EP0488431A2 - Moteur à combustion interne à chambre de combustion variable - Google Patents

Moteur à combustion interne à chambre de combustion variable Download PDF

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Publication number
EP0488431A2
EP0488431A2 EP91202223A EP91202223A EP0488431A2 EP 0488431 A2 EP0488431 A2 EP 0488431A2 EP 91202223 A EP91202223 A EP 91202223A EP 91202223 A EP91202223 A EP 91202223A EP 0488431 A2 EP0488431 A2 EP 0488431A2
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EP
European Patent Office
Prior art keywords
piston
combustion engine
internal
engine according
cylinder
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Withdrawn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
EP91202223A
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German (de)
English (en)
Other versions
EP0488431A3 (fr
Inventor
Giuseppe Mignone
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
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Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0488431A2 publication Critical patent/EP0488431A2/fr
Publication of EP0488431A3 publication Critical patent/EP0488431A3/fr
Withdrawn legal-status Critical Current

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    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/041—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning
    • F02B75/042—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of cylinder or cylinderhead positioning the cylinderhead comprising a counter-piston
    • 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
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • the present invention refers to an internal-combustion engine at constant compression pressure at any rate of revolutions per minute (RPM) and with controlled ignition pressure at any rate of revolutions per minute (RPM), with variable combustion chamber with the object of obtaining positive results in both cases.
  • piston 2 is shown in the phase of its compression, when it has arrived at the top dead center, to show the displacement of the complementary piston 3 or of the elements equivalent to this with various fillings of the air-fuel mixture.
  • Figure 1 represents a system according to the present invention applied as an illustrative but not limiting example to a two-stroke engine with gaseous mixture, constituted by a cylinder 1, where at the inside runs piston 2 above which the complementary piston 3 is arranged.
  • Piston 3 is constituted of a mushroom-like shape, the upper part of which sits on cylinder 1.
  • a threaded hole 4 is made, where a normal spark ignition 30 is screwed.
  • a cylinder 5 is fixed with appropriate seats, in this case in the form of steps 31, 32, having the purpose of housing the springs in this case in cup form, 6A, 6B.
  • the pistons 2 and 3 are equipped with grooves 33 and elastic rings 34 for containing gases in cylinder 1.
  • the plate or flange 7 is anchored with bolts 8 to the engine body; the anchorage bolts 8 of plate 7 can also be a means of calibration by respective nuts and exerting a pressure on springs 6A, 6B, of figures 1 and 5 (which can be constituted in various forms, spiral-shaped, cup-shaped, leaf-shaped etc, with elements with variable pitch and load at fixed calibration for a determined type of engine); the calibration of springs 6A, 6B, can occur also with the addition of discs on the head of piston 3, or under the flange or transverse 7 on the shank of the piston rod to vary the pressure of the calibration of the said springs; the piston 3 has a hole 4 for screwing the spark ignition; the forms of piston 3, of the springs 6A, 6B, 14, can be different from that represented as an example in drawings of the figures 1, 2, 4, 5 inasmuch as they must be suitable to maintain the compression pressure constant and limit the ignition pressure in the combustion chamber of cylinder 1; the pistons 2 and 3 have forms, cavities or reliefs suitable for the type of
  • the fundamental characteristics of said engine are, as already mentioned, essentially two, and that is those to obtain (1) an internal combustion engine with constant compression pressure at all RPM rates; and (2) a controlled ignition pressure at all RPM rates.
  • thermodynamic efficiency of the internal combustion engine is improved.
  • the constant compression pressure is obtained in cylinder 1, where the piston 2 and piston 3, arranged over piston 2, giving origin to a variable combustion chamber, controlled by the calibration spring 6A overhanging piston 3.
  • the space between the engine piston 2 and the piston 3 one must take into consideration that, when the engine is running idle, the space between the two pistons is such as to have the maximum compression pressure, allowed by spontaneous combustion.
  • this compression pressure is kept constant by spring 6A installed on piston 3 and calibrated for the compression pressure of 7 atm.
  • the present invention has the object both of reducing the use of anti-knock agents and increasing the efficiency of the current internal combustion engines.
  • the current internal combustion engines are constructed with a mobile piston and a fixed head. To increase the efficiency the compression pressure must be increased to the limit of the self-ignition and detonation.
  • the new engine has the object of exceeding said limits, that is increasing the compression pressure and limiting the ignition pressure at all RPM rates, by means of the spring 6B, which intervenes in the moment of ignition, permitting, by being compressed, a further increase of volume in the combustion chamber, limiting the ignition pressure to a calibrated value in order to avoid the detonation and cancel , consequently, the use of anti-knock agents.
  • a further characterizing detail consists of the fact that the limitation of the ignition pressure with the spring 6B permits a minor stress of the mechanical parts.
  • a system is illustrated in order to make, in the combustion chamber, the compression pressure constant at all rpm rates and the limitation of the ignition pressure occurs again at all revolutions per minute.
  • the area outlined by the broken line delimited by the curves P1, P2 indicates the passive work done to compress spring 6A; the line P2 P3 (in common) indicates the ignition phase. It must be emphasized that in this phase in a conventional engine the thrust of the blow is absorbed by the engine shaft, while in the system of the present invention the thrust is absorbed by compressing the spring 6B; finally the area (outlined by the broken line) delimited by the curves P3 and P4 indicates the useful work restored in the expansion phase of the springs 6A and 6B. It is pointed out that in whatever way one can realise the variation of the distance between the crankshaft and the upper surface of piston 2, this includes the volume variation system of the volume of the combustion chamber 16.
  • Figure 1 represents an embodiment, in which cup-form springs have been utilised, pressing on piston 3 in order to control the compression pressure and the ignition pressure in the combustion chamber 16 with the movement of the piston 3.
  • the construction of the system has been carried out as follows. Above piston 3 cylinder 5 is positioned, constructed with suitable circular seats to contain the cup-shaped springs 6A and 6B, which are of two types.
  • the spring 6A has the purpose of controlling and maintaining the compression pressure constant. Having finished the compression phase in the combustion chamber, the combustion occurs which causes further displacement of piston 3 and consequently cylinder 5. During the combustion the further displacement of piston 3 pushes the cylinder 5 and the spring 6B limits the ignition pressure, due to the increase of the volume of the combustion chamber.
  • the cylinder 5 is provided with two steps 31, 32 of different heights and diameters, which are the supports of the stroke limit for said springs, with the aim of avoiding their damage by permanent deformation.
  • steps 31, 32 of different heights and diameters, which are the supports of the stroke limit for said springs, with the aim of avoiding their damage by permanent deformation.
  • Figure 2 Another way to realise the system is represented by Figure 2.
  • an oscillating membrane 9 is used, fixed on the head of cylinder 1, pressed by springs 6A and 6B, in which the movement of the membrane is relatively minimal during the compression and ignition phase.
  • Figure 3 Another method is represented by Figure 3: the pressure above membrane 9 is exerted by compressed gases, introduced in the chamber formed between membrane 9 and the cover 10, or one can partially fill the space existing above the membrane with a cooling liquid, and above the liquid there is a compressed gas, in order to keep the membrane under cooling.
  • Figure 4 Another way to make the combustion chamber 16 variable and maintain the pressure constant is represented by figure 4. In this case one varies the distance between the centre of the crank 12 of the engine shaft and the maximum height on the surface of the head of piston 2.
  • This variable combustion chamber 16 is obtained in practice with the main connecting rod 11 with its length variable by means of a spring or pneumatic joint 14 between the axes of crank 12 of the engine shaft and of the piston pin 13 of the main piston 2 just as shown in figure 4, so as to realise the variation of the distance between the crankshaft 12 and the upper surface of piston 2.
  • valves 17 and 18 can be connected unilaterally and thus driven by one only camshaft 20. It is pointed out that, in this case, one has a larger surface exposed to the gases, and thus a greater heat loss and therefore cooling during combustion.

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)
EP19910202223 1990-11-08 1991-08-31 Moteur à combustion interne à chambre de combustion variable Withdrawn EP0488431A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT00171190A IT1243259B (it) 1990-11-08 1990-11-08 Motore endotermico a pressione di compressione costante a tutti i regimi di giri, a pressione di scoppio controllata a tutti i regimi di giri, a camera di scoppio variabile
IT171190 1990-11-08

Publications (2)

Publication Number Publication Date
EP0488431A2 true EP0488431A2 (fr) 1992-06-03
EP0488431A3 EP0488431A3 (fr) 1992-06-10

Family

ID=11101996

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19910202223 Withdrawn EP0488431A3 (fr) 1990-11-08 1991-08-31 Moteur à combustion interne à chambre de combustion variable

Country Status (2)

Country Link
EP (1) EP0488431A3 (fr)
IT (1) IT1243259B (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0603961A1 (fr) * 1992-12-23 1994-06-29 Malanima, Giovanni Moteur alternatif à combustion interne à culasse mobile
US5878701A (en) * 1996-09-06 1999-03-09 Psi Performance Cylinder head for an internal combustion engine and method of adjustably establishing the volume of a combustion chamber therein
BE1011749A3 (nl) 1998-02-18 1999-12-07 Nicolai Julien Louis Verbeteringen aan thermische motoren.
EP2000658A2 (fr) * 2000-07-25 2008-12-10 DeltaHawk Engines, Inc. Moteur à combustion interne
EP2260191A2 (fr) * 2008-02-28 2010-12-15 Douglas K. Furr Moteur a combustion interne a fort rendement
WO2020078083A1 (fr) * 2018-10-19 2020-04-23 广州宏大动力科技有限公司 Moteur à combustion interne et son procédé de conception et de fabrication

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR828408A (fr) * 1937-10-29 1938-05-18 Cylindre de moteur à explosions à fond mobile
FR884757A (fr) * 1940-10-29 1943-08-26 Procédé et dispositif pour améliorer le rendement et le fonctionnement des moteurs thermiques
US2393749A (en) * 1944-01-27 1946-01-29 Cadella Anthony Internal-combustion engine
FR1135553A (fr) * 1955-11-07 1957-04-30 Perfectionnements aux moteurs à pistons
DE2753563A1 (de) * 1977-12-01 1979-06-07 Daimler Benz Ag Hubkolben-brennkraftmaschine
DE3130767A1 (de) * 1981-02-19 1983-04-28 Ulrich 2000 Norderstedt Becker Zweitakt-brennkraftmaschine mit veraenderlichem verdichtungsraum und veraenderlichem hubraum
DE3612842A1 (de) * 1986-04-16 1987-10-22 Bayerische Motoren Werke Ag Brennkraftmaschine, insbesondere hubkolben-brennkraftmaschine, mit im betrieb veraenderbarem verdichtungsraum

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR828408A (fr) * 1937-10-29 1938-05-18 Cylindre de moteur à explosions à fond mobile
FR884757A (fr) * 1940-10-29 1943-08-26 Procédé et dispositif pour améliorer le rendement et le fonctionnement des moteurs thermiques
US2393749A (en) * 1944-01-27 1946-01-29 Cadella Anthony Internal-combustion engine
FR1135553A (fr) * 1955-11-07 1957-04-30 Perfectionnements aux moteurs à pistons
DE2753563A1 (de) * 1977-12-01 1979-06-07 Daimler Benz Ag Hubkolben-brennkraftmaschine
DE3130767A1 (de) * 1981-02-19 1983-04-28 Ulrich 2000 Norderstedt Becker Zweitakt-brennkraftmaschine mit veraenderlichem verdichtungsraum und veraenderlichem hubraum
DE3612842A1 (de) * 1986-04-16 1987-10-22 Bayerische Motoren Werke Ag Brennkraftmaschine, insbesondere hubkolben-brennkraftmaschine, mit im betrieb veraenderbarem verdichtungsraum

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0603961A1 (fr) * 1992-12-23 1994-06-29 Malanima, Giovanni Moteur alternatif à combustion interne à culasse mobile
US5878701A (en) * 1996-09-06 1999-03-09 Psi Performance Cylinder head for an internal combustion engine and method of adjustably establishing the volume of a combustion chamber therein
BE1011749A3 (nl) 1998-02-18 1999-12-07 Nicolai Julien Louis Verbeteringen aan thermische motoren.
EP2000658A2 (fr) * 2000-07-25 2008-12-10 DeltaHawk Engines, Inc. Moteur à combustion interne
EP2000658A3 (fr) * 2000-07-25 2009-02-18 DeltaHawk Engines, Inc. Moteur à combustion interne
USRE41335E1 (en) 2000-07-25 2010-05-18 Deltahawk Engines, Inc. Internal combustion engine
EP2290218A1 (fr) * 2000-07-25 2011-03-02 DeltaHawk Engines, Inc. Moteur à combustion interne
EP2260191A2 (fr) * 2008-02-28 2010-12-15 Douglas K. Furr Moteur a combustion interne a fort rendement
JP2011513634A (ja) * 2008-02-28 2011-04-28 ダグラス ケイ ファー 高効率内爆エンジン
EP2260191A4 (fr) * 2008-02-28 2014-05-14 Douglas K Furr Moteur a combustion interne a fort rendement
US8857404B2 (en) 2008-02-28 2014-10-14 Douglas K. Furr High efficiency internal explosion engine
WO2020078083A1 (fr) * 2018-10-19 2020-04-23 广州宏大动力科技有限公司 Moteur à combustion interne et son procédé de conception et de fabrication

Also Published As

Publication number Publication date
IT9001711A0 (it) 1990-11-08
IT1243259B (it) 1994-05-26
EP0488431A3 (fr) 1992-06-10
IT9001711A1 (it) 1992-05-08

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