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
  • F02B1/00—Engines characterised by fuel-air mixture compression
  • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
• • 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
  • F02B19/00—Engines characterised by precombustion chambers
  • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its 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 relates generally to a piston and internal combustion engine. It relates more particularly to a piston and internal combustion engine, with hot air ignition and rotary distributors.
• the present invention proposes to produce a piston and internal combustion engine which can use all types of petrol fuels, including that without any additives, and obtain high compressions, while avoiding the danger of self-ignition, in order that this same engine can have, in practice, the advantages of a diesel engine, for example that of the thermodynamic efficiency coefficient and all other known advantages compared to the petrol engine.
• Yugoslav patent YU No. 23,766 describes an "Internal combustion engine with a preheated cylinder head".
• the object of this invention is to achieve a higher yield by more complete combustion and without increasing the compression ratio of the explosive mixture. So far, combustion has been very imperfect, especially compared to two-stroke internal combustion engines. Reviews have shown that significant savings in fuel consumption can be made by paying particular attention to the compression ratio of the explosive mixture in the cylinder, since the force of the explosion and therefore the power of the engine depend on the rate compression. According to this patent, the temperatures generated in operation are lower than the temperatures of known internal combustion engines, therefore, aluminum pistons can be used there. This process makes it possible to reduce the forces of inertia, vibrations and the like.
• the shape of the combustion volume which is spherical and in an eccentric position relative to the vertical axis of the cylinder.
• the cooling duct coincides with the vertical axis of the cylinder, when the uncooled part of the combustion volume remains defragmentable and easily removable in the event of the need to exchange the cylinder head for preheating.
• the upper surface of the piston is convex and that of the cylinder suitably designed. It has been found that the ideal preheating temperature is about 550 ° C and that this does not cause any chemical alteration of the fuel, while keeping the ignition reliable.
• Yugoslav patent YU No. 23,564 is entitled: "Thermally Regulated Combustion Chamber in Diesel Engines".
• the concept of the combustion chamber ensures a minimum temperature of its interior surface for a given speed range, without any additional control device in the cooling system.
• the chamber is a separate element, of cylindrical shape, introduced into the cylinder head and must be constructed of a material whose coefficient of expansion is significantly lower than that of the material of the cylinder head.
• the chamber is fixed by axial clamping on a narrowed part using a threaded ring screwed into the cylinder head. This process allows a relative increase in the temperature of the chamber during moderate regimes, consequence of the low thermal contact, and a decrease in the temperature of the chamber during high regimes because of the progressive improvement of the reciprocal thermal contact.
• the Yugoslav patent P-125/83 describes a "Cylinder combustion chamber located under the exhaust valve, with rotary circulation of directed air".
• the problem of the shape of the cylinder chamber is very important, especially in the case of high-speed internal combustion engines, applied to the driving of light road vehicles. This form is particularly critical in the case of high-speed internal combustion engines which consume a lean fuel / air mixture (coefficient of excess air smaller than 1), and whose compression rates are increased. This is the case for high-speed internal combustion diesel engines and especially for those with direct injection. This problem is still not resolved.
• the invention cited above is, at the base, an open cylindrical chamber, located in the cylinder head, comprising a spiral intake duct, ensuring intensive air circulation in a vortex around the axis of the cylinder during the phase of admission.
• Recesses receiving the heads of the injectors and the candles are provided in the chamber.
• French patent No.716.783 describes a new design of a device applied to internal combustion engines, which use a special pump for compression of the explosive mixture.
• the pump draws in hydrogen or oxygen gas and compresses the explosive mixture in the chamber just before the piston reaches top dead center.
• the pump is installed in the cylinder head and has an intake valve and an exhaust valve, which are controlled mechanically.
• the merit of this invention is to have increased the force of the explosion, while reducing fuel consumption. In comparison with known devices, the advantage of this device is that the mixture is consumed to the maximum.
• the present invention proposes to overcome these drawbacks.
• the basis of the invention is reflected in the fact that a four-stroke piston and internal combustion engine can use all types of petrol fuels, including petrol without any additives, in order to obtain compression ratios. high without the danger of self-ignition of the explosive mixture.
• the internal combustion engine acquires all the qualities of a diesel engine, such as, for example, the thermal efficiency coefficient, with the known advantages compared to petrol engines.
• the four-stroke piston engine can have one or more cylinders in which the ignition of the explosive mixture is carried out using hot air, and not electrically.
• the combustion chamber is divided into an anteroom and a main chamber which communicate cyclically during the expansion and exhaust phase, or are cut off from each other during the intake phase and compression.
• the engine is fitted with a two-stage compressor which initially sends the air at lower pressure to the compression-effect carburetor, where the relatively rich air / petrol fuel mixture takes place. Using the compression effect, the carburetor then sends the explosive mixture through a specially added valve to the anteroom.
• the compressor compresses the air at high pressure, thus considerably increasing the air temperature, that is to say enough to cause the ignition of the explosive mixture.
• the air thus heated by the compressor is injected into the main chamber which, during this phase, remains cut off from the anteroom, as noted previously.
• the distribution system is made using two rotary cylindrical distributors, the first of which is used to connect the anteroom and the main chamber, and the second to let the heated air pass for ignition.
• the two distributors are provided with gears and rotate at the same speed in opposite directions, one of them being geared to the camshaft. The speed of rotation of the camshaft therefore controls the speed of rotation of two distributors.
• the piston and internal combustion engine with hot air ignition and rotary distributors has several advantages, the most important of which are:
• the construction is simpler, since candles, cables and the igniter are not necessary, and the risk of breakdowns resulting from the use of electric current is reduced; - it can use all types of petrol fuels, including that without additives;
• FIG. 2 shows the arrangement of the valves and the two chambers in the single cylinder, in plan and in horizontal projection
• FIG. 3 is a vertical section along the line III-III of Figure 2, in vertical projection;
• FIG. 4 is a longitudinal section of the system of rotary distributors, in vertical projection
• FIG. 5 is a front elevational view of the rotary distributors of Figure 4 indicated by the arrow F, in profile projection;
• - Figure 6 shows the communication conduit between the anteroom and the main chamber of the lower distributor, in side section and in vertical projection;
• FIG. 7 shows the conduit of Figure 6, in horizontal projection
• FIG. 8 shows the side section of the hot air compartment, made on the upper distributor, in vertical projection
• FIG. 9 shows the hot air compartment of Figure 8, in horizontal projection;
• - Figure 10 shows the arrangement of the communication conduits between the anteroom and the main bedroom;
• Figure 20 is a view similar to Figure 1.
• a piston and internal combustion engine with hot air ignition and rotary distributors comprises a system of combustion chambers, valves, rotary distributors and pre-ignition device.
• the new engine may have one or more cylinders.
• the description and the diagram of the present invention deals with the design of a cylinder, but it is understood that the other cylinders in the engine, not shown in the diagrams, are of identical design.
• the engine comprises an upper chamber called anteroom 4 and a lower chamber called main chamber 5, installed in a cylinder head 1, specially formed and molded. They are located just above a cylinder 2 and a piston 3.
• the main chamber 5 is open towards the inside of the cylinder 2 and of the head of the piston 3.
• a small intake valve 8 and a small exhaust valve 9 of smaller sizes are installed in the cylinder head 1 in addition to conventional intake 6 and exhaust 7 valves.
• the seats of the small valves 8 and 9 are milled in the ceiling of the anteroom 4 and their heads are inside of it. (See Figures 3 and 4).
• the intake valves 6 and 8 are fixed to a rocker arm 12 using flexion springs 10 and spiral springs 11 and 11 '.
• the rocker arm 12 is supported in the middle on a camshaft 13. The other end of the rocker arm
• the small exhaust valve 9 and the conventional exhaust valve 7 are fixed identically to a rocker arm 12 'which is pressed in its middle on the next cam of the camshaft 13.
• a system of rotary distributors is composed of two tubular rotary distributors 15, 16 installed with a ball bearing.
• the upper distributor 15 serves to bring in the hot air necessary for igniting the explosive mixture and to evacuate the burnt gases.
• the lower distributor 16 serves to communicate the anteroom 4 and the main chamber 5.
• the two distributors 15 and 16 are provided with identical pinions 17 and 18, meshed with one another (see FIGS. 4 and 5).
• One of the distributors, for example, the upper distributor 15 is meshed on the camshaft by a toothed belt 19. In this way, the two distributors 15 and 16 rotate in opposite directions, but at the same speed as the camshaft 13.
• a wall 20 which separates an open compartment 21 and a closed compartment 22. Therefore, the compartment 21 communicates with the anteroom 4 by a conduit 23 and with the main chamber 5 by a conduit 24. (See Figures 6 and 7).
• An intake pocket 27 for the hot air and a slot 28, located on the outside face of the distributor and opposite the pocket 27, are located in the distributor 15.
• the bag 27 communicates with the anteroom 4 by a duct 30 of hot air coming from a longitudinal duct 31, itself in communication with the two-stage compressor (not shown) and with the exhaust duct 32 which serves to evacuate the burnt gases through a conduit longitudinal exhaust 33, on the other side.
• the longitudinal exhaust duct communicates with the exhaust branch (not shown) (See Figures 8 and 9).
• the two-stage compressor can be engaged with the engine in various ways known to mechanical engineering.
• the first compression stage is used to send low pressure air into a compression effect carburetor, not shown here, where it mixes with the proper fuel.
• Existing carburetors can be used, but they should undergo adaptation: instead of sucking the fuel, they should propel it through a longitudinal duct 34 to an inlet duct 35.
• the conduit 35 for the arrival of the explosive mixture communicates with a ring-shaped compartment 36 in which the lower part of the small intake valve 8 is located. When the valve 8 opens, the explosive mixture passes from the compartment 36 in the anteroom 4 and fills it.
• the volume of the anteroom 4 corresponds approximately to a compression ratio of 8: 1
• the volume of the main chamber 5 corresponds to a compression ratio of 20: 1.
• the average compression ratio is approximately 15: 1 to 16: 1.
• the automatic pre-ignition is provided by a pre-ignition device 37 which changes the position angle between the distributors 15 and 16 (see FIG. 12).
• the pre-ignition device 37 is driven by the camshaft 13 via a pinion 38 and the toothed belt 19.
• the pinion 38 has longitudinal grooves 39 in which are projecting segments 40 of a shoe 41. in this way, the shoe 41 can move along the pinion in both directions.
• a tip 42 is fixed on the shoe 41 and passes through a helical slot 43 formed on the upper rotary distributor 15. Thus, the change in the inclination between the camshaft 13 and the distributor 15 is obtained.
• the angle of the pre-ignition is controlled by a centrifugal effect regulator (not shown) via a fork 44 and an axle 45, which are in indirect connection with the shoe 41.
• the return of the device 37 is effected by a spiral spring 46 positioned on the part of the distributor 15, between a shoe 5 and a ring 47 of the distributor 15.
• the operation of the engine thus designed is simple and can be followed in FIG. 1 and, better still, in FIGS. 15 to 19.
• the camshaft 13 rotates half the speed of the crankshaft of the engine.
• the crankshaft completes one revolution and the camshaft 13, with the rotary distributors 15 and 16, performs only a half revolution (180 °).
• the crankshaft completes another revolution and distributors 15 and 16 perform the second half of the revolution.
• the crankshaft makes two turns and the distributors 15 and 16 only one.
• the compartment 27 is filled with hot air, generated by the second stage of the two-stage compressor and arrived via the conduit 30 via the longitudinal conduit 31, the latter being in direct communication with the compressor.
• the expulsion of the burnt gases from the cylinder 2 is done conventionally, by the exhaust valve 7.
• the burnt gases in the anteroom 4 are expelled by the hot air arriving in the open compartment of the distributor 15 through the conduits 30 and 31.
• the hot air arrives in the anteroom 4 through the slot 28 on the distributor 15, cleaning it from the burnt gases which leave via a conduit 48 towards an outlet mouth 49 and towards the exhaust branch of the engine, not shown in the diagrams.
• the burnt gases are expelled from the compartment 27 towards the exhaust conduits 32 and 33.
• a small amount of the exhaust gases possibly remaining in the compartments 21 and 27 is negligible and does not influence the smooth running of the engine.
• the choice of fuel type determines the important design characteristics, such as the volumes and their ratio of the anteroom 4 and the main chamber 5, the compression ratio, the dimensions of the compartments 21 and 27 and of the slot 28 in rotary distributors 15 and 16, the diameter of small valves 8 and 9 and others. All these characteristics have a significant influence on the increase in effective power, torque, effective average pressure and the compression ratio which prevents self-ignition of the fuel and detonation.
• piston and internal combustion engine represented by this invention can be used as an industrial engine and as a servo motor for various pumps, generator sets and the like.

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• 1997
  • 1997-01-17 WO PCT/IB1997/000038 patent/WO1998031924A1/fr active Application Filing
  • 1997-01-17 EP EP97900087A patent/EP0886723A1/de not_active Withdrawn
  • 1997-01-17 JP JP10538302A patent/JP2000507329A/ja active Pending

Non-Patent Citations (1)

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