the primary cylinder is exhausted into the secondary cylinder where it expands, driving the piston of the second cylinder, said secondary cylinder subsequently exhausts the exhaust gas to atmosphere.
  • the ratio of the working volumes of the or each primary cylinder and the associated secondary cylinder are such that said exhaust gas from said primary cylinder expands into said secondary cylinder substantially to atmospheric pressure.
  • the length of the strokes of the pistons of the primary and secondary cylinders are substantially the same.
  • the secondary cylinder operates on a two-stroke cycle. It is advantageous to provide one secondary cylinder fed alternately from each one of two primary cylinders, the secondary cylinder performing two two-stroke cycles during the four-stroke cycle of either primary cylinder, the primary cylinders being 180 degrees out of phase one with respect to the other.
  • the internal combustion engine may work by spark ignition or by compression ignition.
  • Auxilliary services for the internal combustion engine are driven from the or each crank shaft in the usual manner, such services being pumps for fuel oil, lubricating oil and/or air, generators and the like.
  • One form of engine according to the present invention has a non-return inlet valve in the head of the or each primary cylinder for induction of fuel/air mixture into said cylinder, and a valve controlling the exhausting of exhaust gas from the or each primary cylinder to the associated secondary cylinder and also the exhausting of said exhaust gas from said secondary cylinder.
  • the controlling valve is conveniently a rotary valve although it may alternatively be provided by a suitable arrangement of poppet valves in known manner.
  • Figures la to Id show in schematic form an engine comprising a single thermodynamic assembly of two primary cylinders A and B and a single secondary cylinder C.
  • Valves 2 and 4 control inlet of fuel/air mixture to cylinders A and B respectively.
  • Valve 6 controls passage of combustion gases from cylinder A to cylinder C
  • valve 8 controls passage of combustion gases from cylinder B to cylinder C.
  • Valve 10 controls exhaust of spent gases from cylinder C.
  • the pistons associated with the cylinders A, B and C are connected to a common three-throw crankshaft (not shown in the drawings).
  • valve 2 has been open during its downstroke with valve 6 closed thus allowing fuel/air mixture to be drawn into cylinder A, and at the point shown valve 2 has just closed.
  • valves 8 and 4 have been closed and at the point shown valve 8 is just about to open.
  • valve 10 has been open and at the point shown has just closed, spent gas being exhausted through valve 10 to the atmosphere.
  • the pistons of cylinders A and B again start to move upwards and the piston of cylinder C starts to move downwards, the gas in cylinder A being compressed and that in cylinder B being transferred to cylinder C.
  • Figure 2 shows a schematic sectional view of a further form of an engine according to the invention, comprising two of the thermodynamic assemblies shown in Figures 1a to 1d.
  • a pair of primary cylinders A1 and B1 are operatively linked to a secondary cylinder C1 by means of valves 12, 14, 16, 18 and 20 which correspond respectively to valves 2, 4, 6, 8 and 10 of the engine shown in Figures 1a to 1d.
  • the pistons A1, B1 and C1 are linked to a crankshaft 30, by connecting rods 31, 33 and 35.
  • a second pair of primary cylinders A2 and B2 are operatively linked with a second secondary cylinder C2 by means of valves 42, 44, 46, 48 and 50 which correspond to the valves, 2, 4, 6, 8 and 10 in the engine shown in Figures 1a to 1d.
  • the pistons of cylinders A2, B2 and C2 are linked to the crankshaft 30 by means of connecting rods 41, 43 and 45, the latter all being slave connecting rods co-operating with the crankshaft 30 and also with the connecting rods 31, 33 and 35 which are the master connecting rods operating in known manner.
  • Bearings 60 are provided between each crank of the crankshaft 30. Operation of the engine is similar to that shown in Figures 1a to 1d, the set of cylinders A1, B1 and C1 being 90° out of phase with the cylinders A2, B2 and C2.
  • valves shown schematically in Figures 1a to 1d and Figure 2 are preferably provided by poppet valves in the case of valves numbers 2, 4, 12, 14, 42 and 44 the remainder of the valves being preferably rotary sleeve valves or alternatively poppet valves.
  • the engines shown in the figures may be made of any suitable materials particularly metal. '
  • Auxiliary services for the engines shown in the figures may conveniently be driven by the crankshaft, such services being pumps for fuel and lubrication etc.
  • crankshaft receives one power impulse per crankshaft revolution whereas in the engine of Figure 2 it receives two power impulses per revolution.
  • the duration or time of application of each power stroke to the crankshaft is doubled and in a practical engine the demand for flywheel effect is reduced in proportion.
  • An engine according to the present invention provides a simplified structure over the conventional engine and is therefore potentially less costly.
  • the thermal efficiency of the engine may be improved over that for conventional engines.
  • the working gas (combusted fuel/air mixture) may be fully expanded to ambient pressure and temperature in the secondary cylinder thereby extracting more of the heat energy generated during combustion and converting it into mechanical energy.
  • An engine according to the present invention may also be capable of'accepting supercharging without a significant reduction in thermal efficiency provided the supercharging is at the level dictated by the ratio in cross-sectional areas between each primary cylinder and the secondary cylinder specified in the engine design.
  • An engine according to the present invention may also provide a greater specific power.
  • specific power is defined as the power delivered at a preselected r.p.m. of the crankshaft by an engine of specific capacity.
  • an engine according to the present invention has a reduced capacity. It is therefore physically smaller than equivalent conventional engines. It may also accept supercharging without substantial reduction in thermal efficiency. The engine stroke can therefore be shortened allowing the maximum r.p.m. of the crankshaft to be raised.

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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)
EP79301218A 1978-06-24 1979-06-22 Moteur à combustion interne à détente prolongée Withdrawn EP0006747A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB7827822 1978-06-24
GB2782278 1978-06-24

Publications (1)

Publication Number Publication Date
EP0006747A1 true EP0006747A1 (fr) 1980-01-09

Family

ID=10498126

Family Applications (1)

Application Number Title Priority Date Filing Date
EP79301218A Withdrawn EP0006747A1 (fr) 1978-06-24 1979-06-22 Moteur à combustion interne à détente prolongée

Country Status (1)

Country Link
EP (1) EP0006747A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1981002039A1 (fr) * 1980-01-09 1981-07-23 Harvison Ass Ltd Moteur a combustion interne et procede de fonctionnement
DE3109512A1 (de) * 1980-03-14 1982-01-28 Stoechio-Matic AG, 9494 Schaan Brenner zur verbrennung von fluessigen brennstoffen in gasfoermigem zustand
BE1017617A5 (fr) * 2007-05-24 2009-02-03 Schmitz Gerhard Moteur a combustion interne a quatre temps et demi.
US8851025B2 (en) 2008-09-26 2014-10-07 Ronald D. Voisin Powering an internal combustion engine

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE316250C (fr) *
FR649467A (fr) * 1928-02-02 1928-12-22 Moteur à explosions, à détente allongée à trois cylindres élémentaires
FR693316A (fr) * 1929-07-11 1930-11-19 Moteur à explosion à détente poussée
FR823706A (fr) * 1936-09-22 1938-01-25 Perfectionnements aux moteurs à combustion interne
DE728109C (de) * 1936-08-01 1942-11-20 E H C W Paul Heylandt Dr Ing Verfahren zum Betriebe von Brennkraftmaschinen mit weiterer Expansion in nachgeschalteten Dehnungsstufen
AU465877B2 (en) * 1972-03-16 1975-10-09 Hubers, Cornelis Rotary-piston compound expansion engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE316250C (fr) *
FR649467A (fr) * 1928-02-02 1928-12-22 Moteur à explosions, à détente allongée à trois cylindres élémentaires
FR693316A (fr) * 1929-07-11 1930-11-19 Moteur à explosion à détente poussée
DE728109C (de) * 1936-08-01 1942-11-20 E H C W Paul Heylandt Dr Ing Verfahren zum Betriebe von Brennkraftmaschinen mit weiterer Expansion in nachgeschalteten Dehnungsstufen
FR823706A (fr) * 1936-09-22 1938-01-25 Perfectionnements aux moteurs à combustion interne
AU465877B2 (en) * 1972-03-16 1975-10-09 Hubers, Cornelis Rotary-piston compound expansion engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1981002039A1 (fr) * 1980-01-09 1981-07-23 Harvison Ass Ltd Moteur a combustion interne et procede de fonctionnement
DE3109512A1 (de) * 1980-03-14 1982-01-28 Stoechio-Matic AG, 9494 Schaan Brenner zur verbrennung von fluessigen brennstoffen in gasfoermigem zustand
BE1017617A5 (fr) * 2007-05-24 2009-02-03 Schmitz Gerhard Moteur a combustion interne a quatre temps et demi.
EP1995430A3 (fr) * 2007-05-24 2009-05-06 Gerhard Schmitz Procédé pour améliorer un moteur à combustion interne
EP2107226A1 (fr) * 2007-05-24 2009-10-07 Gerhard Schmitz Moteur à combustion interne d'encombrement minimal
US8851025B2 (en) 2008-09-26 2014-10-07 Ronald D. Voisin Powering an internal combustion engine

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