EP1018597B1 - Moteur compressé à combustion interne à deux ou à quatre temps - Google Patents

Moteur compressé à combustion interne à deux ou à quatre temps Download PDF

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Publication number
EP1018597B1
EP1018597B1 EP00400004A EP00400004A EP1018597B1 EP 1018597 B1 EP1018597 B1 EP 1018597B1 EP 00400004 A EP00400004 A EP 00400004A EP 00400004 A EP00400004 A EP 00400004A EP 1018597 B1 EP1018597 B1 EP 1018597B1
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EP
European Patent Office
Prior art keywords
cylinder
compressor
piston
engine
exhaust
Prior art date
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EP00400004A
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German (de)
English (en)
French (fr)
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EP1018597A1 (fr
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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    • 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 with one or several cylinders, and operating by admission of fuel mixture or by admission of fresh air with direct or indirect injection of fuel.
  • the invention applies equally well to the gasoline engine equipped spark plugs, to the diesel engine whose ignition is obtained by compression.
  • the mixing 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 pollution atmospheric.
  • the main advantage of this engine is its low cost, but the new anti-pollution standards condemn, ultimately, this type engine.
  • Another known engine is the loop-scan type, which works with a volumetric compressor, for example of the type Roots, to facilitate the introduction of the fuel mixture into the cylinder and generate supercharging at low pressure.
  • This engine features also a pipe of admission of the mixture and a pipe exhaust pipes, both of which open 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 rotational movement looping ascending, like a looping, in the cylinder, while the burned gases from the previous cycle are removed by the exhaust lights.
  • the particular arrangement of the lights intake and exhaust makes it possible not to send directly to the exhaust part of the admitted mixture, which reduces at a time consumption and pollution of the environment.
  • Yet another known engine is of the "uniflow" type which also works with a volumetric compressor.
  • This engine has an intake pipe connected upstream to the compressor and downstream to an intake crown that leads through a plurality lights in the lower part of the cylinder, with an orientation such that the mixture is introduced with a large rotational movement.
  • the burnt gases are evacuated at the top of the cylinder through one or several exhaust valves.
  • This type of engine allows check the filling of the cylinder and the possible recycling of the gases burned to achieve cleaner 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 rotation of the air, which is necessary to obtain a good performance.
  • This engine makes it possible to consume even less fuel than the loop scanning motor and also reduces polluting emissions to the outside.
  • these last two types of motor have a cost superior to the crankcase transfer motor because they have more of organs, in particular the compressor, and in addition, for the engine uniflow, a valve control.
  • the compressors Roots type have low efficiency, for example an engine two-stroke single cylinder having a displacement of one liter and one power of 55kW, consume 17kW to drive the compressor.
  • a Roots compressor does not operate beyond a pressure above 1.2 bar.
  • WO-A-9 318 287 discloses an engine according to the preamble of claim 1.
  • the object of the invention is to propose a compressed engine to internal combustion with two or four strokes, for example Loop sweep, uniflow or valve, or four-stroke to which improves performance and reduces polluting emissions.
  • the subject of the invention is a combustion engine internal device according to claim 1.
  • the angle of the dihedron whose edge is formed by the axis of the crankshaft and whose two half-planes extend respectively to the eccentric and the crankpin, is of the order of 90 ° to obtain a phase shift between the top dead centers (TDC) of the engine piston and compressor piston associated with the same cylinder, phase shift which ensures maximum pressure in the chamber compression prior to admitting the fuel mixture or fresh air in the combustion chamber.
  • TDC top dead centers
  • the displacement of the compressor is of the order of the size of the cylinder, but with a compressor piston having a diameter significantly greater than the diameter of the engine piston, to obtain a low compression stroke of the piston of compressor in the compression chamber.
  • the chamber of compression is two stages located on either side of the piston of compressor, a first stage being supplied with a fuel mixture or fresh air through a first non-return valve or valve, and connected by a discharge pipe provided with a second non-return valve or a valve, on the second floor which communicates with the cylinder by an intake manifold possibly equipped with a third valve anti-return or a valve.
  • a compressor with two stages allows to obtain a higher boost pressure in the cylinder.
  • the volumetric ratio of the cylinder may be reduced so as not to reach maximum pressure of combustion which is incompatible with the mechanical strength of the cylinder.
  • the engine equipped with this two-stage compressor will work similarly to the known supercharging system of type hyperbar.
  • the two-stroke engine of the invention can also be equipped with a device for recovering energy from puffs Exhaust and partial recirculation of exhaust gas providing an additional volume communicating with the cylinder to through means of closing and opening, whose movements are controlled synchronously or out of phase with those of the piston in the cylinder, so that during the relaxation phase, the flue gases compress the air in the additional volume penetrating at least partially, that this mixture air and gas burned be trapped under pressure, then that mixture is admitted into the cylinder during the compression phase.
  • said additional volume is again filled with fresh air in from the compressor.
  • the sealing means and mentioned above comprise two rotary shutters, for example rotary bushels with several lanes, interconnected by the additional volume, one of the shutters being associated with the compressor and the other shutter at the exhaust of the cylinder.
  • the two rotary shutters are arranged way that the following operations occur: in a first time, when the engine piston is in the vicinity of its TDC, a airflow from the compressor passes through the lower shutter associated with the compressor, sweeps the additional volume, crosses the upper shutter associated with the exhaust and escapes to the outside by an exhaust manifold; in a second time, from about half of the expansion stroke of the engine piston, on the one hand, the upper shutter communicates the cylinder with the additional volume to fill it with an air and gas mixture burned under pressure, and secondly, the cylinder communicates with the exhaust; in a third time, the upper shutter trap the mixture of air and gas burned in the additional volume; in one fourth time, the air coming from the compressor is admitted into the cylinder, and in a fifth time, at the beginning of the race of compression of the engine piston, the mixture entrapped and under pressure 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 set under pressure by its upper end by means of flue gases from the exhaust valve through the shutter higher, and is emptied into the cylinder by its lower end to through the lower shutter.
  • the upper shutter is connected to the cylinder by a pipe arranged at the bottom 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 amount is pressurized using the flue gases from of the cylinder through the upper obturator and be emptied into the cylinder by the pipe connected to the upper shutter.
  • the intake pipe towards the cylinder and / or the pipe of discharge of the two-stage compressor is cooled by all means appropriate.
  • the two-stroke engine may be of the loop scan type, in which the fuel mixture or the fresh air is admitted from the compressor through an intake manifold opening through lights at the bottom of the cylinder with an orientation such that the mixture or the air is introduced with an upward rotating movement in a loop, while the flue gases of the previous cycle are discharged by exhaust lights also arranged in the lower part of the cylinder.
  • the two-stroke engine can still be of the uniflow type, in which the fuel mixture or the air is admitted in the lower part of the cylinder through intake lights distributed at the base of the cylinder and fed by a ring itself connected to the compressor, then that the burned gases from the previous cycle are discharged through one or several exhaust valves provided at the top of the cylinder.
  • the two or four stroke engine can be of the type to exhaust and intake valves, in which the valves are at the top of the cylinder and the intake valve (s) are powered by the compressor.
  • the invention also applies to a multi-type motor cylinders, in which the compressors associated with each cylinder are alternately arranged on each face of the housing cylinder.
  • Figures 1 to 9 show various variants useful for understanding the invention applied to an internal combustion engine 1 single cylinder to two time and loop scan.
  • the 1 comprises a cylinder 1 defined between the cylinder block 2 and the cylinder head 3 of the engine.
  • the breech 3 has a recess 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 equally well to a diesel engine with direct injection or indirect.
  • a piston of engine 4 which defines a combustion chamber 5 inside the cylinder 1 between the cylinder head 3 and the piston 4.
  • the engine piston 4 is provided at its periphery with sealing segments 6 shown on the Figure 1.
  • a rod 7 is articulated by its small end 7a to the piston 4 and by its connecting rod head 7b at the crankpin 8 of a crankshaft 9.
  • An eccentric 10 is mounted on the crankshaft 9 and articulated on a rod 11 which is rigidly fixed in the center of a compressor piston 12 in the form of a disc.
  • the piston of compressor 12 has at its periphery a spherical border 12a provided with a sealing segment 13 also with a spherical edge, which is immobilized in rotation with respect to the compressor piston, in a position such that the slot of the segment 13 is not placed in lower part of the housing 2.
  • the compressor piston 12 moves alternatively by tilting inside the chamber of compression 14a of a single-stage compressor 14 attached to the housing 2.
  • the compression chamber 14a of the compressor 14 is supplied with fuel mixture or fresh air through a suction pipe 15 equipped 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 provided with a non-return check valve 16a.
  • the intake pipe 16 opens at the bottom of the cylinder 1 by a plurality of lights 17 which have an orientation such that that the mixture or air under pressure is introduced with a movement of ascending rotation 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 at the bottom of the cylinder, substantially at the same level as the intake ports 17.
  • the eccentric 10 is shifted by one angle ⁇ of the order of 90 ° with respect to the crankpin 8, in the direction of rotation of the crankshaft, as indicated by the arrow F, so that the TDC of the engine piston 4 is 180 ° out of phase with the TDC of the compressor piston 12.
  • the axis of the rod 11 of the compressor 14 is shifted by a distance d relative to the axis of the connecting rod 7 of the engine piston 4.
  • the cylinder capacity of the cylinder 1 is substantially of the same order of magnitude than the compressor's capacity 14, but the piston of compressor 12 has a diameter much greater than that of the engine piston 4, so that the compression stroke c of the piston compressor 12 is relatively low.
  • the intake pipe 16 may be provided with a heat exchanger 19, conveying a refrigerant, for example water, or fresh air can be blown for a motor to air cooling, for cooling the air leaving the compressor 14, which makes it possible to increase the air mass admitted into the cylinder 1, especially as the compression of air in the compressor 14 releases a large amount of heat.
  • a refrigerant for example water
  • fresh air can be blown for a motor to air cooling, for cooling the air leaving the compressor 14, which makes it possible to increase the air mass admitted into the cylinder 1, especially as the compression of air in the compressor 14 releases a large amount of heat.
  • the cooling of the intake pipe 16 is optional.
  • crankpin 8 of the crankshaft 9 is provided opposite to the small end 7b a counterweight 20 which serves as a counterweight.
  • the engine piston is at the end of compression, at its PMH, while the compressor piston 12 is at its PMB, that is to say in its rightmost position in Figure 2A.
  • the engine piston descends, as shown in the figure 2B, after a rotation of about 90 ° of the crankshaft 9, which causes simultaneously the tilting of 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 the intake ports 17, after a rotation additional 90 ° of the crankshaft 9.
  • the piston of 12 compressor rocking around its lower portion to reach its leftmost maximum compression position in the chamber compression 14a, which causes the admission of air or carburetted mixture under pressure in the combustion chamber 5, thus flushing the exhaust gases and filling the cylinder.
  • the engine piston is shown in FIG. of its compression phase, after an additional rotation of 90 ° 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 chamber of compression 14a, the fresh air or the fuel mixture being sucked by the suction pipe 15, because of the depression thus generated in room 14a.
  • the eccentric 10 is formed by a disc mounted eccentrically on the shaft of crankshaft 9.
  • This compressor piston 112 also has at its periphery a sealing segment and comprises at its center a rod 121 rigidly attached to the compressor piston 112 and articulated to its free end to the rod 11 of connection with the eccentric 10.
  • the rod 121 is guided in translation by a guide sleeve 122 which is connected to the casing 2 by a vertical partition 123.
  • the sleeve 122 can be equipped internally with a sealing ring crossed by the rod 121, or alternatively a sealing bellows S can be connected between the rod 121 and said vertical partition 123, which eliminates any 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 At the top of the cylinder 1 is arranged a spark plug 22.
  • the motor M1 is constituted here of a first block which forms the cylinder 1, a second block which forms the casing 2 and a third block that forms the compressor 14.
  • the compressor piston 112 in the form of rigid disk can be replaced by a membrane deformable 212 whose periphery is fixed between the second and third blocks mentioned above.
  • a corrugation 212a may be provided in the vicinity of its periphery, as shown in Figure 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 the eccentric is thus formed by the whole of the crossbar 124 and two arms 111.
  • the two arms 111 of the link are each mounted on a disk 10 which is respectively mounted eccentrically on the shaft 9 of the crankshaft between the side wall of the housing 2 and an arm of the crank pin 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 the eccentric disc 10, and at the level of the shaft 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 of 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 of compressor is mounted with a tie 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 4 engine piston is at its PMH, and the diaphragm is deformed into bending to the right towards the crankshaft.
  • the engine piston is halfway through its relaxation phase, and the membrane 212 is in a substantially flat, vertical position.
  • the engine piston 4 is at its PMB, and the diaphragm 212 is deformed in flexion to the left, opposite the crankshaft.
  • the engine piston 4 is halfway in its upward stroke of compression, and membrane 212 is again in a flat position, at rest.
  • the motor shown in FIGS. comprises a cylinder 1 having a diameter of about 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 the compressor piston 212.
  • the variant illustrated in Figure 8 differs from the variant represented in FIG. 4, essentially by the fact that 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 comprises in the upper part a suction pipe 115 provided with a check valve 115a.
  • This first stage 14b is crossed by the rod 121 of the compressor piston 112.
  • an intermediate discharge pipe 130 which communicates in the lower part of the second stage 14a of the compressor 14.
  • This intermediate discharge pipe 130 is provided with a check valve 130a and a cooling system 19.
  • the second stage 14a of the compressor 14 communicates in the upper part with the intake manifold 16, similarly to the compressor single stage described in Figures 1 to 7.
  • valves 115a, 130a and 16a of the compressor 14 and the valves 118a and 217 of the motor can be advantageously replaced by mechanically or electronically controlled valves or hydroelectronics, which can be managed by a calculator digital technology, in order to drive on demand all the motor parameters, to know the compression ratio in the compressor and / or in the engine cylinder, as well as the relaxation rates.
  • Figure 8 shows a compressor piston 112 in hard plane disk 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 backflow of air through line 130 to the second floor 14a.
  • the compressor piston 112 moves to the left, causing an overcompression of the air contained in the second stage 14a, which can go back through the pipe 130, because of the non-return valve 130a, and thus escapes to the intake pipe 16 to a pressure higher than that which would be obtained with a compressor mono-floor.
  • a depression is generated in the first stage 14b, which causes the suction of the air from the suction tubing 115.
  • the motor of FIG. 8 is equipped with a device of energy recovery from exhaust puffs and partial recirculation of the exhaust gas, the principle of which is described in detail in the French patent application No. 98-07835 of 22 June 1998 belonging to the present applicant.
  • An additional volume 40 which may have any suitable shape, communicates in the lower part with a pipe 41 which leads to a rotary shutter 42, for example, a bushel turning three tracks, which is interposed on the discharge pipe 130 mentioned above, 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 bushel three-way, the latter communicating, on the one hand, by a duct 45 in the lower part of the cylinder 1, and, on the other hand, by a pipe 46, with an exhaust manifold (not shown) connected to the exhaust pipe 18 above.
  • a pipe 41 which leads to a rotary shutter 42, for example, a bushel turning three tracks, which is interposed on the discharge pipe 130 mentioned above, 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 bushel three-way, the latter communicating, on the one hand,
  • the lower bushel 42 communicates the first stage 14b of the compressor 14 with the line 41, while closing the passage to the second floor 14a, while the bushel upper 44 communicates line 43 with the pipe exhaust 46, while closing the passage to the pipe 45 which opens at the bottom of the 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 the remainder of the mixture of air and flue gases in this volume 40 thus being evacuated to the outside and replaced by fresh air.
  • bushels 42 and 44 close off all communication, the rotation of the bushels being able to be enslaved to the rotation of the crankshaft 9, or controlled by a central unit of electronic management.
  • the engine piston 4 When the engine piston 4 arrives substantially at the end of relaxation, the engine piston 4 discovers the opening of the pipe 45 and the combustion gases under pressure in the cylinder 1 then escape through this pipe 45 and pass through the shutter 44 to the additional volume 40, the upper shutter 44 being in a closed position of the exhaust pipe 46. Simultaneously, the shutter 42 closes the passage of the pipe 41, so that the flue gases compress the air that is in the additional volume 40 and enter it partially.
  • the engine piston 40 also discovers the exhaust manifold 18, to evacuate the rest of the flue gases, which are driven out 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 bushel 44 closes any communication and the lower bushel 42 opens the passage between the first and second stages of the compressor, while now closed the passage to Line 41, so that the mixture under pressure air and flue gas, which was in the volume additional 40 is trapped there.
  • the scan of cylinder 1 is ends and the latter begins to fill with fresh air to the high pressure delivered by the compressor 14.
  • the compressor piston 112 When the compression phase begins in the cylinder, the compressor piston 112 represses the compressed air in the first stage 14b to the second stage 14a, through the lower bushel 42 which keeps open the communication of Line 130, while now closed the passage to Line 41. Simultaneously, the upper bushel 44 opens the passage between the additional volume 40 and the cylinder 1, while keeping the passage towards the exhaust pipe 46, so that the air and gas mixture burned that is trapped in volume 40 can escape through pipes 43 and 45 in the cylinder 1, which achieves both a supercharging in cylinder 1 and a recovery of energy from exhaust puffs.
  • exhaust manifold 18 and line 45 are closed by the engine piston 4 and the bushels 44 and 42 are move progressively towards the position that puts in communication the first stage 14b of the compressor with the exhaust 46.
  • the bi-stage compressor 14 presents less effective than in the case of Figure 8, because part of the compression stroke of the first stage 14b of the compressor 14 is used to scan the additional volume 40.
  • the three variants shown respectively in FIGS. 12 correspond to the variants represented in FIGS. 1, 4 and 8 of FIG. looped motor. In these circumstances, the operation of the uniflow M2 motor will be described only once for all of these three variants.
  • intake duct 16 opens on an annular ring 117 surrounding the lower part of the cylinder 1, said ring 117 having a plurality of lights (not shown) that partially open 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 the cylinder 1 and has at least one valve 118a which is controlled by all adapted way.
  • the one or more 118a exhaust valves are closed, as well as the lights which are blocked by the piston body of the engine. end of expansion of the engine piston 4, the exhaust valve or valves 118a open, to evacuate the burnt gases, and the engine piston 4 discovers the lights of the intake crown 117, so that the compressed air coming from the compressor 14 flushes up the gases burned towards the exhaust. The filling of the cylinder 1 in combustion air continues until the beginning of compression of the piston motor 4, as long as the intake lights remain uncovered by the engine piston 4.
  • the motor M2 is also equipped with a device for recovering energy from puffs exhaust and partial recycling of the exhaust gas.
  • This device comprises an additional volume 140 which is formed by a adapted section pipe communicating at both ends with a rotary shutter 142, 144 which can be constituted by a bushel rotating several ways.
  • the upper bushel 144 communicates, in addition, with the exhaust pipe 118, downstream of the exhaust valve (s) 118a provided at the top of the cylinder 1, and with two other pipes 145 and 146 which end to an exhaust manifold, not shown.
  • the lower bushel 142 communicates, moreover, with a pipe 141 which opens at the bottom of the cylinder 1, above of the intake ring 117, and with the intake pipe 16.
  • the rotary movements of the bushels 142, 144 are linked by in all appropriate ways, known to those skilled in the art and therefore not described, to the rotary motion of the crankshaft 9, in ratio 1/1 or different from 1/1, phased or out of phase with the movement of the crankshaft.
  • the positions of the two stages 14a and 14b of the compressor 14 are reversed relative to the piston of compressor 112.
  • the inlet pipe 16 communicates with the 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 the crankshaft 9, is supplied with air through the suction line 115.
  • the operation the compressor 14 is reversed, and the crankpin 8 of the crankshaft must be out of phase with an angle ⁇ of approximately 90 ° with respect to the eccentric 10, in the direction of rotation F of the crankshaft 9.
  • valve 118a or the exhaust valves that are eventually provided are closed as well as bushels 142 and 144.
  • the 118a exhaust valves open and top shutter 144 rotates, for example in the same direction as the crankshaft 9, to make communicate the exhaust pipe 118 with the pipe 140 forming the additional volume.
  • the lower bushel 142a also turned the same amount in the same direction but this did not brought no communication of pipelines. It results that a puff of gas burned under pressure is repressed via the exhaust pipe 118 in the pipe 140, which compresses the air in it while introducing a portion of gas burned, corresponding to the angular period of transfer.
  • FIGS. 14 and 15 show the application of the invention to an M3 engine of the two-stroke single-cylinder type and to exhaust and intake valves.
  • Figures 14 and 15 show two variants that correspond to the variants of FIGS. 10 and 11 of the motor M2 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 is provided one or more intake valves 217.
  • the operation of this type of engine is similar to the previous ones.
  • an M4 compressor motor is shown two-stage that can be used both for a two-stroke engine than for a four-stroke engine.
  • the elements of this M4 engine which identical to those of the engines previously described, bear the same reference numbers.
  • Figures 18 to 25 show the different phases of the cycle of operation of a four-stroke M4 engine of the type to exhaust and intake valves and single stage compressor comprising a tilting compressor piston.
  • the M4 engine may include one or more cylinders. The four-stroke engine operation will now be described in reference to Figures 18 to 25.
  • the engine piston 4 is at the end of compression, at its PMH, while the compressor piston 12 is at its PMB, 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 flap of 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 filling rate of the cylinder.
  • the position shown in Figure 18 corresponds to the ignition of the fuel mixture in the chamber of combustion.
  • the chamber 14a of the compressor 14 is filled with fresh air, while the pipeline intake is filled with compressed hot air.
  • crankshaft 9 As illustrated in FIG. 18, the rotation of the crankshaft 9 is done clockwise, illustrated by the arrow F.
  • the chamber of combustion 5 is filled with flue gases that are starting to escape by the exhaust manifold 118, as illustrated by the arrow F2, to following the opening of the exhaust valve 118a which is moves in its lower position as shown in Figure 19.
  • the intake valve 15a remains closed, but the discharge valve 16a opens, allowing compressed air to be forced back into the chamber of compressor 14a to the inlet pipe 16 which already contains compressed air.
  • supercharged air is obtained in the intake duct 16, as illustrated by the arrow F1.
  • the engine piston 4 arrives at its PMB, as illustrated in Figure 20 after rotation of approximately 30 ° additional 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 chamber of compression 14a.
  • the inlet valve 15a remains closed and the flap of backflow 16a remains open to finish overcompressing the air in the intake duct 16, as indicated by the arrow F1.
  • the flue gases continue to escape through the tubing exhaust 118, in the direction of the arrow F2.
  • the engine piston 4 during its phase of compression of the combustion chamber, just repress the burnt gases to the exhaust manifold 118.
  • the crankshaft turned about 160 ° further.
  • the compressor piston 12 has tilted around its upper portion, then around its lower portion, to reach a detent position of the compression chamber 14a.
  • the suction valve 15a is open and the discharge valve 16a is closed, to suck air fresh, as indicated by the arrow F3 in the compression chamber 14a.
  • 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 shown 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 cycle time at four time.
  • the crankshaft 9 has rotated by one twenty additional degrees, to begin the phase of 4.
  • the valve exhaust 118a has closed, but the intake valve remains opened.
  • the discharge valve 16a also opens to push back the fresh air contained in the compression chamber 14a in the intake duct 16, as indicated by the arrow F1.
  • the combustion chamber 5 was filled with hot compressed air from, on the one hand, compressed air contained in the pipe 16 and, on the other hand, the 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 may be equipped with injectors, for direct injection or indirect use of gasoline or diesel, or work with blends starburés.
  • a four-motor M is shown cylinders 1 in line, comprising four compressors 14 of the single-stage type tilting compressor piston, whose rods 11 are offset from the axis of the respective cylinder, the compressors 14 being arranged alternately on each lateral face of the cylinder block 2.
EP00400004A 1999-01-07 2000-01-04 Moteur compressé à combustion interne à deux ou à quatre temps Expired - Lifetime EP1018597B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
FR9900093 1999-01-07
FR9900093A FR2788306B1 (fr) 1999-01-07 1999-01-07 Moteur compresse a combustion interne a deux temps
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 EP1018597A1 (fr) 2000-07-12
EP1018597B1 true EP1018597B1 (fr) 2005-03-30

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EP00400004A Expired - Lifetime EP1018597B1 (fr) 1999-01-07 2000-01-04 Moteur compressé à combustion interne à deux ou à quatre temps

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

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FR2833647A1 (fr) 2001-12-17 2003-06-20 Daniel Drecq Moteur a combustion interne entrainant un compresseur
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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
CN102575520A (zh) * 2009-08-17 2012-07-11 英瓦卡尔公司 压缩机
CN102892993B (zh) * 2010-02-17 2014-12-10 普瑞马维斯（股份）责任有限公司 低消耗、低排放两冲程发动机
JP5758711B2 (ja) * 2011-06-20 2015-08-05 廣海 礒崎 エンジン
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CN104220748B (zh) 2012-02-03 2017-06-06 英瓦卡尔公司 泵送装置
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
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
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
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
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
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CN104989523B (zh) * 2015-08-03 2018-02-27 湖州新奥利吸附材料有限公司 一种内燃机
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JP6295487B1 (ja) * 2017-10-24 2018-03-20 正裕 井尻 内燃機関
CN112771260B (zh) * 2018-07-11 2022-11-29 海佩尔泰克方案股份责任有限公司 二冲程内燃发动机和相关致动方法
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Also Published As

Publication number Publication date
WO2000040845A2 (fr) 2000-07-13
CN1377442A (zh) 2002-10-30
AR022211A1 (es) 2002-09-04
KR20010089789A (ko) 2001-10-08
FR2788307B1 (fr) 2001-03-09
CN1175172C (zh) 2004-11-10
EP1018597A1 (fr) 2000-07-12
JP2003516490A (ja) 2003-05-13
FR2788307A1 (fr) 2000-07-13
WO2000040845A3 (fr) 2002-10-31
US6352057B1 (en) 2002-03-05
ATE292236T1 (de) 2005-04-15
BR0007418A (pt) 2001-10-16
DE60018996D1 (de) 2005-05-04

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