EP1297248A1 - Cycle de fonctionnement d'un moteur thermique, notamment d'un moteur a combustion interne, et moteur a combustion interne - Google Patents

Cycle de fonctionnement d'un moteur thermique, notamment d'un moteur a combustion interne, et moteur a combustion interne

Info

Publication number
EP1297248A1
EP1297248A1 EP01945872A EP01945872A EP1297248A1 EP 1297248 A1 EP1297248 A1 EP 1297248A1 EP 01945872 A EP01945872 A EP 01945872A EP 01945872 A EP01945872 A EP 01945872A EP 1297248 A1 EP1297248 A1 EP 1297248A1
Authority
EP
European Patent Office
Prior art keywords
gas
internal combustion
compression
combustion engine
piston
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01945872A
Other languages
German (de)
English (en)
Inventor
Lars Göran Bertil HEDELIN
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority claimed from PCT/SE2001/001507 external-priority patent/WO2002002918A1/fr
Publication of EP1297248A1 publication Critical patent/EP1297248A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • 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
    • 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 to a working cycle for a heat engine, especially an internal combustion engine, in accordance with the preamble of claim 1, and to an internal combustion engine in accordance with the preamble of claim 8.
  • Heat engines e.g. internal combustion engines of the reciprocating piston type
  • Heat engines have been used extensively for a long time for driving a wide range of machinery, both stationary, e.g. generators, pumps, and compressors, and movable, e.g. land, sea, and aerial vehicles.
  • stationary e.g. generators, pumps, and compressors
  • movable e.g. land, sea, and aerial vehicles.
  • the two principal working cycles are the Otto cycle and the Diesel cycle. Both these cycles have been used in both two- and four-stroke variants.
  • the principal, ideal working cycle includes isentropic compression of the gas, isochoric addition of heat to the gas, isentropic expansion of the gas, and isochoric return of the gas to its condition at the start of the working cycle.
  • the working medium is an ideal gas having constant specific heats c p , C v , there are no heat, gas or flow losses, the addition and dissipation of heat is instantaneous, and there is no residual gas.
  • An object of the present invention is to provide a working cycle for a heat engine, said working cycle enabling an increase in the thermal efficiency of the engine in comparison to previously known heat engines. This object is achieved by a working 5 cycle in accordance with claim 1.
  • Another object of the present invention is to provide a working cycle for an internal combustion engine of the reciprocating piston type, said working cycle enabling an increase of the thermal efficiency of the engine in comparison to a conventional 0 engine, said working cycle being applicable to both spark ignition and compression ignition engines of both two- and four-stroke types.
  • a working cycle as defined above said working cycle being characterized by the features defined in claim 2.
  • Another object of the present invention is to provide an internal combustion engine having increased thermal efficiency compared to a conventional engine, said engine of the present invention being either a spark ignition or a compression ignition engine of the two- or four-stroke type.
  • Fig. 1 is a temperature-entropy diagram for the working cycle according to the invention
  • Fig. 2 is a pressure-volume diagram for a working cycle according to Fig. 1
  • Fig. 3a-e are highly schematic longitudinal sections through an engine working according to the working cycle of the present invention in various stages of the working cycle
  • Fig. 4 is a temperature-entropy diagram for a working cycle according to a second embodiment of the invention
  • Fig. 5 is a pressure-volume diagram for the working cycle according to the second embodiment of the invention
  • Fig. 6a-c show diagrams of pressure vs. crankshaft angle for cycle processes A and B and the combined working cycle according to the second embodiment of the present invention
  • Fig. 7 is a pressure-volume diagram of the compression stroke of the working cycle of the second embodiment of the invention.
  • Figs. 8a-e are highly schematic longitudinal sections through an engine working according to the working cycle of the second embodiment of the invention in different stages of the working cycle
  • Fig. 9 is a pressure-crankshaft angle diagram for an engine in accordance with Figs. 10-13a,
  • Figs. 10-13 show cross sections through an internal combustion engine according to the invention in different stages of the working cycle
  • Figs. 11a, 12a and 13a show enlarged portions of Figs. 11, 12, and 13, respectively,
  • Fig. 14 shows a section through a modified embodiment of an engine according to the present invention, with the piston in its top dead centre position
  • Fig. 14a shows a section along the line XIV-XTV in Fig. 14,
  • Fig. 14b shows an enlarged section of a part of the engine according to Fig. 14, with the piston approx. 10 crankshaft degrees before top dead centre position
  • Fig. 15 shows a section through another internal combustion engine according to the invention, said engine being of the two-stroke type with spark ignition, at the beginning of the compression stroke
  • Fig. 16 shows a section corresponding to Fig. 15 but with the engine in a position during the last part of the compression stroke
  • Fig. 16a is an enlarged view of the marked area in Fig. 16,
  • Figs. 17, 17a show sections through a four-stroke engine according to a further modified embodiment of the present invention in positions at the beginning and towards the end of the compression stroke, respectively,
  • Fig. 18 shows a cross section through a modified four-stroke engine according to the invention
  • Fig. 19 shows a cross section through a further modified four-stroke engine according to the invention.
  • Fig. 1 shows a temperature-entropy diagram of a working cycle according to the invention.
  • the curves marked A and B, respectively, refer to part processes performed in different parts of an internal combustion engine, as will be described in more detail below.
  • the numbers in circles denote specific points and are used as indexes in the description below.
  • the process A includes a compression from point 1 to point 3 including addition of compression heat Q addA
  • the process B includes a compression from point 1 to point 2, which is considerably less than the compression according to process A.
  • the process B includes an increase m pressure by addition of heat Q a ddB > so that the processes A and B meet at the point 3. From that point there is a common expansion to point 4, where the remaining heat Qdiss is dissipated from point 4 to point 1, whereupon the processes start all over again.
  • a heat engine in the form of a very schematic internal combustion engine 1 having two cylinders 2 and 3, in which pistons 4 and 5, respectively, are movable in an upward and downward direction.
  • the pistons 4, 5 are by means of connecting rods 6 and 7, respectively, connected to a crankshaft 8 in the lower part of the engine.
  • a cylinder head 9 is shown closing off the upper portion of cylinders 2, 3.
  • the pistons 4, 5 are shown as they start their movement upwards in cylinders 2, 3, respectively.
  • the flap 11 is in its closed position, as shown in Fig. 3b, so that the connection channel 10 is closed.
  • the gas enclosed in cylinder 2 above piston 4 will be compressed separately from the gas enclosed in the cylinder 3 above piston 5.
  • the two masses of gas in the cylinders 2, 3 will be compressed differently.
  • the compression ratio in cylinder 2 will be substantially higher than the compression ratio of the gas in cylinder 3, as can be seen in Fig. 3c, i.e. the compression volume V CB in cylinder 2 is smaller than the compression volume V CA U cylinder 3.
  • FIGs. 4-8 relate to a second embodiment of the working cycle according to the invention. This embodiment is also mostly theoretical, and the engine shown in Fig. 8a-e is very schematically illustrated.
  • Figs. 4-8 the same reference numerals are used as in Figs. 1-3, with reference numerals added for elements not having any correspondence in Figs. 1-3.
  • the process A includes, as before, a compression from point 1 to point Is and further to point 3, whereas the process B includes a compression from point 1 to point Is, and from there to point 2.
  • the two processes A and B are parallel, but from point Is the two processes are separate, and, as can be seen, the compression according to the process B from point Is to point 2 gives a considerably lower compression than the compression according to process A.
  • the process B includes an increasing pressure by additional heat, as described above in connection with Figs. 1-3.
  • the processes A and B are performed together as one process in the same manner as described above in connection with Figs. 1-3.
  • Figs. 6a-c show pressure-piston position diagrams for the process A, the process B and the combination of the two processes, respectively.
  • Fig. 7 shows a pressure-volume diagram of the compression stroke of the working cycle.
  • a predetermined value of the nominal compression ratio may be achieved with other values of the compression ratios for process A and process B.
  • FIGs. 8a-e there is shown very schematically an internal combustion engine in which the working cycle according to Figs. 4-7 is performed.
  • the reference numerals used in Figs. 8a-e are the same as used in Figs, la-e, but extra numerals are used for elements not found in Figs. 3a-e.
  • pistons 4, 5 in cylinders 2, 3 are situated in a position to uncover inlets 19 and outlets 20, so that gas change can take place in the engine.
  • the flap or valve 11 is open. From that point, there will be a common compression of the gas in cylinders 2, 3 during a portion if the stroke of pistons 4, 5 along the adiabat corresponding to the nominal compression ratio of the engine.
  • Fuel is then added to the gas in cylinder 3 above piston 5 by means of a fuel injector 21, whereupon the fuel-gas mixture is ignited by means of a spark plug 22.
  • valve 11 is opened, as shown in Fig. 8e, so that the gas portions will be mixed, in the compression volume corresponding to the nominal compression ratio of the engine and will then expand together, as shown with the arrows 14.
  • the pistons 4, 5 have reached a position to uncover the inlets 19 and the outlets 20, so that gas change can be performed again. Thereafter the sequence is repeated.
  • Fig. 9 there is shown a pressure-crankshaft angle diagram over the working cycle of the engine of Figs. 10- 13 a.
  • the gas is divided into two portions, one of which is compressed to a high compression ratio, whereas the other gas portion is provided with fuel that is ignited in order to raise the compression pressure at substantially the same rate as for the first gas portion.
  • a point shortly before top dead centre designated 23 in Fig. 9 and called the release point, some gas from the highly compressed gas portion is allowed to flow into the second gas portion in order to enhance the mixture of gas and fuel, as will be described in more detail below.
  • a curve 24 which relates adiabatic compression according to the nominal compression ratio of the engine. The process after top dead centre is substantially as described above, i.e. the two gas portions are expanded together in order to produce work.
  • the engine illustrated in Figs. 10- 13a has an engine block 25 and a crankcase 25a.
  • a cylinder liner 26 in which a piston 27 is movable up and down.
  • the piston 27 is, by means of a connecting rod 28, connected to a crankshaft 29, which is running in bearings (not shown) in the engine block 25 and the crankcase 25a.
  • An inlet 30 and an outlet 31 are arranged in the engine block 25 and the cylinder liner 26, but, for the sake of clarity, no inlet system or outlet system is shown, as they may be of conventional type and do not form any part of the invention. From the position of the inlet 30 and the outlet 31 it is clear that the engine is working according to the two-stroke working cycle.
  • a cylinder head 32 closing the upper end of the cylinder liner 26.
  • a fuel injector 33 for injecting fuel into the combustion chamber of the engine.
  • the cylinder head 32 is an insert, which is inserted into the upper part of the engine block 25. Cooling passages 34 and 35 are arranged both in the cylinder head 32 and in the engine block 25 around the upper portion of the cylinder liner 26.
  • the upper surface of the piston 27 and the lower surface of the cylinder head 32 define, together with the peripheral wall of the cylinder liner 26, the combustion chamber 36.
  • the combustion chamber 36 is connected to the inlet 30 and the outlet 31, so that gas change can be performed in the combustion chamber 36.
  • the piston 27 On its upper surface, which defines the combustion chamber 36, the piston 27 is provided with a protrusion 37.
  • the protrusion 37 is coaxial to the piston 27 and substantially cylindrical and provided with a sHghtly concave upper surface 38.
  • the surface 38 may have other shapes, e.g. flat or convex.
  • the protrusion 37 is defined peripherally by a substantially cylindrical peripheral surface 39, and radially outside the peripheral surface 39 there is a ring shaped surface 40, which in the shown embodiment is shaped as a truncated cone having a large top angle.
  • the protrusion 37 may, of course, be differently shaped. Its cross section shape may be other than chcular-cylindric, and it may be placed differently from centrally on the piston 27. Further, the ring-shaped surface 40 may be flat or shaped in a different way.
  • the inside of the cylinder head 32 is formed with a cylindrical surface 41 and a ring-shaped surface 42 for cooperation with the peripheral surface 39 and the ring- shaped surface 40 of the piston 27, as will be described in more detail below.
  • the cylinder head 32 is shaped with a recess 43, which is defined by the cylindrical surface 41 and the inside of the cylinder head 32 above the cylindrical surface 41.
  • the fuel injector 33 extends into the recess 43.
  • the combustion chamber 36 is divided into two portions, where one portion is the recess 43 and the other portion is a ring-shaped chamber 44 between the ring-shaped surfaces 40 and 42 (see Fig. 1 la).
  • a protective coating 45 e.g. made of a heat-resistant material, such as a ceramic material. The reason for this is to make it possible to use higher temperatures during the operation of the engine.
  • the ring-shaped surface 40 and the peripheral surface 39 of the piston 27 are provided with a protective coating 46.
  • the protective coating 45 of the cylinder head extends a short distance down into the cylinder.
  • Figs. 13 and 13a which show the piston 27 in its top dead centre.
  • This small gap 47 will allow some of the highly compressed gas in the ring-shaped chamber 44 to flow through the gap 47 and into the recess 43.
  • some of the gas from the chamber 44 which is very Mghly compressed and very hot, may flow through the gap 47 into the recess 43 in order to enhance the combustion in recess 43.
  • the combustion has already started in recess 43, and the piston 27 will start its downward motion under the influence of the pressure of the combustion gases in the recess 43.
  • Figs. 14, 14a, and 14b show a piston 48 and a cylinder head 49, which are shghtly modified in relation to the corresponding parts according to Figs. 10-13a.
  • the protrusion 50 is shaped as an insert that is welded into the crown of the piston. This makes it possible to use another material for the protrusion 50 and for the rest of the piston 48.
  • the cylinder head 49 is provided with a groove 51 which extends along a part of the cylindrical surface 52 and which is intended to create a guided flow of gas through the gap 47, described in connection with Figs. 10- 13 a. In this way it is possible to further enhance the mixing of gas and fuel in the recess 43, in order to get a better combustion.
  • the shape and size of the groove 51 it is possible to create different flow patterns to suit different circumstances.
  • Figs. 15, 16, and 16a show another embodiment of an internal combustion engine according to the invention.
  • the engine includes an engine block 53, a crankcase 54 and a cylinder head 55.
  • a crankshaft 56 is rotatably supported in the crankcase 54.
  • the crankshaft 56 carries a connecting rod 57, at the other end of which a piston 58 is arranged.
  • the cylinder head 55 is provided with a sparl ⁇ lug 59 and a fuel injector 60.
  • the upper surface of the piston 58 and the lower surface of the cylinder head 55 define, together with the peripheral wall of the cylinder, a combustion chamber 61.
  • the combustion chamber 61 is connected by an inlet channel 62 to an air supply device 63 and by an outlet channel 64 to an exhaust system 65.
  • the upper surface of the piston 58 is provided with a protrusion 66, which is coaxial to the piston 58 and is provided with a substantially flat upper surface 67.
  • the pro- trusion 66 is defined peripherally by a substantially cylindrical peripheral surface 68, and radially outside this surface there is a ring-shaped surface 69, which in the embodiment shown is shaped as a truncated cone having a large top angle.
  • the inside of the cylinder head 55 has a cylindrical surface 70 and a ring-shaped surface 71 for cooperation with the peripheral surface 68 and the ring-shaped surface 69 of the piston 58. Above the cylindrical surface 70 the cylinder head 55 has a recess 72 into which the sparkplug 59 and fuel injector 60 extend.
  • the piston 58 When the crankshaft 56 rotates from the position of Fig. 15, the piston 58 will be moved upwardly in the cylinder by means of the connecting rod 57. When the inlet channel 62 and the outlet channel 64 have been closed by the piston, the air present in the combustion chamber 61 will be compressed. When the piston 58 has reached the position of Fig. 16, the protrusion 66 will begin to enter the recess 72 in the cylinder head 55. As can be seen in Fig. 16 and in more detail in Fig. 16a, the peri- pheral surface 68 of the protrusion 72 fits with a small gap against the cylindrical surface 70 in the recess 72. This means that the combustion chamber 61 is divided into two portions, where one portion is the recess 72 and the other portion is a ring- shaped chamber 73 between the ring-shaped surfaces 69 and 71.
  • the compression ratio for the air in the recess 72 from the position according to Figs. 6 and 6a to the top dead centre of the piston 58, may be 1.3, while the compression ratio for the air in the ring-shaped chamber 73 during the same period may be 5.
  • Figs. 17 and 17a show parts of an internal combustion engine of the four-stroke type, which means that the engine includes and inlet valve 74 and an outlet valve 75. It should also be noted that in this embodiment the location of the recess and the protrusion has been exchanged.
  • the piston 76 is provided with a recess 77, while the cylinder head 78 is provided with a protrusion 79.
  • Figs. 17 and 17a also show that the piston may have the recess while the cylinder head is provided with the protrusion.
  • the function and the working cycle of the engine according to this embodiment is analogue to what has been described previously in relation to Figs. 10-16.
  • Fig. 18 shows an internal combustion engine of the four-stroke diesel type.
  • the upper surface of the piston 80 is flat and the recess 81 has a conical shape.
  • a fuel injector 82 extends into the recess 81, and in this case the compression ratio has been chosen comparatively high so that the pressure and temperature after compression in the recess 81 is high enough to cause self-ignition in the recess 81.
  • Fig. 19 shows a further modified internal combustion engine according to the invention.
  • This engine is of the four-stroke Otto-type, and in this embodiment the piston 83 has an upper surface consisting of different parts.
  • the upper surface of the protrusion 84 consists of two surfaces 84a and 84b, which are flat surfaces that are inclined to each other.
  • the ring-shaped surface 85 surrounding the protrusion 84 consists of two flat portions 85 a, 85b, which are inclined in relation to each other.
  • the engine shown in Fig. 19 corresponds closely to the engines described above, and also the working cycle performed in the engine according to Fig. 19 corresponds to the working cycle performed in the engines according to the previously described embodiments.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

La présente invention concerne un cycle de fonctionnement d'un moteur thermique, notamment du type à piston alternatif, ayant un gaz comme agent opérationnel. Ce cycle de fonctionnement comprend : la compression isentropique du gaz, l'addition isochorique de la chaleur au gaz, l'expansion isentropique du gaz et le retour isochorique du gaz à son état initial. L'invention est caractérisée en ce que le gaz, avant ou pendant la compression, est divisé en deux fractions; en ce que les fractions de gaz sont comprimées à des degrés différents ; en ce que la chaleur est ajoutée seulement ou principalement à la fraction de gaz de plus faible compression, et en ce que les deux fractions de gaz sont réunies et sont détendues ensemble.
EP01945872A 2000-07-04 2001-06-29 Cycle de fonctionnement d'un moteur thermique, notamment d'un moteur a combustion interne, et moteur a combustion interne Withdrawn EP1297248A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
SE0002520 2000-07-04
SE0002520A SE522254C2 (sv) 2000-07-04 2000-07-04 Arbetscykel för en värmemotor, särskilt en förbränningsmotor, och en förbränningsmotor
PCT/SE2001/001507 WO2002002918A1 (fr) 2000-07-04 2001-06-29 Cycle de fonctionnement d'un moteur thermique, notamment d'un moteur a combustion interne, et moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1297248A1 true EP1297248A1 (fr) 2003-04-02

Family

ID=20280363

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01945872A Withdrawn EP1297248A1 (fr) 2000-07-04 2001-06-29 Cycle de fonctionnement d'un moteur thermique, notamment d'un moteur a combustion interne, et moteur a combustion interne

Country Status (2)

Country Link
EP (1) EP1297248A1 (fr)
SE (1) SE522254C2 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1669675A (en) * 1928-01-30 1928-05-15 Samuel W Rushmore Internal-combustion engine
GB467375A (en) * 1936-02-22 1937-06-16 Lang Franz Improvements in internal combustion engines of the liquid fuel injection compression-ignition type
US2222441A (en) * 1939-02-17 1940-11-19 William L Nawman Engine ignition means
GB529858A (en) * 1938-06-16 1940-11-29 Roger Adolphe Leonard Seligman Improvements in internal combustion engines operating with liquid fuel injection
US2224973A (en) * 1938-05-02 1940-12-17 David G Lorraine Internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1669675A (en) * 1928-01-30 1928-05-15 Samuel W Rushmore Internal-combustion engine
GB467375A (en) * 1936-02-22 1937-06-16 Lang Franz Improvements in internal combustion engines of the liquid fuel injection compression-ignition type
US2224973A (en) * 1938-05-02 1940-12-17 David G Lorraine Internal combustion engine
GB529858A (en) * 1938-06-16 1940-11-29 Roger Adolphe Leonard Seligman Improvements in internal combustion engines operating with liquid fuel injection
US2222441A (en) * 1939-02-17 1940-11-19 William L Nawman Engine ignition means

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO0202918A1 *

Also Published As

Publication number Publication date
SE0002520L (sv) 2002-01-05
SE522254C2 (sv) 2004-01-27
SE0002520D0 (sv) 2000-07-04

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