EP0104541B1 - Procédé de transformation d'énergie thermique en énergie mécanique à l'aide d'un moteur à combustion ainsi que ce nouveau moteur - Google Patents

Procédé de transformation d'énergie thermique en énergie mécanique à l'aide d'un moteur à combustion ainsi que ce nouveau moteur Download PDF

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Publication number
EP0104541B1
EP0104541B1 EP83109057A EP83109057A EP0104541B1 EP 0104541 B1 EP0104541 B1 EP 0104541B1 EP 83109057 A EP83109057 A EP 83109057A EP 83109057 A EP83109057 A EP 83109057A EP 0104541 B1 EP0104541 B1 EP 0104541B1
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EP
European Patent Office
Prior art keywords
chamber
combustion
fact
variable volume
engine
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.)
Expired
Application number
EP83109057A
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German (de)
English (en)
French (fr)
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EP0104541A2 (fr
EP0104541A3 (en
Inventor
Roger Bajulaz
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Individual
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Individual
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Publication of EP0104541A2 publication Critical patent/EP0104541A2/fr
Publication of EP0104541A3 publication Critical patent/EP0104541A3/fr
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Publication of EP0104541B1 publication Critical patent/EP0104541B1/fr
Expired 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/021—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves with one rotary valve
    • F01L7/025—Cylindrical valves comprising radial inlet and side outlet or side inlet and radial outlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L7/00—Rotary or oscillatory slide valve-gear or valve arrangements
    • F01L7/02—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves
    • F01L7/029—Rotary or oscillatory slide valve-gear or valve arrangements with cylindrical, sleeve, or part-annularly shaped valves having the rotational axis of the valve parallel to the cylinder axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G3/00—Combustion-product positive-displacement engine plants
    • F02G3/02—Combustion-product positive-displacement engine plants with reciprocating-piston engines
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • Two-stroke engines have the advantage of having a high ratio of active time to inactive time, equal to 1/2, but on the other hand due to their design the fuel consumption is higher than in a four-stroke engine.
  • Four-stroke engines are more fuel efficient, but have a relatively complicated distribution system and above all have an unfavorable active time to inactive time ratio of 1/4.
  • the calorie losses through the walls are higher than in a two-step process.
  • Patents DE-A-3,027,415, DE-A-2,039,398 and GB-A-2,057,052 describe engines comprising six-stroke cycles. In these engines, in addition to the usual four times, an additional compression is performed between the intake and the conventional compression in a separate chamber. The compressed content of this separate chamber is wholly or partly introduced into the variable-volume chamber, thereby increasing the compression ratio.
  • the present invention relates to an engine whose cycle differs from existing six-stroke combustion engines which makes it possible to increase the ratio between active and inactive times with respect to these engines and to be more fuel efficient. It allows the use of all fuels and the actual thermal efficiency is greater than conventional two-stroke, four-stroke and six-stroke. Losses from exhaust gases and cooling water are lower.
  • the new engine according to the invention includes the characters listed in claim 6.
  • Figures 1 to 6 are schematic cross sections of a six-stroke rotary engine illustrating the relative positions of the movable and fixed parts of the engine for the end of each of the six times constituting a complete cycle of operation.
  • FIGS 7 to 12 illustrate in schematic cross section the six times of an execution of the linear displacement piston engine.
  • FIG. 13 is a longitudinal section of the engine illustrated in FIGS. 7 to 12.
  • FIG. 14 is a partial cross-section of a variant of the engine illustrated in FIGS. 7 to 13.
  • FIG. 15 illustrates in longitudinal section a third embodiment of the engine.
  • the present method of converting thermal energy into mechanical energy makes use of a combustion engine comprising a body provided with a suction duct and an exhaust duct and having at least one movable member displaceable relative to this body and defining a variable volume chamber.
  • This method comprises an operating cycle of which the number of active and inactive times is greater than four and preferably equal to six.
  • This process therefore comprises two active or motor times which are the expansion of the variable volume chamber by compressed hot air (time b) and the expansion of this variable volume chamber by a high temperature combustion gas and high pressure (time d).
  • This process therefore includes a ratio between active and inactive times equal to 1/3 and an escape every six times only.
  • the method described comprises two variants according to the succession of times a to f in a complete operating cycle.
  • the times of a cycle follow one another as follows: e, a, b, c, d, f while in the second variant this succession of times is: e, a, d, f, b, vs.
  • the compressed air is heated in the preheating chamber during time "a" by a heat exchange between the combustion chamber and the preheating chamber.
  • the air and the combustion gas remain in the preheating and combustion chambers respectively for a period of time corresponding to the duration of approximately two times. successive steps of the process.
  • This is advantageous, because on the one hand the combustion can be done more slowly by limiting the explosion phenomenon and on the other hand this combustion can be done more completely.
  • the emission of harmful gases and smoke is reduced. Combustion taking place in a chamber independent of the variable volume chamber, violent forces on the moving parts of the engine are eliminated, which represent a significant drawback of the diesel system. The construction is reduced and the operation quieter.
  • the residence time of the air in the preheating chamber being longer, its temperature and its pressure are increased, which allows better efficiency to be obtained.
  • any unwanted overpressure in the combustion chamber is avoided by adjusting the pressure of the preheating chamber as a function of that prevailing in the combustion chamber.
  • the pressure increases above a determined value in the combustion chamber, part of the air contained in the preheating chamber is evacuated to the intake duct.
  • this chamber is located at least partially inside the combustion chamber. Air circulation takes place in one direction only in the preheating chamber, the latter having an inlet and an outlet.
  • variable volume chamber of fresh air, hot air and combustion gases is carried out as will be seen later using a device distribution by lights or by means of controlled valves.
  • the first embodiment of the engine illustrated schematically in Figures 1 to 6 operates according to the second variant of the method described, that is to say that the succession of times in a complete cycle is: e, a, d, f , b, c.
  • This engine comprises a static body 1 comprising an ambient air intake duct 2.
  • This body 1 also comprises an exhaust duct 4.
  • This body has the general shape of a circular ring, the ducts 2 and 4 open out at both on its outer periphery and on its inner periphery.
  • the intake 5 and exhaust 6 openings opening onto the internal periphery of the static ring 1 are located one opposite the other, ie offset by approximately 180 °.
  • the body or static ring 1 comprises a preheating chamber 7 having an inlet port 8 opening onto the internal periphery of the body 1 between the inlet 5 and outlet 6 ports, approximately 60 ° after the inlet port in counterclockwise.
  • the outlet lumen 9 from this preheating chamber 7 opens onto the internal periphery of the body 1, approximately 60 ° after the exhaust lumen, always in a counterclockwise direction.
  • This body 1 also includes a combustion chamber 10, the inlet lumen 11 of which is located between the intake ports 5 and the outlet lumen 9 of the preheating chamber 7.
  • the outlet lumen 12 of this combustion chamber 10 opens onto the internal periphery of the body 1 between the inlet port 8 of the preheating chamber 7 and the exhaust port 6.
  • a fuel injector 13 opens into a throttled part 14 of this combustion chamber and makes it possible to deliver fuel to this chamber either by means of an injection pump or by venturi effect due to the circulation of air in this room.
  • a spark plug 3 also opens into this combustion chamber 10 for igniting the gas mixture when the engine is started when cold.
  • a passage 15 connects the inlet of the preheating chamber 7 to the suction port 5.
  • a controlled valve 16 generally closes this passage 15. This valve 16 is controlled by the pressure prevailing in the combustion chamber 10, detected at 1 using a detector 17 and an electronic control device 17a.
  • the movable part of the engine comprises a drive shaft 18 connected to two oscillating pistons 19 and 19a inside a distribution ring 20 mounted, rotatable inside the body 1.
  • This movable part of the engine is made for example of the manner described in Figures 1 to 6 of US-A-4,487,168 and is arranged so that the pistons 19, 19a perform three alternations, or six reciprocating movements, during a revolution of the motor shaft 18 and the distribution ring 20.
  • oscillating pistons 19, 19a define two chambers 21, 21a with variable volume working in opposition.
  • the distribution ring 20 has two opposite openings 22, 22a passing through, located in a bisector plane of the chambers 21, 21a and communicating continuously with them. These two orifices are also located in a plane transverse to the motor shaft 18.
  • the pistons 19, 19a define them variable volume chambers 21, 21a working in opposition, but each carrying out for itself the succession of the above operations 1 to 6, offset by approximately 180 °.
  • combustion preheating chambers respectively may only be partially emptied so as to maintain a given pressure therein.
  • These chambers can thus have a volume greater than the difference between the maximum and minimum volumes of the variable volume chamber. This increases the heat exchange between the combustion gases and the compressed air and ensures better regularity of operation at all speeds.
  • This engine combines simplicity, performance, economy and pollution reduction. It is found in fact that by six-stroke cycle, two strokes are engines, the expansion of preheated air and the expansion of combustion gases; this therefore increases the performance of such a timer compared to a four-stroke engine.
  • the compressed hot air sent to the combustion chamber remains in this chamber for 1/3 of the operating cycle, which is longer than is the case in a four-stroke engine. This results in better combustion of the gas and a reduction in the emission of harmful gases and smoke.
  • part of the air contained in the preheating chamber is transferred to the intake port, preheating the intake fresh air.
  • This engine can run on any petrol, diesel fuel, etc.
  • the temperature of the combustion chamber can be kept at a high value during the entire operating cycle.
  • the construction of a such a diesel engine can be as light as that of a four-stroke petrol engine.
  • the volume of combustion gas which it contains can be dosed so that after expansion in the variable volume chamber, these expanded combustion gases are at a pressure only slightly higher than atmospheric pressure. Therefore, the exhaust noise of such an engine is greatly reduced.
  • this engine can also be increased because it is possible to work at high temperature in the combustion chamber without having to cool it down considerably.
  • this chamber can be coated with ceramic, as can the lights and orifices 2.2 to allow operation at high temperature. Seals are provided between the moving parts.
  • the power of the engine and consequently its number of revolutions is controlled by the quantity of fuel introduced into the combustion chamber, the intake of fresh air being practically constant.
  • the second embodiment of the engine illustrated in FIGS. 7 to 13 comprises a body 23 comprising at least one cylinder 24 in which a piston 25 moves in a rectilinear reciprocating movement.
  • This piston 25 is connected to the crank pin 26 of a crankshaft 27 by a connecting rod 28.
  • the crankshaft 27 constitutes the engine shaft.
  • the piston 25 delimited with the cylinder 24 a chamber 29 with variable volume.
  • a rotor 30 is rotatably mounted in the upper part of the body 23 and is integral with an axis 31 carrying at one of its ends a toothed wheel 32.
  • This toothed wheel 32 is connected to a pinion q3 secured to the shaft- engine.
  • a ratio of 1/3 of this kinematic connection causes the rotor 30 to rotate three times slower than the crankshaft 27.
  • the upper part of the body comprises an intake duct 35 and an exhaust duct 34 opening on the one hand to the lateral external wall of the body 23 and on the other hand to the lateral wall of the housing of the body in which the rotor 30.
  • a distribution member is constituted here by an opening 36 formed in the body 23 and connecting the variable-volume chamber 29 to the periphery of the housing receiving the rotor 30.
  • the body 23 also contains an ignition member, such as a candle 37 emerging in a cavity 9.8 open on the housing receiving the rotor 30.
  • the spark plug 37 is offset by about 60 ° in a clockwise direction relative to the opening 36.
  • the body 23 also includes an injector for fuel 39 opening into a cavity 40 open on the periphery of the housing containing the rotor 30.
  • the rotor 30 contains a preheating chamber 41 constituted by a diametral channel, the two ends of which, the inlet 42 and the outlet 43 open onto the periphery of the rotor 30.
  • This rotor 30 also contains a combustion chamber 44, at least partially surrounding the preheating chamber 41, the inlet 45 and the outlet 46 of which open onto the periphery of the rotor 30.
  • This rotor also has an intake passage 47, one end of which opens onto the periphery of the rotor and the other onto the lateral face of the latter and cooperates with the intake duct 35 of the body 23.
  • the rotor has an exhaust passage 48, one end of which opens onto the periphery of the rotor 30, while the other end opens onto the lateral face of the rotor and cooperates with the exhaust duct 34 of the body.
  • All the orifices opening onto the periphery of the rotor 30 are adapted to cooperate successively, during the rotation of the rotor, with the dispensing opening 36.
  • This engine also operates according to the method described above and comprises the six times a to f, the succession of which is: e, a, d, f, b, c as for the first embodiment of the engine illustrated in FIGS. 1 to 6.
  • FIG. 14 relates to an engine of the type of that described with reference to FIGS. 7 to 13, but whose succession of times in a cycle is: e, a, b, c, d, f.
  • the rotator 30 of this modified engine has an intake passage 49 and an exhaust passage 50 whose outlets opening onto the periphery of the rotor are adjacent.
  • a combustion chamber 51 whose inlet 52 and outlet 53 are adjacent and a preheating chamber 54 whose inlet 55 and outlet 56 are also adjacent.
  • This engine also includes a fuel injector 57 and an ignition device 58.
  • the rotor is also driven in rotation by the drive shaft at a speed three times lower.
  • FIG. 15 illustrates a third embodiment of the engine comprising, as in the first embodiment, two chambers with variable volume in opposition but comprising, as in the second embodiment, pistons with linear displacement and a rotor containing the preheating and combustion chambers.
  • This engine illustrated in FIG. 15 comprises a body 60 comprising two cylinders 61, 61a of parallel axes in which move pistons 62, 62a connected by a conventional linkage to a drive shaft. These two pistons work in opposition and define with the body two cham-. bres 63, 63a with variable volume.
  • Each of the chambers 63, 63a is connected to a recess formed in the body 60 by a distribution channel 64, 64a, and the orifices of these channels opening into said recess cooperate with the openings of a rotor 65 rotatably mounted in this recess.
  • This rotor 65 is rotated by a shaft 66 connected by gears to the motor shaft. This rotor turns three times slower than the motor shaft.
  • the rotor 65 comprises an intake passage 67, an exhaust passage 68, a preheating chamber 69 and a combustion chamber 70 as in the second embodiment of the engine.
  • the body 60 comprises the intake ducts 71, 71a and exhaust 72, 72a, as well as a fuel injector (not illustrated) and that possibly an ignition device (not illustrated).
  • this engine is identical to that of the second embodiment of the engine except that a single rotor feeds two variable volume chambers working in opposition.
  • each passage or chamber of the rotor 65 working alternately with the distribution channel 64, 64a of one and the other of the variable volume chambers 63, 63a.
  • This third embodiment can prove to be particularly advantageous, since it could be applied to conventional engine blocks by simply modifying the cylinder head thereof.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
EP83109057A 1982-09-24 1983-09-14 Procédé de transformation d'énergie thermique en énergie mécanique à l'aide d'un moteur à combustion ainsi que ce nouveau moteur Expired EP0104541B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH5648/82A CH654067A5 (fr) 1982-09-24 1982-09-24 Moteur a combustion et procede pour sa mise en action.
CH5648/82 1982-09-24

Publications (3)

Publication Number Publication Date
EP0104541A2 EP0104541A2 (fr) 1984-04-04
EP0104541A3 EP0104541A3 (en) 1985-06-12
EP0104541B1 true EP0104541B1 (fr) 1988-01-07

Family

ID=4297105

Family Applications (1)

Application Number Title Priority Date Filing Date
EP83109057A Expired EP0104541B1 (fr) 1982-09-24 1983-09-14 Procédé de transformation d'énergie thermique en énergie mécanique à l'aide d'un moteur à combustion ainsi que ce nouveau moteur

Country Status (7)

Country Link
US (1) US4513568A (ja)
EP (1) EP0104541B1 (ja)
JP (1) JP2557616B2 (ja)
BR (1) BR8305072A (ja)
CA (1) CA1199586A (ja)
CH (1) CH654067A5 (ja)
DE (1) DE3375184D1 (ja)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4739615A (en) * 1986-01-14 1988-04-26 Staheli Arthur A Internal combustion engine in which compressed fuel mixture is combusted externally of the cylinders of the engine in a rotating combustion chamber
CH668291A5 (fr) * 1986-06-25 1988-12-15 Roger Bajulaz Moteur a combustion interne.
DE3715796A1 (de) * 1987-05-12 1988-11-24 Tomas Klimecky Kraftstoff-einspritz- und zerstaeubungsanlage fuer zweitakt-zwei- und mehrzylindermotoren
US4797089A (en) * 1987-06-22 1989-01-10 Gary Schubach System control means to preheat waste oil for combustion
US4877395A (en) * 1987-06-22 1989-10-31 Gary Schubach System control means to preheat waste oil for combustion
US5311739A (en) * 1992-02-28 1994-05-17 Clark Garry E External combustion engine
FR2748776B1 (fr) * 1996-04-15 1998-07-31 Negre Guy Procede de moteur a combustion interne cyclique a chambre de combustion independante a volume constant
WO1999047804A1 (en) * 1998-03-17 1999-09-23 Tecat Engineering, Inc. High power density, diesel engine
PL354069A1 (en) * 2002-05-22 2003-12-01 AntoniPurta Antoni Purta Rotary piston engine
US20070099135A1 (en) * 2005-11-01 2007-05-03 Frank Schubach Waste oil heater system
JP2006348947A (ja) * 2006-08-18 2006-12-28 Kazuo Oyama 排気圧回生機付内燃機関
US9003765B1 (en) * 2011-07-14 2015-04-14 Barry A. Muth Engine having a rotary combustion chamber
WO2013038227A1 (en) * 2011-09-18 2013-03-21 Gabora Akram Mohammed Abbashar 5 - stroke, 1- piston engine
JP5315490B1 (ja) * 2012-06-13 2013-10-16 武史 畑中 ロータリー熱機関及びロータリー熱機関駆動発電装置
JP5218930B1 (ja) * 2012-09-21 2013-06-26 武史 畑中 ロータリ内燃機関及びこれにより駆動される車両並びにハイブリッド車両
GB201804184D0 (en) * 2018-03-15 2018-05-02 Libralato Ltd Pension Plan A simplifield multi-axial rotary technology engine

Family Cites Families (7)

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CA448649A (en) * 1948-05-25 Milliken Humphreys Apparatus for converting heat energy into useful work
US2248484A (en) * 1940-04-11 1941-07-08 Bancroft Charles Heat energized apparatus
DE900503C (de) * 1943-10-05 1953-12-28 Daimler Benz Ag Brennkraftmaschine, insbesondere mit Leichtbrennstoffen betriebene Sechstaktmaschine mit einem zusaetzlichen Spuel- bzw. Kuehlhub
FR2153680A5 (ja) * 1971-09-20 1973-05-04 Moca Systems Inc
US4369623A (en) * 1975-03-14 1983-01-25 Johnson David E Positive displacement engine with separate combustion chamber
GB2057052B (en) * 1979-08-10 1983-08-03 Larson A Internal combustion engine cycles
DE3027415A1 (de) * 1980-07-19 1982-02-18 Linde Ag, 6200 Wiesbaden Verfahren zur umwandlung von brennstoffenergie in mechanische energie mit einem verbrennungsmotor

Also Published As

Publication number Publication date
EP0104541A2 (fr) 1984-04-04
CH654067A5 (fr) 1986-01-31
JPS5974357A (ja) 1984-04-26
BR8305072A (pt) 1984-05-08
DE3375184D1 (en) 1988-02-11
CA1199586A (en) 1986-01-21
JP2557616B2 (ja) 1996-11-27
EP0104541A3 (en) 1985-06-12
US4513568A (en) 1985-04-30

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