EP3788244B1 - Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne - Google Patents

Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne Download PDF

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Publication number
EP3788244B1
EP3788244B1 EP18726202.7A EP18726202A EP3788244B1 EP 3788244 B1 EP3788244 B1 EP 3788244B1 EP 18726202 A EP18726202 A EP 18726202A EP 3788244 B1 EP3788244 B1 EP 3788244B1
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EP
European Patent Office
Prior art keywords
exhaust valve
combustion
piston
combustion piston
valve
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EP18726202.7A
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German (de)
English (en)
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EP3788244A1 (fr
Inventor
Jörgen STRANDBERG
Thomas Hägglund
Magnus Sundsten
Edward Winter
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Wartsila Finland Oy
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Wartsila Finland Oy
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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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/08—Safety, indicating, or supervising devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L13/00—Modifications of valve-gear to facilitate reversing, braking, starting, changing compression ratio, or other specific operations
    • F01L13/0005—Deactivating valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F01L9/16—Pneumatic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for

Definitions

  • the present disclosure relates to four-stroke reciprocating internal combustion piston engines and more particularly to a method for starting such an engine.
  • the present disclosure further concerns a four-stroke reciprocating internal combustion piston engine for implementing the method.
  • water or other liquids may in some instances accumulate within the combustion cylinder of the engine during a standstill. In the case of four-stroke engines, this may lead to engine failure, if the liquid in the combustion cylinder is not discharged before starting the engine. This is because any liquids, being generally non-compressible, residing in the combustion cylinder results in a critically high cylinder pressure during a compression stroke of the engine when it is started.
  • An object of the present disclosure is to provide a method for starting a four-stroke reciprocating internal combustion piston engine in which any remaining liquid contents is expelled from the combustion cylinder, so as to prevent possible damage to the engine.
  • An engine where liquids are expelled from the combustion cylinder via dedicated drain valves is disclosed in US 3 572 306 A .
  • the disclosure is based on the idea of providing an airflow into the combustion cylinder during an instroke of the respective piston, so as to expel any remaining liquid from the combustion cylinder via the exhaust valve.
  • An advantage of provided by the disclosure is that no separate purging valve is required for expelling the liquid.
  • a method for starting a four-stroke reciprocating internal combustion piston engine is provided.
  • a crankshaft is rotated and during an instroke, i.e. during a movement away from the crankshaft, of a combustion piston 4 within a combustion cylinder 3, a respective exhaust valve 7 is maintained in an open position
  • an airflow is provided into said combustion cylinder 3 from an air valve 8, so as to expel any remaining liquid contents from said combustion cylinder 3 to an exhaust port past the exhaust valve.
  • expelling liquid contents to the exhaust port instead of the intake port removes the need to provide further arrangement in connection with the intake port in order to drain the liquid contents therefrom.
  • liquid contents encompasses, among other, water contents, such as fresh water, salt water and water solutions including coolant liquid used in a coolant circulation of the engine.
  • Said instroke is a compression stroke of the combustion piston 4. This is particularly advantageous, as the exhaust valve is not typically open during normal operation of the engine. That is, during a start-up of an engine, damage caused by liquid contents in the combustion cylinder 3 typically occurs during the compression stroke.
  • the exhaust valve 7 is operated with an independent exhaust valve actuator 7a. That is, the exhaust valve 7 may be operated independently from the position of the crankshaft, for example with a hydraulic or pneumatic actuator. Particularly, when an independent exhaust valve actuator 7 is used, the exhaust valve 7 may be maintained in in the open position at least until said combustion piston 4 reaches an uppermost clearance position.
  • airflow may be provided starting from a movement of the combustion piston 4 immediately preceding the combustion piston 4 reaching the uppermost clearance position, said movement corresponding to a 1/2 stroke of the combustion piston 4, preferably 1/4 stroke of the combustion piston (4), more preferably 1/8 stroke of the combustion piston 4.
  • the uppermost clearance position is a position of the combustion piston 4 corresponding to a 1/5 - 1/10 stroke thereof preceding a point at which said combustion piston 4 would coincide with the exhaust valve 7 in an open position. This is particularly advantageous when the structure of the engine does not allow to maintain the exhaust valve 7 in an open position when the combustion piston 7 is in its TDC.
  • the uppermost clearance position may be the TDC of the combustion piston 4. This is particularly advantageous when the structure of the engine allows maintaining the exhaust valve 7 in an open position when the combustion piston 7 is in its TDC.
  • the exhaust valve 7 may be moved to a safety position during said instroke, by retracting the independent exhaust valve actuator 7a and by extending, or maintaining extended, a safety actuator 7b
  • the safety position of the exhaust valve 7 is configured such that the exhaust valve 7 remains partially open, while a clearance remains between the exhaust valve 7 and the respective combustion piston 4 in the TDC thereof.
  • the safety actuator 7b allows the exhaust valve 7b to remain partially open for a longer period during the instroke, without risking collision with the combustion piston 4, thus improving the removal of liquid.
  • Exemplary embodiments of the safety actuator 7b are described at a further stage of this description with reference to Fig 6 and Fig. 7 .
  • said exhaust valve 4 is maintained in the safety position when said piston 4 reaches the uppermost clearance position. This provides a longer time period for the airflow to flush liquid contents form the combustion cylinder 3
  • said exhaust valve 7 may be closed when said piston 4 reaches the uppermost clearance position. This may be done regardless of whether a safety actuator 7b is provided or used.
  • the airflow into said combustion cylinder 3 is provided during either, or both, of a compression stroke and an exhaust stroke of the combustion piston 4.
  • the airflow is a starting air flow and the air valve 8 is a starting air valve.
  • the crankshaft 2 is rotated by providing a starting air flow to the combustion cylinder 3 during either or both of a power stroke and an intake stroke of said combustion cylinder 3.
  • crankshaft 3 may be rotated by a separate starter motor.
  • a four-stroke reciprocating internal combustion piston engine 1 is provided.
  • the benefits and advantages of the embodiments and their variants discussed in connection with the first aspect of the present disclosure are equally applicable to the corresponding embodiment and their variants of the second aspect of the present disclosure.
  • the engine 1 comprises a crankshaft 2 and a crankshaft rotation means for rotating said crankshaft 2 without combustion.
  • the engine 1 further comprises at least a combustion cylinder 3 and a combustion piston 4 arranged within the combustion cylinder 3, said combustion piston being coupled to the crankshaft 2.
  • the engine 1 further comprises a cylinder head 5 equipped with at least an exhaust valve 7 corresponding the combustion cylinder 3 for selectively opening and closing a flow connection between the combustion cylinder 3 and an exhaust port, said exhaust valve 7 being equipped with a valve actuator 7a.
  • the engine 1 further comprises an air valve 8 configured for providing an airflow into the combustion cylinder 3, and a control means 9 operationally coupled at least to the valve actuator 7a for selectively opening and closing the exhaust valve.
  • the control means 9 are further operationally coupled to the air valve 8 for selectively enabling and disabling an airflow to the combustion cylinder 3.
  • the control means 9 are further configured to, during an instroke of the combustion piston 4 within the combustion cylinder 3, operate the valve actuator 7a so as to maintain the exhaust valve 7 in an open position.
  • the control means 9 are further configured to, during said instroke, operate the air valve 8 to provide an airflow into said combustion cylinder 3 so as to expel any remaining liquid contents from said combustion cylinder 3 to an exhaust port past the exhaust valve 7.
  • Said instroke is a compression stroke of the combustion piston 4.
  • the valve actuator 7a is an independent valve actuator 7a for selectively opening and closing the exhaust valve 7 by extending and retracting said independent valve actuator 7a, respectively. That is, the exhaust valve 7 may be operated independently from the position of the crankshaft, for example with a hydraulic or pneumatic actuator. Particularly, when an independent exhaust valve actuator 7 is used, the exhaust valve 7 may be maintained in in the open position at least until said combustion piston 4 reaches an uppermost clearance position.
  • control means 9 are further configured to operate the valve actuator 7a to maintain the exhaust valve 7 in the open position at least until said combustion piston 4 reaches an uppermost clearance position.
  • control means 9 are further configured such that said airflow is provided starting from a movement of the combustion piston 4 immediately preceding the combustion piston 4 reaching the uppermost clearance position, said movement corresponding to a 1/2 stroke of the combustion piston 4, preferably 1/4 stroke of the combustion piston 4, more preferably 1/8 stroke of the combustion piston 4.
  • the uppermost clearance position is a position of the combustion piston 4 corresponding to a 1/5 - 1/10 stroke thereof preceding a point at which said combustion piston 4 would coincide with exhaust valve 7 in an open position.
  • This is particularly advantageous when the structure of the engine does not allow to maintain he exhaust valve 7 in an open position when the combustion piston 7 is in its TDC.
  • the uppermost clearance position may be the TDC of the combustion piston 4. This is particularly advantageous when the structure of the engine allows maintaining the exhaust valve 7 in an open position when the combustion piston 7 is in its TDC.
  • the exhaust valve 7 may further be equipped with a safety actuator 7b for limiting the movement of the exhaust valve towards a closed position into a safety position by extending said safety actuator 7b.
  • the safety position of the exhaust valve 7 may be configured such that the exhaust valve 7 remains partially open, while a clearance remains between the exhaust valve 7 and the respective combustion piston 4 in the TDC thereof.
  • control means 9 may further be configured, during said instroke, to move the exhaust valve 7 to a safety position by retracting the independent exhaust valve actuator 7a and by extending, or maintaining extended, a safety actuator 7b.
  • control means 9 are advantageously further configured to maintain the exhaust valve 7 in the safety position when said piston 4 reaches the uppermost clearance position.
  • control means 9 are further configured to close the exhaust valve 7 when said piston 4 reaches the uppermost clearance position by retracting the independent valve actuator 7a, or retracting the independent valve actuator 7a and the safety actuator 7b. This may be done regardless of whether a safety actuator 7b is provided or used.
  • control means 9 are further configured to provide an airflow to the combustion cylinder 3 during either, or both, of a compression stroke and an exhaust stroke of the combustion piston 4.
  • the airflow is a starting air flow and the air valve 8 is a starting air valve.
  • the crankshaft rotation means are implemented by the control means 9 being further configured to provide a starting air flow to the combustion cylinder 3 during either, or both, of a power stroke and an intake stroke of the combustion piston 4.
  • crankshaft rotation means comprise a separate starter motor.
  • Fig.1 shows an embodiment of an internal combustion engine according to the present disclosure during an early stage of an instroke, depicted as a schematic illustration. That is, the crankshaft 2 of the engine 1 rotates and the combustion piston moves towards its TDC, thereby reducing the volume in the combustion cylinder 3.
  • the cylinder head 5 is equipped with an exhaust port 6 for exhausting combustion fumes.
  • the exhaust port is selectively opened or closed by the exhaust valve 7, actuated by the exhaust valve actuator 7a, in turn controlled by the control unit 9, to which it is operationally connected.
  • the cylinder head 5 is further equipped with an air valve 8 in connection with an intake port.
  • Fig. 1 may depict either an exhaust stroke or a compression stroke, in which the exhaust valve 7 is opened by the control unit 9 commanding the exhaust valve actuator 7a. No air is introduced into the combustion chamber via the air valve 8.
  • Fig. 2 shows an embodiment of an internal combustion engine according to the present disclosure during a late stage of an instroke, depicted as a schematic illustration. That is, the crankshaft 2 of the engine 1 still rotates and the combustion piston still moves towards its TDC, thereby further reducing the volume in the combustion cylinder 3.
  • FIG. 2 differing from the situation of Fig. 1 , an airflow is introduced into the combustion cylinder 3 via the air valve 8.
  • the introduced airflow flushes the combustion cylinder 3 and exhaust via the exhaust port 6, thus expelling any remaining liquid form the combustion cylinder 3.
  • Fig. 3 shows an embodiment of an internal combustion engine according to the present disclosure with the combustion piston in its TDC, depicted as a schematic illustration. That is, the piston has reached its position furthest away from the crankshaft, between the instroke and prior to the outstroke. Differing from the situations of Fig. 1 and Fig. 2 , Fig. 3 further illustrates the exhaust valve 7 being closed and the airflow 8 being interrupted. It should be noted, however, that alternatively that alternatively that the exhaust valve 7 may be maintained open or partially open, while the airflow from the air valve 8 may be continued for a while during the beginning of the outstroke in order to maximize the flushing effect of the airflow.
  • Fig. 4 shows an embodiment of an internal combustion engine according to the present disclosure during an early stage of an outstroke, depicted as a schematic illustration. That is, the combustion piston 4 is moving towards the crankshaft 2.
  • Fig. 4 may depict either an intake stroke or a power stroke, in which an airflow via the air valve 8 is introduced to the combustion cylinder 3, while the exhaust valve 7 is maintained closed.
  • Fig. 1 - Fig. 4 illustrate the air valve 8 in connection with an intake port
  • the air valve 8 may be provided separately from the intake port, i.e. so as directly introduce an airflow into the combustion cylinder 3. This provides the additional benefit that an airflow may be provided into the combustion cylinder 3 even when the combustion piston 4 is in its TDC without further consideration to a possible collision of an intake valve with the combustion piston.
  • Fig. 5 shows an alternative embodiment of an internal combustion engine according to the present disclosure with the combustion piston in its TDC, depicted as a schematic illustration. Particularly in Fig. 5 , the air valve 8 is provided separate from an intake valve.
  • a safety actuator 7b operationally coupled to the control unit 9, is provided is equipped with the exhaust valve.
  • Fig. 5 show the exhaust valve in its safety position, actuated by the safety actuator 7b, while a safety clearance remains between the exhaust valve and the combustion piston 4. This enables flushing any remaining liquid with an airflow when the combustion cylinder is in its TDC, even when the construction of the engine would not otherwise enable opening the exhaust valve 7 with the combustion piston in its TDC position.
  • air valve 8 and the safety actuator 7b may also be provided independently from each other.
  • the air valve 8 configuration and safety actuator 7b shown in Fig. 5 may be introduced to the arrangement illustrated in Figs. 1 --- 4 , either separately or together.
  • Fig. 6 shows variants of an exemplary embodiment of a safety actuator 7b provided on an internal combustion engine according to the present disclosure, depicted as a schematic illustration. More particularly, Fig. 6 shows a cross-sectionai view of a portion of a cylinder head 5 associated to an internal combustion piston engine 1 according to an embodiment of the present disclosure.
  • the cylinder head 5 has two exhaust ports 6, each equipped with a respective exhaust valve 7 of the poppet type.
  • any other number of exhaust ports 6 may be provided per combustion cylinder 3, and other valve types may be used.
  • Both of the overhead valves 7 are spring biased towards their respective closed positions, although other biasing means may naturally be used. Such biasing enables that the exhaust valve 2 only needs to be actuated towards its open position, while movement towards the closed position is achieved by the biasing when the exhaust valve 2 is not actuated.
  • the exhaust valve 7 on the left side is operationally coupled with an embodiment of a safety actuator 7b according to the present disclosure.
  • This safety actuator comprises an operating piston chamber 10a, in which an operating piston 10b is movably arranged.
  • the An end of operating piston 10b not facing the operating piston chamber 10a lies against the exhaust valve 7, thus enabling movement of the operating piston 10b to be directly transferred to the exhaust valve 2.
  • An operating fluid channel 10c is provided for conducting operating fluid to the operating piston chamber 10a so as to actuate the operating piston 10b.
  • a safety piston chamber 11a, in which a safety piston 11b is movably arranged, is provided above the operating piston chamber 10a and the operating piston 10b, i.e. in a direction away from the exhaust valve 7.
  • a safety fluid channel 11c is provided for conducting operating fluid to the safety piston chamber 11a so as to actuate the safety piston 11b.
  • a safety stem 11d' of the safety piston 11b extends up to, and lies against, the operating piston 10b, so as to directly transfer movement of the safety piston 11b to the operating piston 11b. That is, movement of the safety piston 11b actuates the exhaust valve 7 via the operating piston 10b.
  • the exhaust valve 7 on the right side is operationally coupled with another embodiment of a safety actuator 7b according to the present disclosure.
  • the safety actuator arrangement on the right side differs from that on the left side by having a safety stem 11d" extending through an opening in the operating piston 10b directly up to the exhaust valve 7, so that the safety stem 11d" lies against the overhead valve. Accordingly, the movement of the safety piston actuates the exhaust valve 7 directly.
  • Fig. 6 shows, for illustrative purposes, different embodiments of a safety actuator 7b according to the disclosure, it is clear for the skilled person, that both overhead valves 7 may utilize identical safety actuators 7b, if multiple exhaust valve 7 are provided per cylinder. Moreover, either of the safety actuators of Fig. 6 may be used in an arrangement where only a single exhaust valve 7 is operationally coupled to a safety actuator 7b.
  • the safety actuator assembly of Fig. 6 also shows an operating control valve 13 selectively coupling the operating fluid channel 10c between an operating fluid supply and an operating fluid discharge.
  • a safety control valve 14 is provided to selectively couple the safety fluid channel 11c between a safety fluid supply and a safety fluid discharge.
  • Both the operating control valve 13 and the safety control valve 14 are shown as solenoid actuated valves biased to positions coupling the operating fluid channel 10c and the safety fluid channel 11c to their respective discharges.
  • Fig. 6 illustrates both safety actuators 1 coupled to a common operating control valve 13 and a common safety control valve 14, separate respective valves may be used for each safety actuator.
  • a control unit 9 operationally coupled to the operating control valve 13 and the safety control valve 14 so as to actuate them.
  • Fig. 7 shows an alternative exemplary embodiment of a safety actuator 7b provided on an internal combustion engine according to the present disclosure, depicted as a schematic illustration. Namely, Fig. 7 illustrates a similar arrangement to that of Fig. 6 with the exception of the safety actuator 7b being provided as one according to a further embodiment of the present disclosure. Particularly, the operating piston chamber 10a and the safety piston chamber 11a, and their respective pistons 10b, 11b, are arranged side by side. Moreover, a valve yoke 13 is situated between the overhead valves 7 and both the operating piston 10b and the safety piston 11b.
  • valve yoke 13 extends over the two overhead valves 7, such that a single safety actuator may be used for controlling both overhead valves 7. It should be noted, however, that a valve yoke 13 may be used to operationally couple a single safety actuator 7b to a single exhaust valve 7. That is, a or each exhaust valve 7 may be provided with a respective safety actuator 7b equipped with its respective valve yoke 13, thus enabling said or each exhaust valve 7b to be operated separately.
  • Fig. 6 and Fig. 7 illustrate the safety actuator 7b arranged in connection with the exhaust valve 7, it should be noted that a corresponding safety actuator may be provided in connection with an intake valve. This provides the additional benefit that, even if the structure of the engine does not allow to maintain an intake valve its open position when the combustion piston 4 is in its TDC without risking collision therebetween, an airflow may be provided to the combustion cylinder 3 from an air valve 8 arranged in connection with the intake port via the intake valve in its safety position when the combustion piston 4 is in its TDC.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (22)

  1. Procédé pour démarrer un moteur à piston à combustion interne alternatif à quatre temps (1), comprenant les étapes consistant à :
    tourner un vilebrequin (2), et
    pendant une course initiale d'un piston à combustion (4) à l'intérieur d'un cylindre de combustion (3), maintenir une soupape d'échappement respective (7) en une position ouverte,
    caractérisé par l'étape consistant à fournir, pendant ladite course initiale, un flux d'air venant d'une soupape d'air (8) vers ledit cylindre de combustion (3) de manière à expulser des contenus liquides restants dudit cylindre de combustion (3) vers un orifice d'échappement (6) au-delà de la soupape d'échappement, et dans lequel la course initiale est une course de compression du piston à combustion (4).
  2. Procédé selon la revendication 1, caractérisé en ce que le flux d'air vers ledit cylindre de combustion (3) est fourni également pendant une course d'échappement du piston à combustion (4).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que la soupape d'échappement est actionnée avec un actionneur de soupape d'échappement indépendant (7a), et
    dans lequel la soupape d'échappement (7) est maintenue en position ouverte au moins jusqu'à ce que ledit piston à combustion (4) atteigne une position de dégagement supérieure.
  4. Procédé selon l'une des revendications précédentes 1 à 3, caractérisé en ce que ledit flux d'air est fourni à partir d'un mouvement du piston à combustion (4) immédiatement avant que le piston à combustion (4) atteigne la position de dégagement supérieure, ledit mouvement correspondant à un 1/2 de la course du piston à combustion (4), préférablement 1/4 de la course du piston à combustion (4), plus préférablement 1/8 de la course du piston à combustion (4).
  5. Procédé selon l'une des revendications précédentes 1 à 4, caractérisé en ce que la position de dégagement supérieure est une position du piston à combustion (4) correspondant à un 1/5 - 1/10 de la course de celui-ci précédant un point où ledit piston à combustion (4) coïnciderait avec la soupape d'échappement (7) en position ouverte.
  6. Procédé selon l'une des revendications précédentes 1 à 4, caractérisé en ce que la position de dégagement supérieure est un point mort haut (TDC) du piston à combustion (4).
  7. Procédé selon la revendication 6, caractérisé par l'étape consistant à déplacer, pendant ladite course initiale, la soupape d'échappement (7) vers une position de sécurité en rétractant l'actionneur de soupape d'échappement indépendant (7a) et en déployant, ou en laissant déployé, un actionneur de sécurité (7b), et
    dans lequel la position de sécurité de la soupape d'échappement (7) est configurée de façon que la soupape d'échappement (7) reste partiellement ouverte tandis qu'il reste un dégagement entre la soupape d'échappement (7) et le piston à combustion respectif (4) en le point mort haut (TDC) de celui-ci.
  8. Procédé selon la revendication 7, caractérisé par l'étape consistant à maintenir ladite soupape d'échappement (4) en la position de sécurité lorsque le piston à combustion (4) atteint la position de dégagement supérieure.
  9. Procédé selon l'une des revendications précédentes 1 à 7, caractérisé par l'étape consistant à fermer la soupape d'échappement (7) lorsque ledit piston (4) atteint la position de dégagement supérieure.
  10. Procédé selon l'une des revendications précédentes 1 à 9, caractérisé en ce que le flux d'air est un flux d'air de démarrage et la soupape d'air (8) est une soupape d'air de démarrage, et
    dans lequel le vilebrequin (2) est mis en rotation par le fait de fournir un flux d'air de démarrage vers le cylindre de combustion (3) pendant une course de travail et/ou une course d'admission dudit cylindre de combustion (3).
  11. Procédé selon l'une des revendications précédentes 1 à 10, caractérisé en ce que le vilebrequin (3) est mis en rotation par un moteur de démarrage séparé.
  12. Moteur à piston à combustion interne alternatif à quatre temps (1) comprenant :
    - un vilebrequin (2);
    - un moyen de rotation de vilebrequin pour tourner le vilebrequin (2) sans combustion;
    - au moins un cylindre de combustion (3);
    - un piston à combustion (4) disposée à l'intérieur du cylindre de combustion (3), ledit piston à combustion étant couplé au vilebrequin (2);
    - une culasse (5) équipée d'au moins une soupape d'échappement (7) correspondant au cylindre de combustion (3) pour ouvrir et fermer de manière sélective une communication fluidique entre le cylindre de combustion (3) et un orifice d'échappement, ladite soupape d'échappement (7) étant équipée d'un actionneur de soupape (7a);
    - une soupape d'air (8) configurée pour fournir un flux d'air vers le cylindre de combustion (3), et
    - un moyen de commande (9) couplé opérationnellement au moins à l'actionneur de soupape (7a) pour ouvrir et fermer la soupape d'échappement de manière sélective, ledit moyen de commande (9) étant également couplé opérationnellement à la soupape d'air (8) pour autoriser et interdire de manière sélective un flux d'air vers le cylindre de combustion (3),
    ledit moyen de commande (9) étant configuré pour actionner, pendant une course initiale du piston à combustion (4) à l'intérieur du cylindre de combustion (3), l'actionneur de soupape (7a) de manière à maintenir la soupape d'échappement (7) en une position ouverte, et
    caractérisé en ce que le moyen de commande (9) est configuré pour actionner la soupape d'air (8) pendant ladite course initiale afin de fournir un flux d'air vers ledit cylindre de combustion (3) de manière à expulser des contenus liquides restants dudit cylindre de combustion (3) vers un orifice d'échappement au-delà de la soupape d'échappement (7), et dans lequel ladite course initiale est une course de compression du piston à combustion (4).
  13. Moteur selon la revendication 12, caractérisé en ce que le flux d'air vers le cylindre de combustion (3) est fourni également pendant une course d'échappement du piston à combustion (4).
  14. Moteur (1) selon la revendication 12 ou 13, caractérisé en ce que l'actionneur de soupape (7a) est un actionneur de soupape indépendant (7a) pour ouvrir et fermer de manière sélective la soupape d'échappement (7) en déployant et rétractant l'actionneur de soupape indépendant (7a), respectivement, et
    dans lequel le moyen de commande (9) est également configuré pour actionner l'actionneur de soupape (7a) de manière à maintenir la soupape d'échappement (7) en position ouverte au moins jusqu'à ce que le piston à combustion (4) atteigne une position de dégagement supérieure.
  15. Moteur selon l'une des revendications précédentes 12 à 13, caractérisé en ce que le moyen de commande (9) est également configuré de telle façon que ledit flux d'air soit fourni à partir d'un mouvement du piston à combustion (4) immédiatement avant que le piston à combustion (4) atteigne la position de dégagement supérieure, ledit mouvement correspondant à un 1/2 de la course du piston à combustion (4), préférablement 1/4 de la course du piston à combustion (4), plus préférablement 1/8 de la course du piston à combustion (4).
  16. Moteur (1) selon l'une des revendications précédentes 12 à 15, caractérisé en ce que la position de dégagement supérieure est une position du piston à combustion (4) correspondant à un 1/5 - 1/10 de la course de celui-ci précédant un point où ledit piston à combustion (4) coïnciderait avec la soupape d'échappement (7) en position ouverte.
  17. Moteur (1) selon l'une des revendications précédentes 12 à 15, caractérisé en ce que la position de dégagement supérieure est le point mort haut (TDC) du piston à combustion (4).
  18. Moteur (1) selon la revendication 17, caractérisé en ce que la soupape d'échappement (7) est également équipée d'un actionneur de sécurité pour limiter à une position de sécurité le mouvement de la soupape d'échappement vers une position fermée en déployant l'actionneur de sécurité (7b),
    ladite position de sécurité de la soupape d'échappement (7) étant configurée de telle façon que la soupape d'échappement (7) reste partiellement ouverte tandis qu'il reste un dégagement entre la soupape d'échappement (7) et le piston à combustion respectif (4) en le point mort haut (TDC) de celui-ci, et
    dans lequel le moyen de commande (9) est également configuré pour déplacer, pendant ladite course initiale, la soupape d'échappement (7) vers une position de sécurité en rétractant l'actionneur de soupape d'échappement indépendant (7a) et en déployant, ou en laissant déployé, un actionneur de sécurité (7b).
  19. Moteur (1) selon la revendication 18, caractérisé en ce que le moyen de commande (9) est également configuré pour maintenir la soupape d'échappement (7) en la position de sécurité lorsque ledit piston à combustion (4) atteint le dégagement supérieur.
  20. Moteur (1) selon l'une des revendications précédentes 12 à 18, caractérisé en ce que le moyen de commande (9) est également configuré pour fermer la soupape d'échappement (7) lorsque le piston (4) atteint la position de dégagement supérieure en rétractant l'actionneur de soupape indépendant (7a) ou en rétractant l'actionneur de soupape indépendant (7a) et l'actionneur de sécurité (7b).
  21. Moteur (1) selon l'une des revendications précédentes 12 à 20, caractérisé en ce que le flux d'air est un flux d'air de démarrage et la soupape d'air (8) est une soupape d'air de démarrage,
    dans lequel les moyens de rotation de vilebrequin sont réalisés de telle façon que le moyen de commande (9) soit également configuré pour fournir un flux d'air de démarrage vers le cylindre de combustion (3) pendant une course de travail et/ou une course d'admission du piston à combustion (4).
  22. Moteur (1) selon l'une des revendications précédentes 12 à 21, caractérisé en ce que les moyens de rotation de vilebrequin comprennent un moteur de démarrage séparé.
EP18726202.7A 2018-05-04 2018-05-04 Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne Active EP3788244B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FI2018/050329 WO2019211508A1 (fr) 2018-05-04 2018-05-04 Procédé de démarrage d'un moteur à pistons alternatif quatre temps à combustion interne, et moteur à pistons alternatif quatre temps à combustion interne

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EP3788244A1 EP3788244A1 (fr) 2021-03-10
EP3788244B1 true EP3788244B1 (fr) 2022-05-18

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH491290A (de) * 1968-05-10 1970-05-31 Nova Werke Ferber & Wran Druckluftanlasseranlage für Dieselmotoren mit Vorrichtung zum Entwässern der Zylinder vor dem Anlassen
JP6045424B2 (ja) * 2013-03-29 2016-12-14 三菱重工業株式会社 ガス内燃機関の始動装置
SE542314C2 (en) * 2016-07-12 2020-04-07 Scania Cv Ab Method and system for stopping an internal combustion engine
DE112017003039T5 (de) * 2016-07-12 2019-06-13 Scania Cv Ab Verfahren und System zum Starten eines Verbrennungsmotors
DE102016012403B4 (de) * 2016-10-17 2018-11-08 Mtu Friedrichshafen Gmbh Verfahren zum Starten einer Brennkraftmaschine

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WO2019211508A1 (fr) 2019-11-07

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