EP0035525A1 - Intake gas recirculation - Google Patents

Intake gas recirculation

Info

Publication number
EP0035525A1
EP0035525A1 EP80901713A EP80901713A EP0035525A1 EP 0035525 A1 EP0035525 A1 EP 0035525A1 EP 80901713 A EP80901713 A EP 80901713A EP 80901713 A EP80901713 A EP 80901713A EP 0035525 A1 EP0035525 A1 EP 0035525A1
Authority
EP
European Patent Office
Prior art keywords
engine
intake
compression ratio
gas recirculation
intake gas
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Withdrawn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
EP80901713A
Other languages
German (de)
French (fr)
Inventor
Urbano Ernesto Stumpf
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 EP0035525A1 publication Critical patent/EP0035525A1/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Withdrawn legal-status Critical Current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
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • F02B11/00—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders
    • F02B11/02—Engines characterised by both fuel-air mixture compression and air compression, or characterised by both positive ignition and compression ignition, e.g. in different cylinders convertible from fuel-air mixture compression to air compression or vice versa
    • 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
    • F02B41/04—Engines with prolonged expansion in main 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
    • 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 refers to the technical field of internal combustion spark ignition engines.
  • the aim of the invention is to confer to the internal combustion engine a multifuel capability combined with maximum thermodynamic efficiency corresponding to each particular fuel used.
  • the multifuel characteristic will be extremely convenient during the phase of petroleum derivates substitution by alternative fuels.
  • thermodynamic efficiency of an internal combustion engine is basically an increasing function of both the compression ratio and of the expansion ratio.
  • thermodynamic efficiency is a function of the compression ratio only.
  • the conversion of heat into mechanical work is exclusively accomplished during the expansion of the hot burned gases which form the thermodynamic medium, and this conversion is as much complete as the expansion ratio increases.
  • the increase of the compression ratio leads also to the increase of efficiency by raising the energy level of the gases before the combustion.
  • the compression ratio is limited by the apparition of an abnormal combustion phenomenon known as detonation, or popularly as knock.
  • detonation or popularly as knock.
  • the start of detonation depends mainly on the anti-knock characterijstic of the fuel and on the value of the compression ratio.
  • the expansion ratio is the same as the compression ratio, the highest possible value of the expansion ratio will depend on the limit imposed by the compression ratio.
  • thermodynamic cycle which results from the distinction of a higher expansion ratio from a lower compression ratio is know as a "more-complete-exapansion" cycle whose description can be found in good text-books on combustion engines.
  • Two procedures to achieve the "more-complete-expansion" cycle are well known. One of them consists of an earlier closing of the intake valve, thus reducing the effective intake stroke.
  • This procedure creates a very low gas pressure at the end of the intake stroke and consequently conduces to a lower final compression pressure rather than to a lower compression ratio, accordingly to the anti-knock value of a particular fuel.
  • Another way consists in the substitution of the conventional crankshaft by other mechanical device which gives longer stroke for the expansion and the exhaust, and shorter stroke for the intake and the compression.
  • This mechanical device may consist of a shaft with two cams actuating on the piston movement. This cams are designed in such a way that they produce two different strokes.
  • c) DISCLOSURE OF INVENTION The invention on which this call of privilege is based, pre sents a way to combine a conveniently high expansion ratio with an effective compression ratio suitable to the antiknock value of a particular fuel.
  • the invention includes also the possibility of an easy and fast adjustament of the effective compression ratio according to the requirements of different fuels.
  • the multifuel characteristic requires, besides the compression ratio change, a controlled adjustament of the fuel/air ratio at the carburetor. Because this procedure is well known and can be performed by needle jets, it is not considered in this invention.
  • the present invention makes use of intake gas recirculation to adapt a geometric compression ratio, equal to the expan sion ratio, into a variable effective compression ratio.
  • the cylinder head has a third valve actuated by a cam added to the conventional camshaft system, or by a second camshaft.
  • the third valve will be called recirculation valve.
  • the recirculation valve will be opened by the corresponding cam at the beginning of the compression stroke thus allowing that a part of the charge of fresh gases leaves the cylinder. While the valve remains open, there will be no compres sion of gases buth there will be a discharge of fresh gases through the recirculation valve.
  • the recirculation valve is closed by the corresponding cam, and at that point the effective compression of the remaining gases begins at a value corresponding to the fuel used.
  • the unburned gases which leave the cylinder through the recirculation valve are readmitted into the intake piping either of the same cylinder or of another one.
  • the device to perform the above described operation is called INTAKE GAS RECIRCULATION - IGR -.
  • the IGR referred to in this invention constitutes a simple and efficient way for a practical realization of the "more-complete-expansion" cycle, readily adaptable to different fuels.
  • the IGR procedure to vary the effective compression ratio is completely different, from the principle and mechanics of the two procedures cited in the background art section.
  • the actuating cam In order to allow a change of the endurance of the open position of the recirculation valve, with the consequent variation of the effective compression ratio, the actuating cam must have distinct profiles along the longitudinal direction of the camshaft. These profiles actuate selectively according to an external control.
  • the intake gas recirculation through the recirculation valve should not be confused with a third valve generally used in stratified charge engines, when a rich combustible mixture is introduced into a prechamber where these gases are ignited by a spark plug. The resulting flames in the prechamber ignite the mixture of fresh gases in the main chamber.
  • the third valve has no influence on the value of the compression ratio or of the expansion ratio, and consequently on the thermodynamic efficiency optimized for different fuels.
  • the intake gas recirculation - IGR - should not be confounded, with exhaust gas recirculation - EGR - where part of the burned and expanded gases are recycled into the intake system. This procedure aims the reduction of pollution and/or improving fuel economy.
  • IGR is the improvement of the homogeneity of the air/fuel mixture, which favors the quality of combustion and permits the use of leaner mixtures.
  • the fuel used is hydrated alcohol
  • the IGR permits a large variation in the proof value of the alcohol, consider ing that different water contents in the alcohol produce different anti-knock values, and therefore require different compression ratios.
  • the mechanical system shown at figures 1 and 2 referring to the present invention consists of a cylinder head (1), with spark plug (2), two conventional intake and exhaust valves (3), a recirculation valve (4) with the corresponding actuating mechanism (5) which assures the operation of the recirculation valve (4).
  • the recirculation valve (4) is actuated by the cam (7).
  • the outlet of the valve (4) is connected by means of a recircu lating tube (8) to the intake tube (9) of the engine.
  • the cam (7) has a proper shape to give the actuating movement to the recirculation valve (4) in order to maintain the valve (4) opened during the compression stroke at a piston movement from position (9) - bottom dead center - to another preselected position (10) from where the desired effective compression starts until position (11) - top dead center-.
  • the invention is directly applicable in the existing automotive engine industry, or on SI engines for other purposes.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Adaptation d'un moteur a combustion interne a allumage par etincelles en un moteur a combustibles multiples ayant un rendement thermodynamique maximum avec chaque combustible. L'innovation reside dans la variation d'un taux de compression effectif du moteur par recirculation des gaz non brules depuis le cylindre a la tubulure d'admission (9) du moteur dans une certaine plage de la course de compression du moteur. La recirculation des gaz d'admission est commandee par un dispositif d'actionnement (5) avec action variable. L'effet essentiel consiste a donner au moteur un taux de compression effectif variable optimum pour un combustible particulier et en meme temps d'utiliser un grand taux d'expansion, constant et independant du taux de compression, de maniere a obtenir un rendement thermodynamique eleve et une faible consommation de combustible. Le dispositif s'applique aux moteurs existants ou aux nouveaux moteurs de maniere a obtenir un rendement eleve de l'utilisation des combustibles volatiles ou gazeux, tels que les derives du petrole et ses combustibles alternatifs tels que les alcools et les biogaz.Adaptation of a spark ignition internal combustion engine to a multiple fuel engine having maximum thermodynamic efficiency with each fuel. The innovation lies in the variation of an effective compression ratio of the engine by recirculating unburned gases from the cylinder to the intake manifold (9) of the engine within a certain range of the engine compression stroke. The recirculation of the intake gases is controlled by an actuator (5) with variable action. The essential effect is to give the engine an optimum variable effective compression ratio for a particular fuel and at the same time to use a large expansion ratio, constant and independent of the compression ratio, so as to obtain a high thermodynamic efficiency. and low fuel consumption. The device applies to existing engines or to new engines so as to obtain a high efficiency of the use of volatile or gaseous fuels, such as petroleum derivatives and its alternative fuels such as alcohols and biogas.

Description

Descriptive report of the Invention Patent for an INTAKE GAS RECIRCULATION. a) TECHNICAL FIELD
The present invention refers to the technical field of internal combustion spark ignition engines.
The aim of the invention is to confer to the internal combustion engine a multifuel capability combined with maximum thermodynamic efficiency corresponding to each particular fuel used. The multifuel characteristic will be extremely convenient during the phase of petroleum derivates substitution by alternative fuels. b) BACKGROUND ART
The thermodynamic efficiency of an internal combustion engine is basically an increasing function of both the compression ratio and of the expansion ratio.
In conventional engines, due to design features, these two above mentioned ratios have equal values, and because of this it is usual to consider the thermodynamic efficiency as being a function of the compression ratio only. On the actual engine the influence on the two ratios are distinct. The conversion of heat into mechanical work is exclusively accomplished during the expansion of the hot burned gases which form the thermodynamic medium, and this conversion is as much complete as the expansion ratio increases.
The increase of the compression ratio leads also to the increase of efficiency by raising the energy level of the gases before the combustion. In the internal combustion SI engines which employ volative fuels, or gaseous fuels, the compression ratio is limited by the apparition of an abnormal combustion phenomenon known as detonation, or popularly as knock. The start of detonation depends mainly on the anti-knock characterijstic of the fuel and on the value of the compression ratio.
Due to the fact that in conventional engines the expansion ratio is the same as the compression ratio, the highest possible value of the expansion ratio will depend on the limit imposed by the compression ratio.
The thermodynamic cycle which results from the distinction of a higher expansion ratio from a lower compression ratio is know as a "more-complete-exapansion" cycle whose description can be found in good text-books on combustion engines. Two procedures to achieve the "more-complete-expansion" cycle are well known. One of them consists of an earlier closing of the intake valve, thus reducing the effective intake stroke.
This procedure creates a very low gas pressure at the end of the intake stroke and consequently conduces to a lower final compression pressure rather than to a lower compression ratio, accordingly to the anti-knock value of a particular fuel.
Another way consists in the substitution of the conventional crankshaft by other mechanical device which gives longer stroke for the expansion and the exhaust, and shorter stroke for the intake and the compression. This mechanical device may consist of a shaft with two cams actuating on the piston movement. This cams are designed in such a way that they produce two different strokes. c) DISCLOSURE OF INVENTION The invention on which this call of privilege is based, pre sents a way to combine a conveniently high expansion ratio with an effective compression ratio suitable to the antiknock value of a particular fuel.
The invention includes also the possibility of an easy and fast adjustament of the effective compression ratio according to the requirements of different fuels.
The multifuel characteristic requires, besides the compression ratio change, a controlled adjustament of the fuel/air ratio at the carburetor. Because this procedure is well known and can be performed by needle jets, it is not considered in this invention.
The present invention makes use of intake gas recirculation to adapt a geometric compression ratio, equal to the expan sion ratio, into a variable effective compression ratio. In order to perform the intake gas recirculation, the cylinder head has a third valve actuated by a cam added to the conventional camshaft system, or by a second camshaft. The third valve will be called recirculation valve. The recirculation valve will be opened by the corresponding cam at the beginning of the compression stroke thus allowing that a part of the charge of fresh gases leaves the cylinder. While the valve remains open, there will be no compres sion of gases buth there will be a discharge of fresh gases through the recirculation valve.
At one preestablished part of the compression stroke the recirculation valve is closed by the corresponding cam, and at that point the effective compression of the remaining gases begins at a value corresponding to the fuel used. The unburned gases which leave the cylinder through the recirculation valve are readmitted into the intake piping either of the same cylinder or of another one. The device to perform the above described operation is called INTAKE GAS RECIRCULATION - IGR -. The IGR referred to in this invention constitutes a simple and efficient way for a practical realization of the "more-complete-expansion" cycle, readily adaptable to different fuels. The IGR procedure to vary the effective compression ratio is completely different, from the principle and mechanics of the two procedures cited in the background art section. Only the IGR offers the versatility of both easy and fast adaption of the effective compression ratio. In order to allow a change of the endurance of the open position of the recirculation valve, with the consequent variation of the effective compression ratio, the actuating cam must have distinct profiles along the longitudinal direction of the camshaft. These profiles actuate selectively according to an external control. The intake gas recirculation through the recirculation valve should not be confused with a third valve generally used in stratified charge engines, when a rich combustible mixture is introduced into a prechamber where these gases are ignited by a spark plug. The resulting flames in the prechamber ignite the mixture of fresh gases in the main chamber. In this case the third valve has no influence on the value of the compression ratio or of the expansion ratio, and consequently on the thermodynamic efficiency optimized for different fuels.
Also, the intake gas recirculation - IGR - should not be confounded, with exhaust gas recirculation - EGR - where part of the burned and expanded gases are recycled into the intake system. This procedure aims the reduction of pollution and/or improving fuel economy.
An additional favorable effect of IGR is the improvement of the homogeneity of the air/fuel mixture, which favors the quality of combustion and permits the use of leaner mixtures. When the fuel used is hydrated alcohol, the IGR permits a large variation in the proof value of the alcohol, consider ing that different water contents in the alcohol produce different anti-knock values, and therefore require different compression ratios.
All the factors influenced by the IGR combined with the highest possible effective compression ratio result in a maximum overall efficiency, and consequently minimum fuel consumption. d) BRIEF DESCRIPTION OF DRAWINGS
The mechanical system shown at figures 1 and 2 referring to the present invention consists of a cylinder head (1), with spark plug (2), two conventional intake and exhaust valves (3), a recirculation valve (4) with the corresponding actuating mechanism (5) which assures the operation of the recirculation valve (4).
The basic engine (6) formed by the cylinder block, pistons, connecting rods, crankshaft, camshaft, valve trains and accessories, remains unchanged to the conventional SI combustion engine.
The recirculation valve (4) is actuated by the cam (7). The outlet of the valve (4) is connected by means of a recircu lating tube (8) to the intake tube (9) of the engine. The cam (7) has a proper shape to give the actuating movement to the recirculation valve (4) in order to maintain the valve (4) opened during the compression stroke at a piston movement from position (9) - bottom dead center - to another preselected position (10) from where the desired effective compression starts until position (11) - top dead center-.
The expansion of the gases corresponds to the displacement of the piston from the position (11) corresponding to the TDC to the position (9) corresponding to the BDC. e) BEST MODE OF CARRYING OUT THE INVENTION
As the basic engine is a conventional one, it will be necessary that the design and construction of a new cylinder head be according to this invention, and that the design and construction of an actuating device for the recirculation valve be according to this invention as well. The new cylinder head and the new valve actuating mechanism can be adapted to any existing SI engine, or on a new engine design. f) INDUSTRIAL APPLICABILITY
The invention is directly applicable in the existing automotive engine industry, or on SI engines for other purposes. With the possibility of a compression ratio adjustament to different specific fuels of distinct octane numbers, combined with expansion ratios as high as 1:20 will give a spectacular increase in efficiency. This fact can easily be proved through the "more-complete-expansion" cycle, theory.

Claims

1. INTAKE GAS RECIRCULATION is characterized by letting to expell some portions of unburned gases from the cylinder of a SI engine, at a certain initial part of the compression stroke and maintain an effective compression ratio during the remainder of the compression stroke.
2. INTAKE GAS RECIRCULATION, according to claim one, is characterized by a tube (8) which conducts the gas'es from the cylinder to the intake tube (9) in order to be recovered in a new intake stroke.
3. INTAKE GAS RECIRCULATION, according to claims one and two, is characterized by the presence of a recirculation valve (4) whose opening period controls the extent of the compression stroke during which part of the fresh gas should go out of the cylinder.
4. INTAKE GAS RECIRCULATION, according to claims one, two and three, is characterized by a valve actuating mechanism (5) which contacts distinct cam profiles along the cam length, corresponding to an effective compression ratio variation.
5. INTAKE GAS RECIRCULATION, according to claims one, two, three and four, is characterized by a rocker arm (13) with freedom for a controlled longitudinal movement in order to put in action distinct cam profiles, resulting in different effective compression ratios.
EP80901713A 1979-09-06 1981-03-23 Intake gas recirculation Withdrawn EP0035525A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR7905726 1979-09-06
BR7905726A BR7905726A (en) 1979-09-06 1979-09-06 ADMINISTRATION GAS RECIRCULATION

Publications (1)

Publication Number Publication Date
EP0035525A1 true EP0035525A1 (en) 1981-09-16

Family

ID=4018054

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80901713A Withdrawn EP0035525A1 (en) 1979-09-06 1981-03-23 Intake gas recirculation

Country Status (4)

Country Link
EP (1) EP0035525A1 (en)
BR (1) BR7905726A (en)
GB (1) GB2072957B (en)
WO (1) WO1981000739A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2122251A (en) * 1982-05-25 1984-01-11 Ford Motor Co Variable effective compression ratio internal combustion engine
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
US7487766B2 (en) 2007-04-23 2009-02-10 Southwest Research Institute Flexible fuel engines with exhaust gas recirculation for improved engine efficiency
US9347369B2 (en) 2013-03-15 2016-05-24 Gotek Energy, Inc. Systems and methods for controlling compression in an engine, compressor, or pump
CN113456391B (en) * 2021-08-13 2022-10-21 王媛媛 Nursing is synthesized and is used waste liquid collection device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5024630A (en) * 1973-07-09 1975-03-15
US3986351A (en) * 1973-07-27 1976-10-19 Woods Robert L Method and apparatus for controlling the air flow in an internal combustion engine
JPS6022170B2 (en) * 1977-12-02 1985-05-31 トヨタ自動車株式会社 Combustion accelerator for multi-cylinder internal combustion engines
US4191150A (en) * 1978-03-20 1980-03-04 General Motors Corporation Engine with selective venting of unburned mixture from the piston crevice volume

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8100739A1 *

Also Published As

Publication number Publication date
GB2072957A (en) 1981-10-07
BR7905726A (en) 1981-03-10
WO1981000739A1 (en) 1981-03-19
GB2072957B (en) 1983-09-07

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