EP1018597A1 - Aufgeladene zweitakt- oder Viertaktbrennkraftmaschine - Google Patents

Aufgeladene zweitakt- oder Viertaktbrennkraftmaschine Download PDF

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Publication number
EP1018597A1
EP1018597A1 EP00400004A EP00400004A EP1018597A1 EP 1018597 A1 EP1018597 A1 EP 1018597A1 EP 00400004 A EP00400004 A EP 00400004A EP 00400004 A EP00400004 A EP 00400004A EP 1018597 A1 EP1018597 A1 EP 1018597A1
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EP
European Patent Office
Prior art keywords
cylinder
compressor
piston
engine
exhaust
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.)
Granted
Application number
EP00400004A
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English (en)
French (fr)
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EP1018597B1 (de
Inventor
Daniel Drecq
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Individual
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Individual
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Priority claimed from FR9900093A external-priority patent/FR2788306B1/fr
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Publication of EP1018597A1 publication Critical patent/EP1018597A1/de
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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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/20—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping-cylinder axis arranged at an angle to working-cylinder axis, e.g. at an angle of 90 degrees
    • 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
    • F02B63/00—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices
    • F02B63/06—Adaptations of engines for driving pumps, hand-held tools or electric generators; Portable combinations of engines with engine-driven devices for pumps
    • 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
    • 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

  • the present invention relates to a compressed engine with two- or four-stroke internal combustion, comprising one or more several cylinders, and operating by admitting fuel mixture or by admitting fresh air with direct or indirect injection of fuel.
  • the invention applies equally well to a petrol engine equipped spark plugs, than to the diesel engine whose ignition is obtained by compression.
  • the mixture inlet lights open substantially at the same time as the exhaust lights, so that about 20% of the mixture is directly discharged to the exhaust, causing high fuel consumption and high pollution atmospheric.
  • the main advantage of this engine is its low cost, but the new anti-pollution standards ultimately condemn this type engine.
  • Another known motor is of the loop scanning type, which works with a positive displacement compressor, for example of the type Roots, to facilitate the introduction of the fuel mixture into the cylinder and cause a low pressure boost.
  • This engine has also a mixture inlet pipe and a pipe exhaust pipes, both of which lead through lights in the lower part of the cylinder.
  • the mixture fuel is admitted into the cylinder from the compressor, with a orientation such that the mixture undergoes a rotational movement ascending in a loop, like a looping, in the cylinder, while the gases burned from the previous cycle are evacuated by the exhaust lights.
  • the particular arrangement of the lights intake and exhaust allows not to send directly towards the exhaust part of the admitted mixture, which reduces both consumption and environmental pollution.
  • Yet another known engine is of the "uniflow" type which also works with a positive displacement compressor.
  • This engine has an intake pipe connected upstream to the compressor and downstream to an intake ring which opens by a plurality of lights in the lower part of the cylinder, with an orientation such that the mixture is introduced with a significant rotational movement.
  • the burnt gases are evacuated in the upper part of the cylinder through one or several exhaust valves.
  • This type of motor allows check the filling of the cylinder and the possible recycling of gases burned, to obtain a less polluting combustion. Otherwise, when this type of engine runs on diesel, the introduction of air in the lower part of the cylinder makes it possible to obtain a very strong movement of air rotation, which is necessary for good performance.
  • This engine consumes even less fuel than the loop scanning motor and also reduces polluting emissions to the outside.
  • Roots compressor does not work beyond a pressure greater than 1.2 bars.
  • the object of the invention is to propose a motor compressed to two- or four-stroke internal combustion, for example of the loop, uniflow or valve, or four-stroke valves, which improves performance and reduces polluting emissions.
  • the invention relates to a combustion engine internal two- or four-stroke, operating by admission of fuel mixture or by fresh air intake with direct injection or indirect fuel, the engine comprising at least one cylinder defining a variable volume combustion chamber, in which alternately moves a motor piston which is coupled by a crankpin connecting rod of a crankshaft, and an associated compressor to each cylinder to obtain a cylinder overfeeding fuel or fresh air mixture, characterized in that said compressor is a compressor comprising at least one stage, in the compression chamber from which a compressor piston moves, which is coupled to the crankshaft by a link articulated on a eccentric, said eccentric being mounted on the shaft of said crankshaft.
  • the angle of the dihedral is of the order of 90 ° to obtain a phase shift between the top dead center (TDC) of the engine piston and compressor piston associated with the same cylinder, phase shift which ensures maximum pressure in the chamber compression before admitting fuel mixture or fresh air in the combustion chamber.
  • TDC top dead center
  • the displacement of the compressor is of the order of size of that of the cylinder, but with a compressor piston having a diameter significantly greater than the diameter of the engine piston, to obtain a small compression stroke of the piston compressor in the compression chamber.
  • the piston of compressor is rigidly fixed in its center to the connecting rod with the eccentric, so that the compressor piston moves in the compression chamber by alternating tilting around the lower and upper parts of the compression chamber, the axis of the compressor being offset, in the direction of the crankshaft axis, by relative to the axis of the cylinder.
  • the compressor piston can have at its periphery a spherical border provided with a segment spherical seal which is preferably stationary in rotation by relative to the compressor piston, in a position such as the slot of the segment is not placed in the lower part of the compressor, to limit oil consumption and therefore pollution of the environment.
  • the compressor piston is secured in its center by a rod articulated to the connecting rod with the eccentric, said rod being guided in translation in one direction which intersects the axis of the cylinder.
  • the piston compressor is a deformable membrane connected at its periphery to the side wall of the compression chamber, said membrane preferably having a ripple at its periphery to facilitate its deformation.
  • the compressor piston is a rigid cylinder displaceable in axial translation and provided at its periphery of at least one sealing segment.
  • This second embodiment is advantageous in that it poses no risk of oil passing between the crankcase and the compressor compression chamber, because it is possible to have a seal or bellows on the piston rod of the compressor.
  • the compression is two stages located on either side of the piston compressor, a first stage being supplied with a fuel mixture or fresh air by a first non-return valve or a valve, and connected by a discharge pipe fitted with a second non-return valve or a valve, on the second stage which communicates with the cylinder by an intake manifold possibly fitted with a third valve check valve or valve.
  • the use of a two compressor stages provides higher boost pressure in the cylinder.
  • the volumetric ratio of the cylinder may be reduced so as not to reach maximum pressure which is incompatible with the mechanical strength of the cylinder.
  • the engine fitted with this two-stage compressor will operate analogously to the known type supercharging system hyperbar.
  • the two-stroke engine of the invention can also be equipped with a device to recover energy from puffs exhaust and partial exhaust gas recirculation in providing an additional volume communicating with the cylinder to through shutter and opening means, the movements of which are controlled synchronously or out of phase with those of the piston engine in the cylinder, so that, during the expansion phase, the burnt gases compress the air in the additional volume by entering it at least partially, that this mixture of air and burnt gases is trapped there under pressure, then this mixture is admitted into the cylinder during the compression phase.
  • said additional volume is again filled with fresh air by from the compressor.
  • the sealing means and opening aforementioned comprise two rotary shutters, for example multi-way rotary valves, interconnected by the additional volume, one of the shutters being associated with the compressor and the other shutter at the cylinder exhaust.
  • the two rotary shutters are arranged so that the following operations take place: in a first time, when the engine piston is near its TDC, a air flow from the compressor through the lower shutter associated with the compressor, sweeps the additional volume, crosses the upper shutter associated with the exhaust and escapes towards the exterior by an exhaust manifold; in a second time, from about half the trigger stroke of the engine piston, on the one hand, the upper shutter connects the cylinder with the additional volume to fill it with an air and gas mixture burned under pressure, and on the other hand, the cylinder communicates with the exhaust; thirdly, the upper shutter traps the mixture of air and burnt gases in the additional volume; in one fourth step, air from the compressor is admitted to the cylinder, and in a fifth step, at the start of the compression of the engine piston, the trapped and pressurized mixture is admitted into the cylinder.
  • the upper shutter is associated with at least one exhaust valve located at the top of the cylinder and the lower shutter is connected to the cylinder by a pipe arranged in the lower part of the cylinder, so that the additional volume is put under pressure by its upper end by means of the burnt gases from the exhaust valve through the shutter upper, and is emptied into the cylinder by its lower end at through the lower shutter.
  • the upper shutter is connected to the cylinder by a pipe arranged in the lower part of the cylinder and the lower shutter is interposed on the discharge pipe between the two stages of the compressor, so that the volume additional is put under pressure by means of burnt gases from from the cylinder through the upper shutter and is emptied into the cylinder by the pipe connected to the upper shutter.
  • the intake pipe to the cylinder and / or the discharge of the two-stage compressor is cooled by all means appropriate.
  • the two-stroke engine can be of the loop scanning type, into which the fuel mixture or fresh air is admitted from compressor by an inlet manifold opening through lights in the lower part of the cylinder with an orientation such as mixing or the air is introduced with an upward rotation movement in a loop, while the gases burned from the previous cycle are evacuated by exhaust lights also arranged in the lower part of the cylinder.
  • the two-stroke engine can also be of the uniflow type, in which the fuel mixture or air is admitted in the lower part of the cylinder through intake lights distributed at the base of the cylinder and powered by a crown itself connected to the compressor, then that the gases burned from the previous cycle are evacuated through one or several exhaust valves provided at the top of the cylinder.
  • the two or four stroke engine can be of the exhaust and intake valves, in which the valves are located at the top of the cylinder and the inlet valve (s) are powered by the compressor.
  • the invention also applies to an engine of the type with several in-line cylinders, in which the compressors associated with each cylinder are arranged alternately on each side of the housing cylinder.
  • Figures 1 to 9 show various variants of the invention applied to a two-cylinder single-cylinder M1 internal combustion engine time and loop scan.
  • the engine M1 comprises a cylinder 1 defined between the cylinder block 2 and the cylinder head 3 of the engine.
  • the cylinder head 3 has an obviously 3a in upper part of cylinder 1 to define a combustion chamber, because the proposed representation is that of a gasoline engine.
  • the invention can be applied just as well to a direct injection diesel engine or indirect.
  • cylinder 1 In cylinder 1, alternately moves a piston of engine 4 which defines a combustion chamber 5 inside the cylinder 1 between cylinder head 3 and piston 4.
  • the engine piston 4 is provided at its periphery with sealing segments 6 shown on the Figure 1.
  • a connecting rod 7 is articulated by its connecting rod 7a to the piston 4 and by its connecting rod head 7b to the crankpin 8 of a crankshaft 9.
  • An eccentric 10 is mounted on the crankshaft 9 and articulated on a link 11 which is rigidly fixed in the center of a compressor piston 12 in the shape of a disc.
  • the piston of compressor 12 has at its periphery a spherical border 12a provided with a sealing segment 13 also having a spherical border, which is immobilized in rotation relative to the compressor piston, in a position such that the segment 13 slot is not placed in lower part of the casing 2.
  • the compressor piston 12 moves alternately by tilting inside the chamber compression 14a of a single-stage compressor 14 attached to the casing 2.
  • the compression chamber 14a of the compressor 14 is supplied with fuel or fresh air mixture via a suction line 15 fitted with a non-return suction valve 15a.
  • the fuel mixture or the pressurized fresh air is discharged from the compressor 14 to a intake pipe 16 fitted with a non-return discharge valve 16a.
  • the intake pipe 16 opens at the bottom of the cylinder 1 by a plurality of lights 17 which have such an orientation that the mixture or the air under pressure is introduced with a movement of rotation ascending in a loop in the cylinder in the manner of a looping.
  • the cylinder 1 is further provided with one or more pipes exhaust 18 which open into the lower part of the cylinder, substantially at the same level as the intake lights 17.
  • the eccentric 10 is offset by angle ⁇ of the order of 90 ° relative to the crank pin 8, in the direction of rotation of the crankshaft, as indicated by arrow F, so that the TDC of engine piston 4 is 90 ° out of phase with TDC of the compressor piston 12.
  • the axis of the link 11 of the compressor 14 is offset by a distance d relative to the axis of the connecting rod 7 of the engine piston 4.
  • the displacement of cylinder 1 is substantially of the same order of size than the displacement of compressor 14, but the piston of compressor 12 has a diameter significantly larger than that of the engine piston 4, so that the compression stroke c of the piston compressor 12 is relatively small.
  • the intake pipe 16 can be provided with a heat exchanger 19, conveying a refrigerant, for example from water or fresh air can be blown for a air cooling, to cool the air leaving the compressor 14, which increases the mass of air admitted into cylinder 1, all the more so as the compression of the air in the compressor 14 gives off a large amount of heat.
  • a refrigerant for example from water or fresh air
  • the cooling of the intake pipe 16 is optional.
  • crankpin 8 of crankshaft 9 is provided opposite the big end 7b a counterweight 20 which serves as a counterweight.
  • FIG. 1 The broken lines in FIG. 1 indicate the TDC and TDC positions of the engine piston 4.
  • the engine piston is at the end of compression, at its TDC, while the compressor piston 12 is at its TDC, that is to say in its rightmost position in Figure 2A.
  • the engine piston goes down, as illustrated in the figure 2B, after a rotation of approximately 90 ° of the crankshaft 9, which causes simultaneously tilting the compressor piston 12 around its upper portion, thus generating a first compression in the compression chamber 14a.
  • the engine piston 4 arrives at his PMB, simultaneously discovering the tubing exhaust 18 and intake lights 17, after rotation additional 90 ° of the crankshaft 9.
  • the piston of compressor 12 swings around its lower portion to reach its leftmost maximum compression position in the chamber of compression 14a, which causes the admission of air or fuel mixture under pressure in the combustion chamber 5, thus driving the burnt gases towards the exhaust and filling the cylinder.
  • the engine piston has been represented during of its compression phase, after an additional 90 ° rotation of the crankshaft, which closes both the exhaust and the intake and causes the compressor piston 12 to tilt around its upper portion, and thus a first relaxation of the compression 14a, the fresh air or the fuel mixture being sucked in by the suction line 15, due to the vacuum thus generated in room 14a.
  • the eccentric 10 is formed by a disc eccentrically mounted on the shaft of crankshaft 9.
  • This compressor piston 112 also has at its periphery a sealing segment and comprises in its center a rod 121 rigidly fixed to the compressor piston 112 and articulated at its free end to the link 11 connecting with the eccentric 10.
  • the rod 121 is guided in translation by a guide sleeve 122 which is connects to the casing 2 by a vertical partition 123.
  • the sleeve 122 can be fitted internally with a sealing ring through which the rod 121, or alternatively a sealing bellows S can be connected between the rod 121 and said vertical partition 123, which removes all risk of oil passing between the crankcase and the compressor.
  • FIGS. 5 to 7 it can be seen that the cylinder 1 as well as the compressor 14 are provided with cooling fins 21.
  • a spark plug 22 is arranged at the top of the cylinder 1.
  • the motor M1 here consists of a first block which forms the cylinder 1, a second block which forms the casing 2 and a third block which forms the compressor 14.
  • the compressor piston 112 in the form of a rigid disc can be replaced by a membrane deformable 212 whose periphery is fixed between the second and third aforementioned blocks.
  • a corrugation 212a can be provided in the vicinity of its periphery, as visible in FIG. 6A.
  • the rod 121 connects the center of the deformable membrane 212 to an articulated cross member 124 whose free ends slide in a groove 125 provided in the casing 2 and are each connected to two arms 111, which extend from on either side of the axis of the compressor 14.
  • the connecting rod to the eccentric is thus formed by the assembly of the cross member 124 and two arms 111.
  • the two arms 111 of the link are each mounted on a disc 10 which is respectively mounted eccentrically on the shaft 9 of the crankshaft between the side wall of the casing 2 and an arm of the crankpin 8.
  • Needle roller bearings 22 to 24 are respectively provided at the free ends of the cross member 124, between each link arm 111 and eccentric disc 10, and at shaft level crankshaft 9. However, if the rotation is slow enough, these bearings can be replaced by ball bearings or by slip rings.
  • the axis of the piston compressor is centered on the axis of the engine piston, unlike the variant of the tilting compressor piston of Figures 1 to 3.
  • the operating cycle of this engine including the piston compressor is mounted with a stick rod, is substantially the same as that of the tilting piston engine.
  • the cross member 124 moves in rectilinear translation in the grooves 125, which causes the displacement of the rod 121 which causes a deformation of the membrane 212.
  • the engine piston 4 is at TDC, and the diaphragm is deformed into bending to the right towards the crankshaft.
  • the engine piston is halfway in its expansion phase, and the membrane 212 is in a substantially flat, vertical position.
  • the engine piston 4 is at its PMB, and the membrane 212 is deformed in flexion to the left, opposite the crankshaft.
  • the engine piston 4 is halfway in its upward compression stroke, and the membrane 212 is again in a flat position, at rest.
  • the engine shown in Figures 5 to 7 comprises a cylinder 1 having a diameter of approximately 42 mm and a useful stroke of 38 mm for the engine piston 4, and a compressor 14 having a diameter of 80 mm, with a useful stroke of about 8.5 mm for compressor piston 212.
  • the variant illustrated in Figure 8 differs from the variant represented in FIG. 4, essentially by the fact that the compressor 14 has a two-stage compression chamber 14a and 14b.
  • the first stage 14b is formed between the partition 123 and the compressor piston 112, while the second stage 14a is formed on the other side of the compressor piston 112.
  • the first stage 14b has in the upper part a suction pipe 115 provided with a non-return valve 115a.
  • This first stage 14b is crossed by the rod 121 of the compressor piston 112.
  • an intermediate discharge pipe 130 is provided which communicates in the lower part of the second stage 14a of the compressor 14.
  • This intermediate discharge line 130 is provided with a non-return valve 130a and a cooling system 19.
  • the second stage 14a of compressor 14 communicates in the upper part with the intake manifold 16, similar to the compressor single-stage described in Figures 1 to 7.
  • valves 115a, 130a and 16a of the compressor 14 and the engine valves 118a and 217 can advantageously be replaced by mechanically or electronically controlled valves, or hydro-electronics, which can be managed by a computer digital, in order to control all motor parameters on demand, know the compression ratio in the compressor and / or in the engine cylinder, as well as expansion rates.
  • Figure 8 shows a compressor piston 112 in rigid flat disc shape, it could just as easily be replaced by a deformable membrane similar to that shown on the Figures 5 and 6.
  • the piston compressor 112 moves to the right to compress the first stage 14b of the compression chamber, which causes the air delivery, via line 130, to the second stage 14a.
  • the compressor piston 112 moves to the left, causing overcompression of the air contained in the second stage 14a, which does not can go back through line 130, due to the non-return valve 130a, and therefore escapes towards the intake pipe 16 to a pressure higher than that which would be obtained with a compressor single-stage.
  • depression is generated in the first stage 14b, which causes the suction of air from the suction pipe 115.
  • the motor in FIG. 8 is equipped with a device energy recovery from exhaust puffs and partial recirculation of exhaust gases, the principle of which is described in detail in French patent application No. 98-07835 of 22 June 1998 belonging to the present applicant.
  • An additional volume 40 which can have any suitable form, communicates in the lower part with a pipe 41 which leads to a rotary shutter 42, for example, a three-way rotary plug tracks, which is interposed on the above-mentioned discharge line 130, downstream of the valve 130a.
  • Additional volume 40 communicates also, in the upper part, with a pipe 43 which leads to a second upper rotary shutter 44, for example a plug turning in three ways, the latter communicating, on the one hand, by a pipe 45 in the lower part of cylinder 1, and, on the other hand, by a line 46, with an exhaust manifold (not shown) connected to the aforementioned exhaust pipe 18.
  • the lower plug 42 communicates the first stage 14b of compressor 14 with line 41, while closing the passage to the second stage 14a, while the plug upper 44 connects line 43 with line exhaust 46, while closing the passage to the pipe 45 which opens into the lower part of cylinder 1.
  • the air compressed by the compressor piston 112 in the first stage 14b is evacuated to the exhaust, by sweeping the additional volume 40, the balance of the air and burnt gas mixture in this volume 40 thus being evacuated to the outside and replaced by fresh air.
  • the engine piston 4 When the engine piston 4 substantially reaches the end of trigger, the engine piston 4 discovers the opening of the pipeline 45 and the combustion gases being under pressure in cylinder 1 then escape through this pipe 45 and pass through the shutter 44 up to additional volume 40, the upper shutter 44 being in a position for closing the exhaust pipe 46. Simultaneously, the shutter 42 closes the passage of the pipe 41, so that the burnt gases compress the air in the additional volume 40 and partially penetrate it.
  • the engine piston 40 also discovers the exhaust manifold 18, to evacuate the rest of the burnt gases, which are expelled by the fresh air under pressure introduced by the intake ports 17 and coming from the second stage 14a of the compressor, under the compression action exerted by the compressor piston 112 which moves to the left.
  • the upper plug 44 blocks all communication and the lower plug 42 opens the passage between the first and the second stage of the compressor, while now closed the passage to line 41, so that the pressurized mixture of air and burnt gases, which was in the volume additional 40 is thus trapped there.
  • the scanning of cylinder 1 is finishes and the latter begins to fill with fresh air at high pressure delivered by the compressor 14.
  • the compressor piston 112 delivers compressed air to the first stage 14b towards the second stage 14a, through the lower plug 42 which keeps the line 130 communication open, while now closed the passage to line 41.
  • the upper plug 44 opens the passage between the additional volume 40 and cylinder 1, while keeping the passage to the exhaust pipe 46, so that the air and gas mixture burned which is trapped in volume 40 can escape through them lines 43 and 45 in cylinder 1, which achieves both a supercharging in cylinder 1 and energy recovery from exhaust puffs.
  • the two-stage compressor 14 has lower efficiency than in Figure 8, because part of the compression stroke of the first stage 14b of the compressor 14 is used to scan additional volume 40.
  • the intake pipe 16 opens onto an annular ring 117 surrounding the lower part of the cylinder 1, said ring 117 having a plurality of lights (not shown) which partially open bottom of cylinder 1 with an orientation such that air is introduced in the cylinder with a large rotational movement.
  • the exhaust pipe 118 is provided at the top of cylinder 1 and has at least one valve 118a which is controlled by any adapted means.
  • the one or more exhaust valves 118a are closed, as well as the lights which are blocked by the body of the engine piston 4.
  • the exhaust valve (s) 118a open, to evacuate the burnt gases, and the engine piston 4 uncovers the lights on the intake crown 117, so that the compressed air coming from the compressor 14 pushes up the gases burned towards the exhaust.
  • the filling of cylinder 1 in combustion air continues until the compression piston begins engine 4, as long as the intake lights remain uncovered by the engine piston 4.
  • the motor M2 is also equipped with a device to recover energy from puffs exhaust and partial exhaust gas recycling.
  • This device has an additional volume 140 which is formed by a adapted section pipe communicating at both ends with a rotary shutter 142, 144 which may be constituted by a multi-way rotating bushel.
  • the upper bushel 144 communicates, in addition, with the exhaust pipe 118, downstream the exhaust valve (s) 118a provided at the top of the cylinder 1, and with two other pipes 145 and 146 which terminate to an exhaust manifold not shown.
  • the lower plug 142 communicates, in addition, with a pipe 141 which opens at the bottom of cylinder 1, above of the intake ring 117, and with the intake pipe 16.
  • the rotary movements of the plugs 142, 144 are linked by any suitable way, known to those skilled in the art and therefore not described, to the rotary movement of the crankshaft 9, in 1/1 ratio or different from 1/1, phased or phase-shifted relative to the movement of the crankshaft.
  • FIG. 13 the positions of the two stages 14a and 14b of compressor 14 are reversed with respect to the piston of compressor 112.
  • the intake pipe 16 communicates with stage 14b which is located between the compressor piston 112 and the vertical wall 123, while the first stage 14a located on the side of the compressor piston 112 opposite crankshaft 9, is supplied with air fresh via the suction line 115.
  • crankpin 8 of crankshaft must be phase shifted by an angle ⁇ of about 90 ° relative to the eccentric 10, in the direction of rotation F of the crankshaft 9.
  • valve 118a or the exhaust valves which are possibly provided, are closed as well as plugs 142 and 144.
  • the one or more exhaust valves 118a open and the upper shutter 144 swivels, for example in the same direction as the crankshaft 9, to make communicating the exhaust pipe 118 with the pipe 140 forming the additional volume.
  • the lower bushel 142 has also turned the same amount in the same direction, but this did brought no connection of pipes.
  • the result a puff of burnt gas under pressure is discharged via the exhaust pipe 118 in pipe 140, which compresses the air therein, while introducing a portion of gas therein burned, corresponding to the angular period of transfer.
  • the shutter superior 144 Although having continued to rotate, maintains the communication between lines 118 and 145; the shutter lower 142 also rotated, but without setting communication; the intake crown lights 117 are unmasked.
  • the air coming from stage 14b of the compressor 14 performs a sweep which evacuates the burnt gases through the exhaust valve (s) 118a and the cylinder 1 is filled with air at the relatively high pressure of compressor 14.
  • the mixture air / burnt gas is still trapped under pressure in line 140.
  • Figures 14 and 15 show the application of the invention has an M3 engine of the two-stroke single-cylinder type and exhaust and intake valves.
  • Figures 14 and 15 show two variants which correspond to the variants of FIGS. 10 and 11 of the M2 motor of the type uniflow.
  • the only difference, which is common to both variants, is in that the intake pipe 16 opens at the top of the cylinder 1 where one or more intake valves 217 are provided.
  • the operation of this type of engine is analogous to the previous ones.
  • FIGS. 14 and 15 include a single-stage compressor, we could also provide a two-stage compressor (see motor of the type shown in Figure 17) and / or a device for partial recirculation of exhaust gases, without departing from the scope of the invention.
  • an M4 compressor motor has been represented. two-stage which can be used as well for a two-stroke engine than for a four-stroke engine.
  • the engine piston 4 is at the end of compression, at its TDC, while the compressor piston 12 is at its TDC, that is, in its rightmost position in Figure 18.
  • the intake valve 217 and the exhaust valve 118a are closed, as well as the suction valve 15a and the repression 16a.
  • the angular phase shift between the crankpin 8 and the eccentric 10 is of the order of 90 °, but this phase shift is more precisely calculated according to the efficiency of the compressor and the cylinder filling rate.
  • the position illustrated in figure 18 corresponds to the ignition of the fuel mixture in the combustion.
  • the chamber 14a of the compressor 14 is filled with fresh air, while the pipeline intake is filled with hot compressed air.
  • crankshaft 9 As illustrated in FIG. 18, the rotation of the crankshaft 9 is carried out clockwise, illustrated by arrow F.
  • the engine piston 4 arrives at its PMB, as illustrated in figure 20 after rotation of approximately 30 ° clockwise as indicated by the arrow F.
  • the compressor piston 12 has finished tilting around its lower portion to reach its position of leftmost maximum compression in the compression 14a.
  • the inlet valve 15a remains closed and the discharge 16a remains open to finish over-compressing the air in the intake pipe 16, as indicated by arrow F1.
  • the burnt gases continue to escape through the tubing exhaust 118, in the direction of arrow F2.
  • the engine piston 4 during its phase of compression of the combustion chamber, expels the burnt gases to the exhaust manifold 118.
  • the crankshaft has rotated by an additional 160 °.
  • the compressor piston 12 has tilted around its upper portion, then around its lower portion, to reach an expansion position of the compression chamber 14a.
  • the suction valve 15a is open and the discharge valve 16a is closed, to suck in air fresh, as indicated by arrow F3 in the compression chamber 14a.
  • the intake valve 217 opens to admit the compressed air in the combustion chamber as illustrated by the arrow F4 and thus expel the rest of the burnt gases towards the manifold exhaust.
  • Figure 22 shows the end of the compression stroke of the engine piston 4, for which the crankshaft 9 has made a 360 ° rotation from its initial position illustrated in the figure 18. In this position, the suction valve 15a has closed, and the two valves 217 and 118a remain open.
  • the arrow F4 indicates the admission of compressed hot air into the combustion chamber.
  • the position of figure 22 illustrates the second time of the cycle with four time.
  • the crankshaft 9 has pivoted by one twenty additional degrees, to start the phase of expansion of the engine piston 4.
  • the valve 118a has closed, but the intake valve remains opened.
  • the discharge valve 16a also opens to discharge the fresh air contained in the compression chamber 14a in the intake pipe 16, as indicated by arrow F1.
  • the combustion chamber 5 has been filled with hot compressed air on the one hand, from the compressed air contained in the pipeline intake 16 and, on the other hand, compressed air contained in the compression chamber 14a and discharged by the compressor piston 12, since the discharge valve 16a has remained open. We have thus obtained a double filling of the combustion chamber 5.
  • the different engines of the invention can be fitted with injectors, for direct injection or indirect petrol or diesel, or work with mixtures precarburized.
  • a motor M has been represented with four cylinders 1 in line, comprising four compressors 14 of the single-stage type with tilting compressor piston, the links 11 of which are shown off-axis with respect to the axis of the respective cylinder, the compressors 14 being arranged alternately on each side face of the cylinder block 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Supercharger (AREA)
  • Compressor (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00400004A 1999-01-07 2000-01-04 Aufgeladene zweitakt- oder Viertaktbrennkraftmaschine Expired - Lifetime EP1018597B1 (de)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9900093A FR2788306B1 (fr) 1999-01-07 1999-01-07 Moteur compresse a combustion interne a deux temps
FR9900093 1999-01-07
FR9911162 1999-09-07
FR9911162A FR2788307B1 (fr) 1999-01-07 1999-09-07 Moteur compresseur a combustion interne a deux ou a quatre temps

Publications (2)

Publication Number Publication Date
EP1018597A1 true EP1018597A1 (de) 2000-07-12
EP1018597B1 EP1018597B1 (de) 2005-03-30

Family

ID=26234754

Family Applications (1)

Application Number Title Priority Date Filing Date
EP00400004A Expired - Lifetime EP1018597B1 (de) 1999-01-07 2000-01-04 Aufgeladene zweitakt- oder Viertaktbrennkraftmaschine

Country Status (11)

Country Link
US (1) US6352057B1 (de)
EP (1) EP1018597B1 (de)
JP (1) JP2003516490A (de)
KR (1) KR20010089789A (de)
CN (1) CN1175172C (de)
AR (1) AR022211A1 (de)
AT (1) ATE292236T1 (de)
BR (1) BR0007418A (de)
DE (1) DE60018996D1 (de)
FR (1) FR2788307B1 (de)
WO (1) WO2000040845A2 (de)

Cited By (4)

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WO2002025078A1 (en) * 2000-09-22 2002-03-28 Drazen Paut Two-stroke cycle for internal combustion engines
FR2833647A1 (fr) * 2001-12-17 2003-06-20 Daniel Drecq Moteur a combustion interne entrainant un compresseur
US6748909B2 (en) 1999-01-07 2004-06-15 Daniel Drecq Internal combustion engine driving a compressor
CN104989523A (zh) * 2015-08-03 2015-10-21 湖州新奥利吸附材料有限公司 一种内燃机

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US5988165A (en) 1997-10-01 1999-11-23 Invacare Corporation Apparatus and method for forming oxygen-enriched gas and compression thereof for high-pressure mobile storage utilization
JP3726678B2 (ja) * 2000-12-15 2005-12-14 日産自動車株式会社 複リンク型レシプロ式内燃機関のクランク機構
US6688853B1 (en) * 2001-01-08 2004-02-10 Honeywell International Inc. Control valve for regulating flow between two chambers relative to another chamber
DE10159508A1 (de) * 2001-12-04 2003-06-18 Pierburg Gmbh Kraftstoffeinspritz-Einrichtung
JP2003232233A (ja) * 2001-12-06 2003-08-22 Nissan Motor Co Ltd 内燃機関の制御装置
SK12512002A3 (sk) * 2002-09-02 2004-05-04 Miloš Kopecký Hydraulické čerpadlo s vlastnou pohonnou jednotkou
US8062003B2 (en) * 2005-09-21 2011-11-22 Invacare Corporation System and method for providing oxygen
US7412949B1 (en) 2007-03-14 2008-08-19 James A. Cillessen Dual head piston engine
FR2933449B1 (fr) * 2008-07-03 2010-07-30 Inst Francais Du Petrole Procede pour ameliorer la vaporisation d'un carburant utlise pour un moteur a combustion interne, notamment a injection directe, en particulier a autoallumage et plus particulierement de type diesel
US20110038740A1 (en) * 2009-08-17 2011-02-17 Invacare Corporation Compressor
WO2011101878A1 (en) * 2010-02-17 2011-08-25 Piero Baldini Two-stroke engine with low consumption and low emissions
JP5758711B2 (ja) * 2011-06-20 2015-08-05 廣海 礒崎 エンジン
US9399988B2 (en) * 2012-02-02 2016-07-26 General Electric Company Variable capacity compressor and refrigerator
US9624918B2 (en) 2012-02-03 2017-04-18 Invacare Corporation Pumping device
CN102678266A (zh) * 2012-05-07 2012-09-19 上海交通大学 进气系统相连式机械增压四冲程内燃机
CN102691570A (zh) * 2012-05-07 2012-09-26 上海交通大学 对置式机械增压二冲程内燃机
CN102678265A (zh) * 2012-05-07 2012-09-19 上海交通大学 进气系统相连式机械增压二冲程内燃机
CN102678267A (zh) * 2012-05-07 2012-09-19 上海交通大学 进气系统独立式机械增压四冲程内燃机
CN102678264A (zh) * 2012-05-07 2012-09-19 上海交通大学 进气系统独立式机械增压二冲程内燃机
US9938967B2 (en) * 2014-10-29 2018-04-10 Emerson Climate Technologies, Inc. Reciprocating compressor system
FR3064300A1 (fr) * 2017-03-23 2018-09-28 New Times Moteur deux temps a explosion
JP6295487B1 (ja) * 2017-10-24 2018-03-20 正裕 井尻 内燃機関
WO2020011800A1 (en) * 2018-07-11 2020-01-16 Hypertec Solution S.R.L. Two-stroke internal combustion engine and relative actuation method
WO2020026037A1 (en) * 2018-08-02 2020-02-06 Mousaviasl Esmaeil Two strokes x-shaped engine
SE543468C2 (en) * 2019-08-01 2021-03-02 Fredrik Gustafsson Two Stroke High Performance Piston Pump Engine
CN112044205B (zh) * 2020-08-14 2021-10-01 中材株洲水泥有限责任公司 一种防堵塞熟料水泥生产线废气处理装置

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DE4236899A1 (de) * 1992-10-31 1994-05-05 Mtu Friedrichshafen Gmbh Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor

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DE808297C (de) * 1949-02-27 1951-07-12 Kloeckner Humboldt Deutz Ag Schlitzgesteuerter Zweitaktmotor mit Spuelpumpe
DE807566C (de) * 1949-07-30 1951-07-02 Kloeckner Humboldt Deutz Ag Zweitakt-Brennkraftmaschine
AT313458B (de) * 1971-12-14 1974-02-25 Jenbacher Werke Ag Motorverdichter
WO1993018287A1 (en) * 1992-03-11 1993-09-16 Thompson Ransom S Metered induction two cycle engine
DE4236899A1 (de) * 1992-10-31 1994-05-05 Mtu Friedrichshafen Gmbh Mehrzylindriger, mit Gleichstromspülung arbeitender Zweitaktmotor

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6748909B2 (en) 1999-01-07 2004-06-15 Daniel Drecq Internal combustion engine driving a compressor
WO2002025078A1 (en) * 2000-09-22 2002-03-28 Drazen Paut Two-stroke cycle for internal combustion engines
US6874454B2 (en) 2000-09-22 2005-04-05 Drazen Paut Two-stroke cycle for internal combustion engines
FR2833647A1 (fr) * 2001-12-17 2003-06-20 Daniel Drecq Moteur a combustion interne entrainant un compresseur
CN104989523A (zh) * 2015-08-03 2015-10-21 湖州新奥利吸附材料有限公司 一种内燃机

Also Published As

Publication number Publication date
FR2788307B1 (fr) 2001-03-09
AR022211A1 (es) 2002-09-04
CN1377442A (zh) 2002-10-30
WO2000040845A3 (fr) 2002-10-31
JP2003516490A (ja) 2003-05-13
FR2788307A1 (fr) 2000-07-13
US6352057B1 (en) 2002-03-05
BR0007418A (pt) 2001-10-16
EP1018597B1 (de) 2005-03-30
WO2000040845A2 (fr) 2000-07-13
ATE292236T1 (de) 2005-04-15
DE60018996D1 (de) 2005-05-04
KR20010089789A (ko) 2001-10-08
CN1175172C (zh) 2004-11-10

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