EP3918186A2

EP3918186A2 - Method for introducing highly precompressed combustion air into a combustion chamber of an internal combustion engine, high-pressure inlet valve therefor and internal combustion engine having such a high-pressure inlet valve

Info

Publication number: EP3918186A2
Application number: EP20701981.1A
Authority: EP
Inventors: Erwin Junker
Original assignee: Erwin Junker Grinding Technology AS
Current assignee: Erwin Junker Grinding Technology AS
Priority date: 2019-01-29
Filing date: 2020-01-23
Publication date: 2021-12-08
Also published as: US20220090522A1; WO2020156915A2; AU2020214459A1; WO2020156915A3; KR20210114980A; CN113383155A; JP2022518831A; WO2020156915A9; CA3128284A1; MX2021008828A

Abstract

A method for introducing combustion air into a cylinder (25) of an internal combustion engine, a high-pressure inlet valve (1) provided therefor and an internal combustion engine that operates using the method and the high-pressure inlet valve are described. All the combustion air for the respective cylinders (25) is introduced into the cylinder (25) of the internal combustion engine, by means of a high-pressure inlet valve (1) arranged in the relevant cylinder head (26) and on the basis of a controlled mass flow, such that mixture formation and charge exchange are intensified. In addition, the temperature and/or pressure of the combustion air is measured and the quantity of combustion air is introduced into the cylinder (25), in a controlled manner and on the basis of the measurement results, by means of the high-pressure inlet valve (1) by opening or closing a sliding piston (3) of the high-pressure inlet valve (1) by displacement. As a result of an axial displacement of the sliding piston (3) between guide sections (5) in the housing (2) of the high-pressure inlet valve (1), passage areas (6) for combustion air are blocked in a closed position (7) and opened in an open position (8). In the passage area (6), the sliding piston (3) has two pressurization areas (10, 11) facing each other, the surfaces of which are of equal size or differ from each other when projected in one plane. The first pressurization area (10) can be designed as a poppet valve (12) and the second pressurization area (11) can be designed as an annular surface (13). The internal combustion engine has a high-pressure line (27) for the combustion air, which line is connected to the high-pressure inlet valve (1). With respect to the longitudinal axis of the cylinder (25), the high-pressure inlet valve (1) is arranged in the cylinder head (26) in an upright or horizontal position.

Description

METHOD FOR INPUTING HIGHLY PRE-COMPRESSED COMBUSTION AIR INTO A COMBUSTION ENGINE OF A COMBUSTION ENGINE, HIGH PRESSURE INLET VALVE THEREFOR AND COMBUSTION ENGINE WITH SUCH A HIGH PRESSURE INLET VALVE

The invention relates to a method for introducing highly precompressed combustion air into a combustion chamber of an internal combustion engine, a high-pressure inlet valve therefor and an internal combustion engine with such a high-pressure inlet valve.

In engine technology, it is known that a higher charge air pressure or pressure of the combustion air to be introduced into the cylinder not only increases the combustion air ratio, but also increases the process temperatures in the cylinder at which the combustion takes place. The reason for this is a. the fact that with a higher charge air pressure, the oxygen supply in the cylinder for combustion can be increased, so that in addition to a better mixture formation, it is precisely because of the higher oxygen supply that a better and thus more complete combustion of the fuel used can be achieved. As a result, the efficiency of the internal combustion engines can be increased.

To achieve this, the majority of internal combustion engines have been charged for several decades. A variety of charging principles have become known, including mechanical superchargers, which have become particularly important in the part-load range, as well as exhaust-gas turbochargers, which utilize the energy of the exhaust gas leaving the cylinder in order to convert a compressor by means of an exhaust-gas turbine operated with the exhaust gases from the cylinder to drive, which presses the combustion air into the charge air line of the engine with increased pressure. With modern exhaust gas turbochargers, which also work in two stages, charge pressures of approx. 0.3 - 0.4 MPa are achieved. As a result, a significant increase in efficiency is already achieved compared to suction machines. The further increase in the charge air pressure by using the exhaust gas energy is precluded by the fact that an ever better combustion and an ever better use of the expansion energy lead to lower exhaust gas temperatures and thus less available energy for, for example, an exhaust gas turbine. When the charge air can be reached, as described above, the intake valves and exhaust valves must remain open for a relatively long time, so that there must also be a valve overlap between the intake valve open and the exhaust valve open, on the one hand to provide a reloading effect on the intake side of the flowing fresh air in order to also implement - in the sense of a displacement flow - pushing out the exhaust gases via the exhaust valve into the exhaust line. In principle, however, a relatively quick closing of the respective valves must then be realized. For this purpose, it is necessary that relatively strong springs are provided and the valves, which are generally designed as poppet valves, are quickly brought into the closed position, ie into the valve seat.

Compared to the starting situations described, the object of the present invention is to provide a method for supplying combustion air into the cylinder of an internal combustion engine, a valve suitable for this purpose and an internal combustion engine with such a valve, by means of which higher pressures of the combustion air than previously used Valves can be introduced into the combustion chamber and which realizes a very good dynamic behavior and reproducible closing and opening processes and which can be controlled very well due to the significantly higher pressures of the intake combustion air, so that the gas exchange and combustion processes in the respective cylinder can be better controlled and better can be influenced than is possible with engines with conventional intake systems.

This object is achieved with a method having the features according to claim 1 and by a high-pressure inlet valve according to claim 1 1 by slightly modified high-pressure inlet valves with the features according to claim 12 and claim 13. Appropriate further developments are defined in the respective dependent claims. Furthermore, this object is achieved by an internal combustion engine with such high-pressure inlet valves with the features according to claim 29. Appropriate further developments are defined in the dependent claims.

According to the invention, the complete combustion air for the respective cylinders is introduced into the cylinder by means of a high-pressure inlet valve arranged in the cylinder head or in the region thereof. The introduction of the complete, high-pressure combustion air into the cylinder takes place by controlling at least the mass flow of the combustion air, in such a way that the combustion air in the cylinder intensifies mixture formation and charge exchange. In the context of the invention, “intensified” is to be understood here as an improvement in the mixture formation and the charge change compared to the conventional internal combustion engines, in which, as with the charge pressures that can be achieved by means of exhaust gas turbocharging or mechanical charging, the combustion air at such an angle in the cylinder, for example is introduced that there is an additional swirl of the flow of combustion air in the cylinder, which in turn causes mixture formation and improve or intensify charge changes. The advantage of the method according to the invention is that only a single system is required for introducing the complete combustion air required for combustion in the cylinder of the internal combustion engine, in which system this high-pressure inlet valve, and only one, the combustion air in the appropriate cylinder is inserted. It is therefore not a high-pressure inlet valve, which realizes the additional supply of combustion air to the cylinder, as is already known in the prior art, but all the combustion air is fed entirely via the high-pressure inlet valve into the cylinder of an internal combustion engine.

According to the invention, in addition to the mass flow with the high-pressure inlet valve, the temperature or the pressure of the combustion air is also measured and, based on the measurement results, such an amount of combustion air is introduced into the cylinder of the internal combustion engine that a load-dependent, optimized mixture formation and combustion, and thus with a high Efficiency of the internal combustion engine can be achieved.

According to the invention, the high-pressure valve is designed with a sliding piston, so that the valve is opened or closed according to the control requirements by moving the sliding piston. In the open state, the combustion air is introduced into the cylinder through the high-pressure inlet valve, while in the closed state the supply of combustion air to the cylinder is interrupted, that is to say the combustion air is present at the high-pressure inlet valve with the high pressure.

The combustion air is preferably supplied to the cylinder while a piston performs its compression stroke during its movement from bottom dead center to top dead center. The combustion air is preferably introduced into the cylinder in the region of the first third of the movement of the piston from bottom dead center in the direction of top dead center or after this third, preferably in the region of the middle between bottom and top dead center. It is further preferred that the combustion air is only in the upper third of the movement of the piston from bottom dead center to top dead center or in the immediate vicinity of top dead center, i. H. shortly before the ignition of the fuel in the cylinder, is led.

For an optimization of the operation of the internal combustion engine, it is further preferred that the complete supply of the combustion air to the cylinder is supplied in several stages and at different times of moving the piston from the bottom dead center to the top dead center. It goes without saying that the more combustion air in the direction of the upper Ren dead center is only introduced into the cylinder, the less the compression work of the piston will be, since the actual compression due to the provision of the combustion air at high pressures is not required to the extent of a conventional engine. The introduction of the combustion air into the cylinder at different times and with a varying amount for each of the individual insertion points preferably takes place due to load and / or operational conditions, also with a view to improving the exhaust gas emission and, for example, the efficiency of the internal combustion engine.

The arrangement of the high-pressure inlet valve is preferably designed by means of its opening directed towards the cylinder in such a way that the controlled mass flow of the combustion air is let into the combustion chamber at such an angle that flow components arise inside the cylinder which intensify the mixture formation and the gas exchange. The entire combustion air is also introduced from the point of view that both mixture formation and charge changes in combination and interaction with one another are positively influenced in the sense of an improvement in the degree of efficiency.

The only existing system with a high pressure intake valve on the cylinder head or in the area of the cylinder head makes the usual complete intake pipe system as the main system, via which the combustion air is supplied to the cylinder, unnecessary. The invention is based on the essential idea that the systems and methods for introducing additional combustion air described in the prior art are made the only system for introducing combustion air, so that the equipment outlay for realizing the method is not only reduced, but also It is also easier to control the amounts of combustion air required for the respective load conditions, since only one system for introducing the combustion air has to be used.

The pressure which is present at the high-pressure inlet valve is preferably in the range from 50 to 150 bar, in particular in the range from 20 to 100 bar and even more preferably in the range from 100 to 120 bar. If the combustion air is introduced into the cylinder at such a high pressure, the corresponding control times can be reliably implemented with the high-pressure inlet valve.

For the method according to the invention, the high-pressure inlet valve is now controlled in such a way that at the end of the range, during which the high-pressure inlet valve is open and combustion air enters the cylinder under high pressure, the closing process is still slightly delayed, so that combustion air in the cylinder in the sense of reloading still additionally to be led. This reloading effect is common in principle for suction machines, but also for gas turbocharged machines, so that the kinetic energy of the incoming combustion air can still be used. Delayed introduction into the cylinder in the sense of a reloading effect should only be understood to mean that the high-pressure inlet valve remains open for a longer time and still more air is supplied to the cylinder under a relatively high pressure, but that the cross section for the passage of air between the control edge and compressed air supply to the cylinder is relatively small, so that in the sense of a reloading effect still using the kinetic energy introduced into the cylinder combustion air is throttled when passing through the then present small cross-section. Throttling is understood to mean a process with constant enthalpy in the theoretical thermodynamic sense.

According to a further exemplary embodiment, fuel is added to the combustion air before it is introduced into the cylinder and is introduced into the cylinder together with the combustion air. The fuel can be added immediately before the high-pressure inlet valve or in the high-pressure inlet valve, in any case before the combustion air is introduced into the cylinder. It is possible that the fuel added to the combustion air is fed as an additional fuel in addition to the normal introduction into the cylinder, for example, via an injection nozzle.

Preferably the fuel is combustion gas and / or liquid fuel, i.e. H. gaseous or liquid or a mixture of both.

The combustion air is preferably fed from a pressure vessel to the high-pressure inlet valve and thus to the cylinder via the high-pressure inlet valve. This pressure tank with the combustion air replaces all the usual charging systems of the internal combustion engine.

According to the invention, the high-pressure inlet valve is designed such that highly pre-compressed combustion air can be introduced into a combustion chamber of an internal combustion engine, that is to say the high-pressure inlet valve is attached to such an internal combustion engine and provides its combustion chamber with the amount of combustion air and thus oxygen, which ensure effective combustion and a high level Efficiency of the internal combustion engine is necessary. The high pressure inlet valve has a sliding piston with cylindrical Kolbenab sections, which is guided in a housing. The fit dimensions between the housing and piston are chosen to be relatively narrow, so that a reliable seal can be achieved. The axial length of the cylindrical piston sections is axially extending outer shape of the cylindrical piston sections shape-matched guide sections in the housing so matched that with an axial displacement of the sliding piston passage areas of the combustion air, which are arranged between the guide sections in the housing, are locked in a closed position and no combustion air in this closed position in the combustion chamber is admitted or can enter. The passage area inside the housing is arranged and bounded or enclosed by the guide sections so that the axial longitudinal extent of the cylindrical piston section or the cylindrical piston section can reliably seal the passage area in the closed position.

With a corresponding further axial displacement of the sliding piston into a passage position, combustion air is admitted into the combustion chamber through a combustion air inlet through the passage area or the passage areas. This ensures that the combustion air is reliably admitted to the combustion chamber at the appropriate pressure in the passage area. In the passage area, the sliding piston has two areas which face one another and are designed as first and second pressurization areas, the areas of which are projected into one plane and are of the same size. The two pressurization areas thus include the passage area for the combustion air between them, so that the full cross section of the passage area is then released.

It is essential for the invention that the first as well as the second pressurization area are, based on areas projected in a plane perpendicular to the longitudinal extension of the movement of the sliding pistons in the housing, the same size. The advantage of this area balance is now that, despite the high pressure with which the pre-compressed combustion air is to be introduced into the combustion chamber of the internal combustion engine, a shifting of the sliding piston and thus a control of the supply of combustion air to the combustion chamber of the internal combustion engine can be carried out easily , since the sliding piston does not have to work against the working pressure with which the pre-compressed combustion air is supplied to the high pressure inlet valve and thus the combustion chamber of the internal combustion engine, but rather only has to overcome the frictional force or the spring force against which, for example, a drive cam has to work.

The charging pressures of 0.3 to 0.4 MPa that can be achieved with conventional charging systems are to be achieved with the high-pressure inlet valve according to the invention, with which an internal combustion engine is equipped, by means of pre-compressed combustion air with pressures in the range from 50 to 150, in particular 20 to 100 and further, in particular 100 to 120, in exceptional cases even up to 200 bar. Due to the edge control with which the high pressure inlet valve works, and due to the exact congruent guidance of the cylindrical piston sections in the housing, there is not only a good seal in the valve against the high pressures with which the combustion air is applied to the valve and can be introduced into the cylinder or combustion chamber of the internal combustion engine, but also very precise control of the inlet cross-sections and thus the amount of combustion air introduced into a combustion chamber is also reliably possible.

Overall, a very precise functioning dynamics of such a high-pressure inlet valve is required for reliable control of the amount of fresh combustion air which is to be introduced into the combustion chamber of the internal combustion engine. If, for example, a pressure of 50 bar on the poppet valve, which for example has a diameter of 32 mm, is assumed, based on the pressure level which is aimed at by the invention, a one-sided pressure force of, for example, 3.5 kN on the poppet valve would result Internal combustion engine. This combustion air supply at the inlet valve means that less energy would have to be applied when the high-pressure inlet valve is opened. When the valve is closed, this force component, which is applied by the compression spring, would thus counteract, so that even with the same closing force by this compression spring, the force would be approx. 3.5 kN too low. This would lead to the spring force having to be increased accordingly. If the spring force is not increased accordingly, the result would be that the closing times would be extended considerably or that the valve could no longer be reliably closed in the required short time unit. This is the case because the poppet valve also has a projected area that is the same size as the area of the second pressurized area.

At the speeds of today's internal combustion engines, the charge change times are extremely short as far as the absolute duration is concerned, but this requires the valve opening phase to proceed extremely quickly. If, as indicated above, the spring force is increased, this in turn means that the resulting forces on the entire system become significantly higher. This in turn would lead to the entire valve train having to be made more stable and significantly more material-intensive. As a result, this massive construction, in order to be able to comply with the parameters described above, does not necessarily take into account the required rapid and reliable dynamics of the system, apart from increased costs. It must be noted that, for example, in a four-stroke engine that runs at a speed of, for example, 4000 revolutions per minute, such a valve must be opened and closed approximately 2000 times per minute. Since a pressure-balanced high-pressure inlet valve is provided according to the invention, there is no longer any dependence on the supply pressure for the supply of the combustion air as far as the control of the inlet valve is concerned. A corresponding pressure equalization is achieved by designing the pressurizing areas such that their size, ie the first and second pressurizing areas, are approximately the same size. Minor deviations from pressurization areas of the same size are possible. A deviation from equally large pressurization ranges may be necessary in order to be able to adapt certain dynamic controls of the internal combustion engine even better to the practical conditions. Since the combustion air is introduced into the combustion chamber at a high pressure, the supply of air can be introduced at any time during, for example, the piston movement from bottom dead center to top dead center. The main advantage of the high-pressure inlet valve according to the invention is that no resulting axial forces act on the valve train due to the equalization of the pressurization areas against one another.

According to a second aspect of the invention, there is provided a high-pressure inlet valve of the type described above according to the first aspect, in which the size for the first and for the second pressurization area differ within certain limits with respect to the projected area of the pressurization area. Above all, this is conceivable and useful if, for example, a targeted force component to be brought about is to be sought in a specifically intended direction for further optimization with regard to the resulting forces on the valve train. Above all, the certain inequality set over the somewhat uneven surface or a certain non-balancing of the axial forces can contribute to an improvement in the dynamics of the entire valve system, in particular from the point of view of the rapid switching of the valve, in particular to ensure the rapid charge change to meet higher speeds of the internal combustion engine.

The basic structure and the advantages and requirements of a high-pressure inlet valve according to this second aspect correspond to that of the first aspect, so that they are not repeated.

According to a third aspect, a high-pressure inlet valve according to the invention for introducing highly compressed or highly pre-compressed combustion air into a combustion chamber of an internal combustion engine is provided, which is part of the internal combustion engine and has a sliding piston guided in a housing. The sliding piston has a cylindrical piston portion, the axial length of which extends axially Conformally designed guide section in the housing is matched such that when it is axially displaced in the housing, the piston section guided in the guide section blocks a passage area for combustion air arranged in the housing in its closed position. With a corresponding axial displacement of the sliding piston and thus the Kol benabschnittes, which on the one hand shuts off the combustion air in its closed position, this releases the passage of combustion air into the combustion chamber when the sliding piston is displaced into its passage position. In the passage area, the sliding piston has two areas which face one another and are designed as first and second pressurizing areas, the areas of which projected into a plane and which are perpendicular to the longitudinal axis of the sliding piston are the same size or differ slightly from one another. The first pressure application area is in the form of a poppet valve and the second pressure application area is designed as an annular surface. The pressure application area designed as a poppet valve is assigned to the cylinder. With a corresponding spring action on the sliding piston and preferably actuation by means of a cam of a camshaft, the high-pressure inlet valve according to the invention can be controlled in accordance with the requirements of the charge change and the high cylinder filling with combustion air and thus with oxygen for improved combustion.

If the projected area of the first pressurizing area, i. H. the tilter valve til, is approximately as large as the opposite, arranged as an annular surface formed second pressurizing area, there are no resulting force components in the axial direction. The effort to control the valve is therefore directed only to friction and to overcome the spring force for the purpose of opening this valve. The closing process of this valve then takes place via an appropriately di dimensioned spring. Depending on the closing speed and the prevailing pressure ratios between the pressure at which the combustion air is supplied to the combustion chamber and the pressure prevailing in the cylinder after combustion, the closing process of the high-pressure inlet valve is controlled accordingly with regard to the closing speed in order to achieve usable short control times, by means of which the valve opening law can be optimized. In order to quickly fill the combustion chamber, the opening curve with regard to the amount of combustion air admitted must be as steep as possible.

In order to save corresponding masses, the use of ceramic materials can also be advantageous instead of the steel valves usually used. In the case of lighter materials which also guarantee strength, the dynamics of the valve train can be positively influenced, in particular for the opening and firing processes in the sense of optimizing movement while taking into account optimized dynamics. The valve housing and also the In addition to steel, sliding pistons can also consist of cast iron, high-strength aluminum alloys or aluminum magnesium alloys or other materials or alloys.

A significant advantage of the high-pressure inlet valve according to the invention or the internal combustion engine with such a high-pressure inlet valve according to the invention is that, due to the high pressures, the volumes of the charge air system are made smaller, so that a higher compactness of the internal combustion engines according to the invention can be achieved.

According to a development of the invention for the first two aspects of the high-pressure inlet valve according to the invention, the first pressurization area with its contour at the combustion air outlet from the valve, i. H. formed at the inlet of the combustion air into the combustion chamber, in the manner of a poppet valve. In this inflow area, an additional cylindrical guide can be provided in the sense of a guide section, which not only increases the stability of the combustion air into the combustion chamber in the front part of the high-pressure inlet valve according to the invention by means of a spoke-like reinforcement, but it is also a better guidance of the sliding piston in the housing of the high pressure inlet valve. Preferably, the second pressurization area opposite the first pressurization area is designed as an annular surface, preferably as a flat annular surface. The annular surface can also deviate from a flat shape due to the uniform distribution of pressure on all sides; in any case, the projected area is relevant for the pressure forces acting on this pressure application area. The projected area is projected onto an imaginary plane, which is arranged perpendicular to the longitudinal axis of the intake valve according to the invention.

The guide webs, which extend radially between a shaft and the guide section in the region of the first pressurization area, are preferably designed such that they simultaneously add a directional component in the sense of a swirl flow in the cylinder to the air flowing into the combustion chamber, so that this additionally improves the mixture formation and thus Combustion in the cylinder is achieved.

However, it is preferably also possible for guide vane-like webs to be located from the shaft in the region of the valve plate of the first pressurization region, which webs are not necessarily connected to an outer ring in the sense of a guide section, but are provided similarly to guide vanes of turbines, one to provide a defined direction along the medium flowing through the guide vanes, if necessary also to provide acceleration with changing distances between the vanes. In order to can influence the mixture formation and ultimately also the combustion in the combustion chamber of an engine.

According to a further exemplary embodiment of the high-pressure inlet valves according to the first and the second aspect, the first and the second pressurization areas are preferably richly assigned to their respective axially extending cylindrical piston section. The two cylindrical piston sections are guided in a respective guide section in the housing and, with their pressurization areas facing one another, delimit the passage area between them. In the event of an axial movement of the sliding piston, the cylindrical section extending from the first pressurization area in the housing releases air inlet channels or air passage channels, via which the precompressed combustion air supplied to the high-pressure inlet valve according to the invention feeds or blocks the combustion chamber of an internal combustion engine.

About the number of air inlet channels, which are preferably arranged in the circumferential direction next to each other at a defined distance from one another or at a distance from one another, which generates defined flow conditions in the combustion chamber, the amount of combustion air admitted can be influenced. The air inlet channels or air outlet channels are preferably inclined with respect to the axial longitudinal axis of the high-pressure inlet valve in the sense of a converging, ie. H. direction directed towards the axis or in the sense of a diverging direction pointing away from the longitudinal axis of the sliding piston. But also a con central arrangement to the longitudinal axis of the sliding piston based on the respective longitudinal axis of the air inlet channels can preferably be provided.

A further exemplary embodiment of the high-pressure inlet valve is preferably designed in such a way that the passage area for the combustion air, which is delimited by the first and second pressurization areas when the sliding piston is in the housing, is stepped in the housing, wherein the high pressure inlet valve in the housing has a combustion air inlet and a combustion air outlet. The combustion air inlet supplies the high-pressure inlet valve with the pre-compressed combustion air from a supply source, whereas the combustion air outlet represents the combustion air inlet into the combustion chamber of the internal combustion engine, so to speak. The two regions are preferably offset from one another in the axial direction with respect to the sliding piston. This makes it possible or is achieved that the combustion air inlet is blocked or opened for the combustion air depending on the position of the sliding piston by means of a first cylindrical piston section extending from the first pressurization region and guided in the housing in the guide section becomes. The axial length of the first cylindrical piston section must be greater than the axial extent of the passage area for the combustion air, so that the front edge in the direction of the combustion chamber and in the direction towards the passage area rear circumferential edge of the cylindrical piston section provides a reliable seal with respect to the combustion air inlet guided combustion air guaranteed. A very precisely manufactured cylindrical shape of the piston section as well as the cylindrical bore shape of the matching congruent guide section ensures a clean fit, which ensures the corresponding sealing function even at the intended high pressures of up to 150 MPa.

Preferably, the cylindrical piston sections assigned to the respective pressurization areas are immersed in corresponding chambers in the housing when the sliding piston is shifted accordingly. These chambers preferably have ventilation bores, via which the pressurized air can escape when the cylindrical piston sections are immersed in the respective chamber. With a corresponding movement of the cylindrical piston sections out of the immersion state out of the chamber, air is sucked in via the ventilation holes, so that the negative pressure has only low values. These vent holes have such diameters that there is at most a low throttling.

Depending on the conditions and depending on the influence of the flow of the combustion air entering the cylinder or into the combustion chamber of the internal combustion engine, the combustion air inlet and / or the combustion air outlet are provided with a circular, elongated or elliptical cross section. The cross-sectional shape depends on the desired flow in the combustion chamber to intensify the mixture formation and the subsequent combustion.

The cylindrical piston sections are preferably designed in the manner of lubricant receiving the piston ring grooves. These piston ring grooves are designed so that they are able to absorb lubricant, so that the sliding surfaces, which are formed between the cylindrical piston sections and the guide sections, receive a corresponding lubrication, so that wear is counteracted and above all the frictional force during axial displacement of the sliding piston in the housing is significantly reduced.

According to the second or third aspect, the high-pressure inlet valve preferably does not have any surfaces of the first and second pressurization areas that are identical in size. ches, but these areas can deviate from each other by up to a maximum of 20%. This is intended to have a direct influence on the force ratios when controlling the high-pressure inlet valve as well as on the dynamics, in particular at high speeds and thus the opening and closing of the high-pressure inlet valve according to the invention, which is required quickly.

More preferably, the high-pressure inlet valve is formed with a sliding piston, which at least at the end of its closing movement gives the poppet valve a radial movement component, so that different surfaces in the seat of the poppet valve come into contact in the housing with each closing operation. This is due, on the one hand, to a high level of tightness guaranteed in engine operation, also because any deposits in the valve seat area which may result from unburned fuel are removed again each time the valve is closed. This ensures cleaning of the valve seat and thus a high level of tightness of the plate valve in its seat in the housing.

According to a further aspect, the internal combustion engine according to the invention is provided with a high-pressure inlet valve arranged in a cylinder head for admitting combustion air at high pressure into a combustion chamber, the high-pressure inlet valve being a valve which is designed in accordance with the features of one of claims 1 to 15. This high-pressure inlet valve is arranged in the manner of an inlet valve between a high-pressure line, which supplies the combustion air to the high-pressure inlet valve under high pressure, and the combustion chamber. By means of this high-pressure inlet valve, the high-pressure combustion air is admitted into the combustion chamber from a high-pressure line via a passage area in the high-pressure inlet valve.

The high-pressure inlet valve is arranged with respect to a first aspect for the internal combustion engine in relation to the longitudinal axis of the cylinder or the combustion chamber in the cylinder head. The underside of the high pressure inlet valve thus points directly to the combustion chamber. This has the advantage that conventional cylinder heads, which are provided with a conventionally Chen inlet valve, can be used if necessary, because the corresponding guides and receptacles provided for seating and guiding in the cylinder head can be used for the space required for the high-pressure inlet valve according to the invention . The advantage of the high-pressure inlet valve according to the invention, inter alia, is the use of an internal combustion engine in that large-volume inlet lines are not required, so that the space requirement for the supply of the combustion air to the combustion chamber of the internal combustion engine is reduced, and thus the compactness of such an engine is increased can. According to a second aspect of the internal combustion engine, with regard to the basic structure, which corresponds to that according to the first aspect for the internal combustion engine, the high-pressure inlet valve is arranged lying in the cylinder head with respect to the longitudinal axis of the cylinder or the combustion chamber. The horizontal arrangement of the high-pressure inlet valve has the advantage that the combustion air under high pressure can be supplied from the top of the cylinder head and the passage area for the combustion air through the high-pressure inlet valve into the combustion chamber of the internal combustion engine is essentially transverse or perpendicular to the longitudinal axis of the Slide piston of the high pressure inlet valve can be done.

The sliding piston of the high-pressure inlet valve is preferably loaded with a spring and a cam of a camshaft, which acts against the spring force, is provided for shifting it from a position blocking the passage of combustion air into the combustion chamber into a position releasing the passage of combustion air into the combustion chamber that by means of the cam when the camshaft is rotating, opening can be effected analogously to the control of conventional intake and exhaust valves. The spring, against which the respective cam has to work, ensures that after opening the high-pressure inlet valve and after the required amount of combustion air has been let in, the slide piston is returned to its closed position as quickly as possible.

The high-pressure inlet valve preferably works with a pressure in the range from 2 to 20 MPa and can be controlled in such a way that the combustion air can be introduced into the cylinder in such a way that a separate cycle is unnecessary for a charge change in a four-stroke engine and nevertheless mixture formation in the cylinder via the pressure , with which the combustion air is admitted via the high-pressure inlet valve into the combustion chamber, takes place more intensively with regard to the injected fuel quantity than is the case in internal combustion engines with, for example, conventional supercharging in a lower pressure range of 0.3 to 0.4 MPa today. By means of the high pressure with which the combustion air is supplied to the combustion chamber, the time for opening the high-pressure inlet valve can be controlled well, so that an optimal supply of combustion air is ensured, also with regard to the combustion that takes place after the supply of the combustion air and the mixture formation is.

Further advantages, possible applications and details of the high-pressure inlet valve according to the invention and the internal combustion engine provided with such a valve will now be explained in detail with reference to the accompanying drawings. Show it:

Figure 1 shows a first embodiment of a high pressure inlet valve according to the invention in the closed position with poppet valve;

FIG. 2 shows a high-pressure inlet valve according to FIG. 1 in the open position;

3 shows a sectional view through the housing and shaft of the sliding piston according to FIG

2;

FIG. 4 shows the combustion air outlet of the high pressure inlet valve, which is closed with a poppet valve, with guide vane-like webs on the head of the poppet valve in axial alignment;

5 shows a representation according to FIG. 4, but with curved guide vane-like webs in the area of the combustion air outlet from the high-pressure inlet valve in FIG

Closed position;

Figure 6 shows another embodiment of the high-pressure inlet valve according to the invention with a sliding piston with two cylindrical sections, which are guided in guide sections inside the valve housing, with a large number of air inlet channels for introducing the combustion air into the combustion chamber is provided like a ring;

FIG. 7 shows the high-pressure inlet valve according to FIG. 6, but in the open position for feeding combustion air through the high-pressure inlet valve into a combustion chamber of an internal combustion engine;

FIG. 8 shows an exemplary embodiment according to FIGS. 6 and 7, but with air inlet channels which have a diverging direction with respect to the longitudinal axis of the sliding piston;

Figure 9 shows an embodiment according to Figure 8, but with air inlet channels which have a converging direction with respect to the longitudinal axis of the sliding piston; FIG. 10 shows a further exemplary embodiment of a high-pressure inlet valve in the closed position according to the invention with combustion air inlet and combustion air outlet in planes arranged offset from one another;

Figure 1 1 shows the embodiment of the high pressure inlet valve according to the invention

Figure 10, but in the open position;

Figure 12a) shows a detail section of the area of the combustion air inlet of the high pressure inlet valve according to Figures 10 and 11;

12b) shows a side view from the left of the detail according to FIG. 12a) in the form of an

Cross section formed as an elongated hole;

Figure 13a) the area of the combustion outlet as a detail section of the invention

High pressure inlet valve according to Figures 10 and 1 1;

FIG. 13b) a sectional view along the sectional plane B-B according to FIG. 13a), in which the passage area in the interior of the valve is designed as an annular chamber arranged around the shaft of the sliding piston;

Figure 14a) a sliding piston according to a high-pressure inlet valve according to the invention according to Figures 10 and 11 with piston ring grooves on the cylindrical piston sections for lubrication;

14b) a sliding piston according to a high-pressure inlet valve according to the invention according to FIGS. 10 and 11 with piston ring grooves running along a helical line on the cylindrical piston sections for lubrication;

Figure 15 is a detailed sectional view of the arrangement of the high pressure inlet valve according to the invention in the cylinder head of an internal combustion engine in the open position;

Figure 16 is a detailed sectional view of a cylinder and a cylinder head with built-in high-pressure inlet valve according to the invention in the closed position;

Figure 17a) an inventive high pressure inlet valve with a poppet valve as the first

Pressurization area and with a cylindrical piston section with Annular surface as the second pressurization area and with additional Kol ben for opening and closing the valve;

17b) the high pressure inlet valve according to FIG. 17a), but in the open position for

Combustion air enters the cylinder through the interior of the additional piston and poppet area;

Figure 17c) is a sectional view through the shaft of the sliding piston of the invention

High pressure inlet valve with view of the additional piston from below;

FIG. 18 shows a high-pressure inlet valve according to a second exemplary embodiment, in which the second pressurizing area in the form of a cylindrical piston section is dimensioned larger with respect to the effective annular area than the effective annular area of the first pressurizing area in the form of a poppet valve;

Figure 19 shows a high-pressure inlet valve for the inventive method in section

Representation when closed; and

FIG. 20 the high pressure inlet valve according to FIG. 1) when open.

A high-pressure inlet valve 1 according to the invention is shown in cross section in FIG. The valve has a housing 2, within which a sliding piston 3 is guided. For this purpose, the sliding piston 3 has a region designed as a cylindrical piston section 4, which is guided in the housing 2 in a sliding manner on a guide section 5 which is designed to conform to the cylindrical piston section 4. The cylindrical piston section 4 of the sliding piston 3 is larger in diameter than a shaft 14 which extends from the cylindrical piston section 4 downwards in the direction of an inlet opening in the form of a combustion air inlet 9 in the direction of a combustion chamber 25, not shown. On the ge opposite side of the cylindrical piston section 4, an extension of the shank tes 14 of the sliding piston 3 is provided with an insert in which a spring 22 is arranged, which serves to open the high-pressure inlet valve 1, so that highly pre-compressed combustion air in the combustion chamber 25 a Internal combustion engine can be inserted. A compressive force F _N (see arrow pointing vertically downward in FIG. 2 above) pushes the sliding piston 3 downward by an opening stroke 23 of the high-pressure inlet valve 1, so that the combustion air outlet 18 is fully open, ie the high-pressure inlet valve 1 is in the open position 8. Figure 1 shows the closed position 7 of the high pressure inlet valve 1. In the combustion air outlet 18 (see Figure 2), a closing plate 12 closes in the manner of a poppet valve in a seat formed in the housing 2 and thereby prevents the passage of combustion air, the combustion air inlet 9 of which left side is provided through an entry opening. The combustion air itself is indicated by the arrow pointing horizontally to the right. In the closed position 7 of the high-pressure inlet valve 1, the sliding piston 3 is immersed with its upper ring surface oriented in the direction of the spring insert in a chamber 19 which is connected to the outside via a vent hole 20. When the sliding piston 3 is immersed with its upper annular surface of the cylindrical piston section 4, the air is pressed out of the chamber 19 provided there (see FIG. 2) via the vent hole 20.

An essential criterion for the functioning of the high-pressure inlet valve 1 according to the invention is that the annular surface 13 facing the passage channel forms a second pressurizing area 11 and the poppet valve 12, which faces the passage area 6 for the combustion air, forms a first pressurizing area 10. The first pressurizing area 10 forms a projected area, which is formed perpendicular to the longitudinal axis of the sliding piston 3, and has a size that is equal to the projected area of the annular surface 13 on the cylindrical section 4 of the sliding piston 3, that is to say is equal to the second pressurizing area 11. Due to this equal area of the projected areas, there are no resulting axial forces, regardless of the level of the pressure of the combustion air, which is provided for the inlet into the combustion chamber of an internal combustion engine. The sliding piston 3 itself is pressed against the spring force F _N from the closed position 7 into the passage position 8 by means of a cam of a camshaft or another drive device and, when the cam is released, is quickly brought back into the closed position 7 by the action of the spring force in accordance with the strength of the spring force. in which the closing plate 12 of the poppet valve strikes the seat and seals there.

FIG. 2 shows the high-pressure inlet valve 1, in which the sliding piston 3 is, however, in the passage position 8, which is indicated by the arrow on the combustion air outlet 18. When the combustion air outlet 18 is open, the passage area 6 is released for the combustion air, so that the combustion air flows with high pressure and thus also high flow velocity between the seat and the valve plate and into the combustion chamber (not shown) of the internal combustion engine. The sliding piston 3 on the top of the cylinder, which is pushed downward by the opening stroke 23, is clearly visible. Lindrischen section 4 shown in the direction of the spring insert with the spring 22 formed chamber 19. This chamber 19 is provided with the vent hole 20 so that when the cylindrical piston section 4 is closed with its upper annular surface it dips into this chamber 19 and presses the air there via the vent hole 20 to the outside. The diameter of this vent hole is now selected so that no noteworthy throttling effects occur, so that when the cylindrical section 4 is immersed in the chamber 19 there is no pressure cushion forming a high resistance, but only a certain damping cushion, so that the upper annular surface of the cylinder is struck rule piston section 4 on the spring insert even at high opening and closing speeds of the high-pressure inlet valve 1 according to the invention can be avoided.

FIG. 3 shows a sectional view through the sectional plane A-A, which show guide webs 15 extending radially from the shaft 14 between the shaft 14 and the housing 2. This guide webs 15 ensure additional stability for an exact axial and in addition a radial guidance of the sliding piston 3 in the housing 2, which is important for a reliable sealing of the cylindrical outer surface of the cylindrical piston section 4 on the likewise cylindrically shaped, precisely fitting guide sections in the housing 2. The tightness of the valve inside is ensured by this exact design of these two surfaces sliding relative to each other.

Finally, FIG. 4 shows a detail sectional view of the part of the high-pressure inlet valve 1, on which the closing plate of the poppet valve 12 is shown in the combustion pressure outlet 18, which part is in the closed position 7 as part of the sliding piston 3. In order to influence the flow direction in a targeted manner, guide vane-like webs 16 (see also FIG. 5) are provided at the transition from the closing plate of the poppet valve 12 to its stem 14. The function of the guide vane-like webs 16 is to direct the combustion air at the inlet into the combustion chamber when the sliding piston 3 is in its passage position 8 in such a way that an optimal flow and optimal distribution of the combustion air and finally also the mixture formation before the Combustion in the combustion chamber can be brought about. As is known, a flow of the combustion air in the cylinder or in the combustion chamber that is adapted to the shape of the combustion chamber contributes to a more uniform and better mixture formation, as a result of which the combustion is improved and thus the degree of efficiency of the internal combustion engine can be increased.

According to FIG. 5, a detailed view analogous to that according to FIG. 4 is shown, in which, instead of webs 16 formed in the axial direction, guide vane-like webs 16 in a curved path at the transition from the closing plate of the poppet valve 12 to its stem 14, preferably wise in a double curved manner. Such curved guide vane-like webs 16 contribute to the fact that the combustion air introduced into the combustion chamber has a swirl, which contributes to an equalization of the mixture formation in the cylinder as a prerequisite for good combustion. The position of the poppet valve 12 of the sliding piston 3 corresponds to the closed position 7.

FIG. 6 shows a further exemplary embodiment of the high-pressure inlet valve 1 according to the invention, in which the sliding piston 3 has two cylindrical piston sections 4, which are guided in corresponding guide sections 5. For this purpose, three congruent cylindrical guide sections 5 are provided in the interior of the housing 2. FIG. 6 shows the closed position 7 of the sliding piston 3 within the housing 2. The basic structure with the spring insert explained with reference to FIGS. 1 and 2 is identical and is therefore not repeated here.

In the closed position 7 shown in FIG. 6, the axially longer cylindrical piston portion 4, which is shown in the lower part of the high-pressure inlet valve 1 shown, is provided for opening and closing the actual air inlet channels 17. For this purpose, in the housing in the closed position 7 shown in FIG. 6, the supply lines are covered with the cylindrical piston sections 4 in the manner of a ring in the circumference of the end face of the high-pressure inlet valve 1 which is supplied to the combustion chamber, so that passage of the combustion air from the combustion air inlet 9 is blocked.

A chamber 19 is formed below the top of the piston, into which the lower cylindrical piston section 4 is immersed in order to open the air inlet channels 17. So that no Ge counterpressure of the air present in the chamber 19 forms, a vent hole is provided in the interior along the longitudinal axis of the sliding piston 3. With appropriate dimensioning of the vent hole, throttling can be avoided as far as possible, but it can still be ensured that a certain damping function is built up, which prevents the front side, in the case of the illustration according to FIG. 6, of the underside, of the cylindrical piston section 4 from hitting hard inside the housing on the Bo the chamber occurs. The annular surfaces 13 facing the passage area 6, ie the first and second pressurizing areas 10, 11 of the cylindrical piston sections 4 of the sliding piston 3, are dimensioned such that they are of the same size. This ensures that regardless of the pressure with which the combustion air enters the passage area 6 inside the housing 2 of the high-pressure inlet valve 1, no resulting axial forces are produced. Thus, regardless of the pressure of the combustion air to be let into the combustion chamber, the high-pressure inlet valve can only be provided with a corresponding drive, for example a cam or a camshaft opened against the action of the spring 22 and applied or used using the action of the spring 22 to close the high pressure inlet valve.

FIG. 7 shows how this opening force F _N, which is applied by a cam, immerses the displacement piston 3 in the chamber 19, so that the radially directed supply areas leading to the air inlet ducts 17 are opened in the manner of an annular chamber and the combustion air from the combustion air outlet 18 can be introduced into the cylinder or combustion chamber of the internal combustion engine. By opening the high pressure inlet valve 1, the chamber 19 forms on the upper cylindrical piston section 4 for guiding the sliding piston 3 in the housing 2 on the corresponding guide section 5. This chamber 19 is also connected to a vent hole 20, so that when the closing movement is carried out by the sliding piston 3, ie in the drawing when moving upward, the air in the chamber 19 can escape through the vent hole 20. The air inlet ducts 17 are preferably arranged equidistantly; However, an irregular arrangement can also be provided, in particular if the air flow is to be used in the combustion chamber to improve the mixture formation.

FIG. 8 shows a detailed sectional view of the area of the air inlet ducts, i. H. of the lower area of the high-pressure inlet valve 1, in which, in deviation from the embodiment according to FIG. 6 and FIG. 7, the air inlet channels 17 are arranged to diverge with respect to the longitudinal axis of the sliding piston 3. The other geometric conditions correspond to those in FIGS. 6 and 7.

FIG. 9 shows an exemplary embodiment in the form of a detailed area according to FIG. 8, but the air inlet ducts 17 are arranged so as to converge relative to the longitudinal axis of the sliding piston 3. However, it is also possible that in a single embodiment, both diverging and converging air inlet ducts 17 are provided with respect to the longitudinal axis of the sliding piston 3.

Figure 10 shows another embodiment of a high-pressure inlet valve 1 according to the invention, the basic structure with respect to the housing 2 and spring insert corresponds to the previous execution examples, so that these parts are not described again here. The ge showed high pressure inlet valve 1 is in its closed position 7 of the sliding piston 3. The difference to the previous embodiments is that the combustion air inlet 9 and the combustion air outlet 18 are arranged in different levels with respect to the longitudinal axis of the housing 2 of the high pressure inlet valve 1. The Combustion air under high pressure via the combustion air inlet 9, coming from a high pressure line not shown. In the closed position 7, the lower cylindrical piston section 4 covers this passage area 6, so that no combustion air can get into the passage area 6 and finally into the combustion chamber 25 (see FIGS. 15 and 16) of the cylinder.

The passage area 6 faces two ring surfaces 13, which have the same size, so that no resulting axial forces are present regardless of the pressure of the supplied combustion air. A displacement of the sliding piston 3 can therefore only be applied against the force of the spring 22. Below the front of the large cylindrical piston section 4 there is in turn the chamber 19, so that when the sliding piston 3 is moved, it is immersed in the chamber 19 and thus ultimately the passage position 8 of the sliding piston 3 shown in FIG. 11 when the opening stroke 23 is carried out is achieved. In the passage position 8, the combustion air can flow via the combustion air inlet 9 from the lower level to the upper level of the recess of the passage area 6 in the housing 2 and finally to the combustion air outlet 18, from where the combustion air flows directly into the combustion chamber 25 of an internal combustion engine (not shown) ) can flow.

In order to ensure reliable guidance of the sliding piston 3 in the housing 2, the lower, larger, cylindrical piston section 4 is guided into guide sections 5 of congruent design into the chamber 19. In the closed position 7 according to FIG. 10, this cylindrical piston section 4 is then guided in the lower area and in the intermediate area on corresponding guide sections 5, the intermediate area between the lower level at the combustion air inlet 9 and the passage area 6 in the upper level at the combustion air outlet 18 is arranged. And finally, the smaller cylindrical piston section 4, the upper, which is arranged in the direction of the spring insert, slidably guided on a third guide section 5.

12a) and b) illustrate with a detailed sectional view of the area of the combustion air inlet 9 of the high-pressure inlet valve 1 that the flow channel from the combustion air inlet 9 to the passage area 6 does not necessarily have to be designed as a cylindrical bore, but rather, as shown in FIG. 12b) is, can have a slot-shaped design in cross section. Other cross-sectional shapes are of course possible. In Fi gur 12a), the ring surface 13 is shown in plan view, the size of which is identical to the ring surface 13 pointing to this ring surface 13 of the second cylindrical piston portion 4 (see Figu ren 10 and 11). These oval or adapted cross sections of the air supply allow an enlarged feed cross-section without the valve being longer.

FIGS. 13 a) and b) show a detailed sectional view of the area of the combustion air outlet 18, again showing the shaft 14 and the annular surface 13 on the cylindrical piston section 4. Different cross-sectional shapes of the combustion air duct are also conceivable for this exemplary embodiment. In FIG. 13 b) an annular recess enlarging the average area 6 is shown in the area between the annular surfaces 13 of the cylindrical piston sections 4 facing one another with respect to the pressure effect. This ring recess is connected on one side to the combustion air inlet 9 and on the other side to the combustion air outlet 18 (neither of which is shown). These oval or adapted cross-sections of the air supply allow an enlarged supply cross-section without the valve being longer.

FIG. 14a) shows a sliding piston 3 which has a front cylindrical piston section 4 of greater axial length and a rear cylindrical piston section 4 of smaller axial length. Both ring surfaces 13, which face each other and have a portion of the shaft 14 between them, are of the same size, so that when this intermediate area is acted upon, ie. H. the area of the mutually facing annular surfaces of the two cylindrical piston sections 4, with combustion air even high pressure, no resulting de axial force component arises. The pistons of the sliding piston 3, i.e. H. the cylindrical piston sections 4, have circumferential piston ring grooves 21 on their circumference, which are suitable for receiving lubricating oil, so that sliding in an appropriately designed housing 2 with the corresponding guide sections 5 is improved because lubricated sliding properties are realized can be.

FIG. 14b) shows an embodiment of a slide piston essentially analogous to FIG. 14a), in which screw-shaped circumferential piston ring grooves 21 are incorporated into the outer surfaces of the cylindrical piston sections 4. These piston ring grooves 21 are also designed such that lubricant can be accommodated therein and the cylindrical piston sections 4 together with the guide sections are well guided and form well-lubricated sliding surfaces.

FIG. 15 shows an exemplary embodiment of how a high-pressure inlet valve 1 according to the invention can be arranged in the cylinder head 26 of an internal combustion engine. The high-pressure inlet valve 1 is driven by means of a cam 28, which preferably belongs to a camshaft, so that when the cam 28 engages, the spring which is present in the spring insert 22 can be compressed, whereby the combustion air, which is led via the high pressure line 27 to the combustion air inlet 9 and from there through the illustrated passage position through the high pressure inlet valve 1 in its passage area 6 to the combustion air outlet 18, reaches the combustion chamber 25 at high pressure reached. This is indicated by the arrow chain, which characterizes the air flow of the combustion air under high pressure. An exhaust valve 29 is shown on the top left of the picture, which is in the open state so that fuel gas can escape into the exhaust pipe. In the cylinder 25, a piston 30 is shown, which is connected to a crankshaft by means of a piston pin 32 and a connecting rod 31. The high-pressure inlet valve 1 can now be controlled preferably so that basically at almost any position of the movement of the piston 30 from bottom dead center to top dead center during any desired position, individual amounts of combustion air or that required for combustion in the combustion chamber 25 Amount of oxygen can be filled by the combustion air in an opening process of the cylinder.

And finally, FIG. 16 shows a cylinder 25 with cylinder head 26 according to FIG. 15, but in a slightly different sectional plane, in which it is shown that the high pressure inlet valve 1 is in its closed position 7. The injector 33 is also shown due to the different section of the section. The piston 30 in the cylinder 25 is connected to a crankshaft (not shown) by means of its connecting rod 31 and via the piston pin 32.

FIG. 17 a) shows a further exemplary embodiment of the high-pressure inlet valve 1 according to the invention. In Figure 17b) this high pressure inlet valve 1 is shown in the open position.

The closed position of the high-pressure inlet valve 1 shown in FIG. 17a) is reached in the position of the sliding piston 3 with respect to the guide sections 5 inside the housing 2 and with the combustion air inlet 9 closed, combustion air being supplied under high pressure when it is opened, specifically at valve plate of a poppet valve 12, which is sealingly seated in a valve seat and thus also the supply of combustion air into the combustion chamber 25. The valve plate of the poppet valve 12 goes continuously into the shaft 14 in the usual manner for valves which are used in the cylinder head 26 of internal combustion engines over. The sliding piston 3 has in the area of the shaft 14 located in the housing 2 a cylindrical piston section 4, which forms an annular surface 13 which points in the direction of the passage area 6. On a side opposite the annular surface 13, the shaft 14 has a valve disk of the poppet valve 12, which preferably forms a sealing seat with the housing 2 at an angle of 45 °. The Sealing force of this valve seat is ensured by a spring 22, which is held in the housing 2 under prestress by means of a yoke-like support ring 36. The annular surface 13 and the effective in a plane perpendicular to the longitudinal axis of the sliding piston 3 projected area of the valve plate of the poppet valve 12 are both the same size, so that the pressure of the combustion air Ver, which in the passage area 6 for entries in the cylinder 25 with open high pressure inlet valve 1 (see FIG. 17b)), the pressurizing surfaces 10 and 11 are loaded against one another without resulting surfaces. This results in an almost force-free displacement of the sliding piston 3 in the housing 2. In the area of the shaft 14, the sliding piston 3 has an additional piston 34, which likewise has a cylindrical piston section 4 on its outer periphery, which is guided on corresponding congruently shaped guide sections 5 in the housing 2. The axial dimension of this additional piston 34 is now such that in the position as shown in FIG. 17a), ie in which the supply of combustion air is blocked, the additional piston 34 interrupts the cross section of the supply line of the combustion air of high pressure. For this purpose, the additional piston 34 and the guide sections 5 are ground in to ensure a corresponding sealing force. A second sealing surface results in the valve seat of the poppet valve 12, the sealing force being determined by the spring force of the spring 22. Between the upper side of the piston section 4 shown in FIG. 17 a), which points to the side with the spring from the high pressure of a valve, a pressure chamber is formed which can be vented via a vent hole 20 with appropriate compression, ie upward movement of the sliding piston 3.

With a corresponding force acting against the spring force of the spring 22 for adjusting the sliding piston 3 in the housing 2, air is sucked in again via this ventilation hole 20, so that there is not a noteworthy pressure chamber in the space between the top of the cylindrical piston section 4 and the housing 2 Oppression arises.

FIG. 17b shows the high-pressure inlet valve 1 according to FIG. 17a, but in the open position. For this purpose, the sliding piston 3 is moved downward against the action of the spring force of the spring 22 in the illustration shown, so that the additional piston 34 releases the access cross-section 9 via the passage area 6 at the seat area of the valve plate of the poppet valve 12 and combustion air at high pressure in the Combustion chamber 25 (not shown) can be pressed. The other elements and functions are identical to those according to FIG. 17a and are therefore not described again here. It can be seen in FIG. 17b that the additional piston 34 is slidably displaced on the ground cylindrical guide surfaces 5 formed in the interior of the housing 2, ie in the interior of the passage area 6 that the combustion air under high pressure can ultimately flow into the cylinder 25.

Finally, FIG. 17c shows a sectional view through the sliding piston 3, in its lower part of the shaft 14, looking from below onto the additional piston 34. The piston 34 has a cylindrical piston section 4 on its outer circumference, which is ground in and conforms to the shape with the correspondingly formed in the housing 2 guide sections 5 sealingly. The interior of the piston 34 is manufactured by Spei chen, between which there are openings, stable enough and thus allows the combustion air to flow through when the combustion air inlet is released, in order to then flow past the area of the valve seat of the valve plate of the poppet valve 12 into the combustion chamber 25 . This is shown by the arrows indicating the flow path. In addition, the sliding piston 3 is reliably and precisely guided by the cylindrical piston sections 4 in the upper part of the housing 2, because these areas are also ground.

And finally, FIG. 18 shows a further exemplary embodiment of the invention, in which the effective pressurization areas 10, 11 facing the passage area 6 in the interior of the housing 2 have a different size. FIG. 18 shows a state of the high-pressure inlet valve 1, in which the supply of combustion air into the combustion chamber 25 does not take place through the sliding piston 3. Because of the fact that the second pressurizing area 11 designed as a ring surface 13 is larger than the first pressurizing area 10 at the transition from the valve plate of the poppet valve 12 to the shaft 14, the housing 2 is formed in two parts, so that a corresponding assembly of the sliding piston 3 can take place inside the housing 2. Otherwise, the basic structure is analogous to that described in FIG. 17. Characterized in that the area of Druckbeaufschla supply area 11 is larger than that of the pressurizing area 10, a greater closing force of the valve plate of the Tel lerventils 12 is ensured in the area of its seat in connection with the high pressure of the combustion air. In this respect, the imbalance based on the different sized effective areas benefits. The great force achieved thereby ensures a significantly improved sealing effect of the valve seat during operation of the engine. The principle of the function of such a valve is that which is similar to a pneumatic cylinder. In addition to the illustration in Figure 17, a lock nut 37 is shown in Figure 18, which prevents loosening of the support ring 36 during operation, with which lock nut 37 but also an adjustment of the spring force can be made, since the support ring 36 on the upper shaft part of the sliding piston 3 is screwed on, so that the Spring tension can be set and, depending on the desired height, fixed by means of the lock nut 37.

FIG. 19 and FIG. 20 show a sectional illustration of two positions of the high-pressure inlet valve 1 provided for implementing the method according to the invention in a further embodiment of the invention in the closed state (FIG. 19), whereas in FIG. 20 this high-pressure inlet valve 1 is shown in the open position.

The high-pressure inlet valve 1 has a piston part formed from a piston tappet 100 and a piston 200 and guided in a housing 300. The piston 200 has a circumferential piston groove 50 forming a control edge 40, which has an area with an indentation relative to the outer maximum diameter of the piston 200. In the position according to FIG. 19, the piston 200 forms a valve chamber 90 within the housing 300 on its end face or piston top, which lies opposite the piston tappet 100, which is closed on the end face of the high-pressure inlet valve 1 by means of a cover plate 60. Between the cover plate 60 and the end face of the piston 200, the valve chamber 90 forms, so to speak, an air cushion into which the piston 200 moves with its stroke 101, so that the short times required for the intake processes for combustion air into the cylinders prevent the Piston 200 could hit the cover plate 60. FIG. 20 shows that the valve chamber 90 is vented via a vent hole 70 which is guided through the piston in the region of its longitudinal axis. In particular at higher engine speeds, the charge change in the cylinder must be carried out in very short periods of time, based on absolute time standards. Therefore, the high-pressure inlet valve 1 and, as an essential core element thereof, its piston 200 must also have very fast movements for opening and closing, i.e. H. to control the supply of combustion air.

In the dead center during the movement of the sliding piston 3 of the high-pressure inlet valve 1, due to the inertia of this component, relatively large acceleration and deceleration forces occur. The space on the top of the piston during the movement of the sliding piston 3, ie the valve chamber 90, leads to a damping of the piston movement due to the compression of the air therein, which is why a vent hole 70 is provided in the interior of the sliding piston 3 in the region of its longitudinal axis . The diameter of the vent hole 70 is now designed so that the air is pressed out of the valve chamber 90 at least for the most part via the vent hole 70 during the rapid movement of the piston plunger 3 actually. The diameter of the vent hole 70 is now so large that only so much air remains in the valve chamber 90 that the rapid Movement of the piston 200 and its inertia do not strike a stop from the piston top thereof on the inner end of the high-pressure inlet valve 1 formed by the cover plate 60 in this exemplary embodiment. On the other hand, the vent hole 70 must be able to allow backflow to refill the valve chamber 90 when the piston moves backward away from the cover plate 60 toward its position to interrupt the passage of combustion air through the high pressure inlet valve 1. The vent hole 70 therefore has a diameter such that essentially the air in the valve chamber 90 can be discharged or fed back into this chamber, in spite of the presence of a certain throttling function, so that no vacuum or underpressure in this valve chamber 90 during the reciprocating movement of the piston 200 in the housing 300 of the high pressure inlet valve 1 occurs. The part of the air remaining in the valve chamber 90 serves in any case for a certain damping effect when the piston top moves in the direction of the cover plate 60, in that a certain cushion of damping air is formed, inter alia because of the throttling action of the vent hole 70, which causes the piston top to strike against the top Inside of the cover plate 60 is prevented or a stop is counteracted.

On the opposite side of the piston from the end of the piston 200, on which the piston tappet 100 is arranged, a lower or rear valve space is arranged inside the housing 300 between the piston lower surface and the passage opening of the piston tappet 100 through the material of the housing 300, which also has a damping function analogous to that described on the top of the piston. For this purpose, a ventilation hole 70 is also provided from this damping space on the underside of the piston, which is designed and functions analogously to the ventilation hole 70, which passes through the piston in the longitudinal direction and has a connection to the valve chamber 90.

In the upper region of the housing 300 of the high-pressure inlet valve 1, the piston tappet 100 is surrounded by springs, which are arranged in a housing recess 130 and are held by a guide plate flanged upwards on the housing recess 130. The piston thus works against the spring 80, which is compressed or expanded depending on the direction of movement within the piston stroke 101.

In the position of the piston 200 shown in FIG. 19, its control edge 40 is located above a channel for the compressed air supply 121 to the cylinder arranged transversely to the direction of movement of the piston 200, so that the passage of the compressed air supply 111 through the valve is prevented. Only in the position of the piston 200 shown in FIG. 20 is the control edge 40 in the housing 300 which extends transversely to the longitudinal axis of the piston High-pressure inlet valve penetrating channel for compressed air supply 121 is immersed in the cylinder. If the control edge 40 has released this channel of the compressed air supply 121 to the cylinder, the compressed air supply 111 via the piston groove 50, which revolves around the piston 200 and, as it were, represents the indentation relative to the maximum diameter of the piston, in the direction of and through the Flow channel for compressed air supply 121 to the cylinder. Due to the high pressure with which the compressed air supply 111 to the valve is applied to the corresponding channel of the high-pressure inlet valve 1, an immediate passage of the high-pressure combustion air into the cylinder takes place after release and thus connection to the channel of the compressed air supply 121 to the cylinder.

Since when the piston 200 moves in the housing 300, the piston 200 only against the respective air cushions, i. H. with its piston top in the air cushion of the valve chamber 90 or with the piston underside in the air cushion, taking into account the spring force acting in each case, and since on the other hand the piston groove 50 has an equal area at both ends in the longitudinal direction, no significant additional axial forces result which act on the piston 200. The piston 200 can therefore be easily adapted to the high required speeds corresponding speed of the internal combustion engine despite high pressures of the combustion air.

The high-pressure inlet valve 1 provided for carrying out the method according to the invention thus offers the possibility of providing combustion air provided under high pressure to a consumer, in this case the cylinder of an internal combustion engine. The pressures of the compressed air or combustion air provided are, for example, 120 bar. The fact that the axial forces acting on the piston 200 are essentially balanced due to the same loaded surfaces means that there is no one-sided force component on the piston 200 or the piston rod 100 to the disadvantage of the respective direction of movement. This makes it possible to bring the piston into the respective switching states with little force. The respective switching states are on the one hand the closed valve and on the other hand the open valve.

The size of the opening in the open switching state can be varied by the size of the axial displacement of the sliding piston 3. When the piston is moved, the control edge 40 of the piston 200 is displaced on the pressure side to such an extent that, given the width of the piston groove 50 seen in the longitudinal direction of the piston 200, the supply and discharge channels (compressed air supply 111 and compressed air supply 121) which are offset in the axial direction ) are connected to one another via the piston groove 50, which corresponds to the open state of the high-pressure inlet valve 1. Through a change Depending on the position of the piston 200, the cross section of the compressed air supply 121 to the cylinder can be varied such that the flow rate, ie the mass flow, of the combustion air to be introduced into the cylinder can be varied.

The cross sections are now selected so that, in the open state, large amounts of combustion air can be supplied to a consumer, in the case the cylinder of an internal combustion engine, in a short time unit, ie high mass flows. If a transition from an open state (see FIG. 20) to a closed state (see FIG. 19) is to be made again, the piston 200 is correspondingly displaced in the axial direction to such an extent that a connection of the compressed air supply 111 to the high-pressure inlet valve 1 from a compressed air source is interrupted via the piston groove 50 to the compressed air supply 121 to the cylinder. Before the actual interruption according to the corresponding position of the piston 200 in the housing 300 has taken place, it can be provided for a further improvement in the operating behavior of the motor that the closing process is delayed again to a predetermined extent, so that a certain reloading effect Cylinder can be realized. This reloading usually happens in the cylinder at a time when the piston 200 in the cylinder of the internal combustion engine is already in its upward movement, ie in the compression phase. The advantage of using compressed combustion air in connection with the high-pressure inlet valve 1, as described above, is, inter alia, that after the corresponding cross sections have been released, the compressed compressed air spreads rapidly, since the compressed compressed air expands rapidly with a free cross section. This also supports the ability of the method according to the invention with the high-pressure inlet valve 1 that large amounts of air can be passed through in a short time unit. Combustion air can now be supplied to a respective cylinder in such a way that the entire combustion air is led in one inlet process for a cycle with a single introduction into the cylinder. In order to optimize, for example, the compression work to be performed by the piston 200, the high-pressure inlet valve 1 can be controlled in such a way that the combustion air is fed into the cylinder in several strokes, so to speak. Each individual burst of combustion air supplied can be varied with regard to the length of the opening of the high-pressure inlet valve 1, so that an influence can be exerted directly on the engine operation, specifically via the amount of combustion air introduced into the cylinder in a defined unit of time. Preferably two such shocks are hen hen. However, a large number of bursts of fresh air supplied can also be advantageous in terms of optimizing the overall process of operating the engine. If the combustion air is introduced in several bursts during the movement of the piston 200 in the cylinder on its way from bottom dead center to top dead center during the compression stroke, the amount of combustion air corresponds in total to that for total cycle required with which a reliable operation of the engine guaranteeing high efficiency of the internal combustion engine can be achieved.

The piston 200 is sealed within the housing 300 by a corresponding fit between the piston 200 and the bore in the housing 300.

The high-pressure inlet valve 1 is preferably made of high-strength and heat-resistant aluminum alloys or of steel / cast iron or ceramic materials, wherein different materials can also be used for the piston 200 and the housing 300. A selection of a specific base material with a coating of the respective parts is also conceivable in order to achieve optimal sliding and sealing properties of the piston 200 moved in the housing 300 at the high pressures of the supplied combustion air. In addition to a selected coating, a different heat treatment of the parts moving against one another in the high-pressure inlet valve 1 is also conceivable. For friction reduction, lubrication can also be provided between the piston 200 and the housing 300, a feed line (not shown in the figures) for supplying small amounts of lubricant can be provided.

For carrying out the method, it is expedient to connect the high-pressure inlet valve 1 to the place of conventional inlet lines and inlet valves in the cylinder head 26 of an internal combustion engine, whereas the exhaust valves and the exhaust lines can remain formed in conventional technology. The high pressure inlet valve 1 is of course also applicable to other types of supply of gases in rooms of other facilities.

In order to implement correspondingly rapid opening and closing operations of the high-pressure inlet valve 1 so that the method can be carried out effectively, it is also possible for the piston of the high-pressure inlet valve 1 to be actuated with mechanical components such as, for example, a camshaft.

Despite the comparatively small opening cross sections on the side of the compressed air supply 111 to the valve, large amounts of air can be introduced into the combustion chamber at pressures of up to 150 bar due to the high supply. This is also possible in that the compression of the combustion air on the side of the compressed air supply 111 to the valve already relaxes in the valve. The relaxation of the combustion air already in the valve supports, so to speak, the “flow rate” of the combustion air in the direction of the compressed air supply 121 Cylinder and into the cylinder, thus automatically a larger amount of combustion air in the same time unit, ie a larger mass flow, is conveyed into the combustion chamber, the cylinder 25. Since the sliding piston 3 experiences a controlled linear movement, the opening cross sections can be controlled in a simple manner via the time units for the open state of the high-pressure inlet valve 1.

Reference symbol list:

1 high pressure inlet valve

2 housings

3 sliding pistons

4 cylindrical piston section

5 guide section

6 passage area

7 closed position

8 passage position

9 combustion air intake

10 first pressurization area

1 1 second pressurization area

12 poppet valve / closing plate

13 ring surface

14 shaft

15 guide bridge

16 guide vane-like web

17 air intake ducts

18 Combustion air outlet

19 chamber

20 vent hole

21 piston ring grooves

22 spring

23 Opening stroke high pressure inlet valve

24 bar of additional pistons

25 combustion chamber / cylinder

26 cylinder head

27 high pressure line

28 cams / camshaft

29 exhaust valve

30 pistons

31 connecting rods

32 piston pins

33 injector

34 additional pistons Flow cross-section support ring

Lock nut

Control edge

Piston groove

Cover plate

Vent hole

feather

Valve chamber

Piston tappet

Piston stroke

Compressed air supply to the valve Compressed air supply to the cylinder Piston housing recess

casing

Claims

PATENT CLAIMS

1. A method for introducing combustion air into a cylinder of an internal combustion engine, in which the complete combustion air for the respective cylinder by means of a high-pressure inlet valve arranged in the cylinder head or its region is at least visibly controlled at least its mass flow into the cylinder of the internal combustion engine is introduced at high pressure that the combustion air in the cylinder intensifies mixture formation and charge change,

characterized,

that the mass flow and the temperature and / or the pressure of the combustion air are measured and that the quantity of combustion air is introduced into the cylinder in a controlled manner with the high-pressure inlet valve on the basis of the measurement results and that the high-pressure inlet valve designed with a sliding piston is opened by displacing the sliding piston or is closed.

2. The method according to claim 1, wherein the combustion air is admitted during a compression stroke in the region of or from the first third of a respective piston into the respective cylinder.

3. The method of claim 1, wherein the combustion air is admitted during a compression stroke in its top dead center region of a respective piston in the respective cylinder.

4. The method according to any one of claims 1 to 3, wherein the combustion air is left in the respective cylinder during at least two time ranges of the compression stroke.

5. The method according to any one of claims 1 to 4, wherein the combustion air is introduced into the cylinder at a pressure in the range of 50 to 150 bar.

6. The method according to any one of claims 1 to 5, wherein the high pressure inlet valve delays its closing and thus reloads combustion air into the cylinder.

7. The method according to any one of claims 1 to 6, wherein the combustion air is supplied with fuel before it is introduced into the cylinder.

8. The method of claim 7, wherein the fuel is combustion gas and / or liquid fuel.

9. The method according to any one of claims 1 to 8, wherein the combustion air is supplied to the cylinder from a pressure vessel.

10. The method according to any one of claims 1 to 9, wherein the combustion air is supplied to a two-stroke or a four-stroke internal combustion engine.

11. High-pressure inlet valve (1) for introducing highly pre-compressed combustion air into a combustion chamber (25) of an internal combustion engine, which has a sliding piston (3) guided in a housing (2) with cylindrical piston sections (4), the axial length of which extends axially, for this purpose Shape-matching guide sections (5) in the housing (2) are coordinated such that when the sliding piston (3) is axially displaced, passage areas (6) arranged between the guide sections (5) in the housing (2) are blocked for combustion air in a closed position (7) and Do not let any combustion air into the combustion chamber (25) and, in the event of axial displacement into a passage position (8), let combustion air through a combustion air inlet (9) through the passage area (6) into the combustion chamber (25), with the sliding piston (3) in the passage area (6) two mutually facing regions designed as first (10) and second pressurizing regions (11) has whose areas projected into a plane are the same size.

12. High-pressure inlet valve (1) for introducing highly pre-compressed combustion air into a combustion chamber (25) of an internal combustion engine, which is in a housing

(2) guided sliding piston (3) with cylindrical piston sections (4), the axial length of which are coordinated with axially extending, correspondingly congruent guide sections (5) in the housing (2) such that when the sliding piston is axially displaced

(3) between the guide sections (5) arranged passage areas (6) for combustion air in a closed position (7) are blocked and do not admit combustion air into the combustion chamber (25) and with axial displacement into a passage position (8) combustion air through a combustion air inlet (9) through the passage areas (6) into the combustion chamber (25), the sliding piston (3) in its passage area (6) facing one another, the first (10) and the second pressure area (11) has trained areas, the projected areas in a plane are different in size.

13. High-pressure inlet valve (1) for introducing highly pre-compressed combustion air into a combustion chamber (25) of an internal combustion engine, which has a sliding piston (3) guided in a housing (2) with a cylindrical piston section (4), the axial length of which is axially defined extending, form-congruent guide section (5) in the housing (2) is coordinated such that when the sliding piston (3) is axially displaced, the piston section (4) guided in the guide section (5) has a passage area (6) arranged in the housing (2) ) for combustion air in a closed position (7) blocks the passage of combustion air into the combustion chamber (25) and in a passage position (8) enables the passage of combustion air into the combustion chamber (25), the sliding piston (3) in the passage area (6 ) has two mutually facing, as the first (10) and two ter pressurizing area (11) formed areas whose projected in a plane surfaces perpendicular to the longitudinal axis of the sliding piston (3) are the same size or differ slightly from one another, and the first pressurizing area (10) is designed in the manner of a poppet valve (12) and the second pressurizing area (11) is designed as an annular surface (13).

14. High pressure inlet valve (1) according to claim 11 or 12, wherein the first pressurization area (10) with its contour at the combustion air outlet (18) for the inlet of the combustion air into the combustion chamber (25) in the manner of a poppet valve (12) and two te, opposite pressure application area (11) as an annular surface (13) is formed.

15. High-pressure inlet valve (1) according to claim 11 or 13 in the alternative of the same size first and second pressure application area (10, 11) and in the alternative of the first valve application area (10) designed as a poppet valve (12), in which the sliding piston (3) has a shaft (14), on which an additional piston (34) is provided in the passage area (6), which is provided with webs (24) and has flow cross sections (35) for the combustion air between the webs (24) and which supports the piston (34) on the guide section (5 ) guided cylindrical piston section (4), which Kol benabschnitt (4) has such an axial length that, depending on the axial position of the sliding piston (3), the additional piston (34) the passage area (6) for admitting combustion air into the Combustion chamber (25) opens or closes sealingly against the passage of combustion air, the poppet valve (12) of the sliding piston (3) being in its closed position e additionally seals in the valve seat.

16. High-pressure inlet valve (1) according to one of claims 13 to 15, the sliding piston (3) on the cylindrical piston section (4) has a flat annular surface (13).

17. High-pressure inlet valve (1) according to one of claims 11 to 16, wherein the first pressurizing area (10) radially between a shaft (14) and the guide portion (5) extending guide webs (15).

18. High pressure inlet valve (1) according to claim 17, wherein the first pressurization

area (10) between the shaft (14) and the closing plate (12) at least with a direction component in the axial direction of the sliding piston (3) extending guide vane-like webs (16) to achieve a defined direction of the combustion air when entering the combustion chamber (25 ) having.

19. High-pressure inlet valve (1) according to claim 11 or 12, in which the first (10) and the second pressurizing region (11) are assigned to their respective axially extending cylindrical piston section (4), which in the respective guide section (5) in the housing ( 2) is guided and limit the passage area (6), the cylindrical piston section (4) extending from the first pressurization area (10) opening or closing air inlet channels (17) during the axial displacement of the sliding piston (3) in the housing (2) .

20. High-pressure inlet valve (1) according to claim 19, wherein the air inlet channels (17) in the housing (2) extend annularly at a defined distance from one another in the axial direction, in a converging direction or in a diverging direction to the combustion chamber (25).

21. High-pressure inlet valve (1) according to claim 11 or 12, wherein the passage area for the combustion air in the housing (2) delimited by the first (10) and the second pressurization area (11) has a combustion air inlet (9) and a combustion air outlet (18). Which areas are arranged offset to one another in the axial direction of the sliding piston (3), the combustion air inlet (9) being guided by means of a cylindrical piston section (9) extending from the first pressurizing area (10) and guided in the housing (2) in the guide section (5). 4) depending on the position of the sliding piston (3) for the combustion air is blocked or opened.

22. High-pressure inlet valve (1) according to claim 21, in which the pressure application areas (10, 11) respectively assigned cylindrical piston sections (4) upon displacement of the sliding piston (3) into respective chambers (19) in the housing (2), which Have ventilation bores (25), via which pressurized air escapes when the cylindrical piston sections (4) are immersed in the respective chamber (19).

23. High pressure inlet valve (1) according to claim 21 or 22, wherein the combustion air inlet (9) and / or the combustion air outlet (18) has or have a circular, elongated or elliptical cross section.

24. High-pressure inlet valve (1) according to claim 23, wherein the cylindrical Kolbenab sections (4) are designed in the manner of lubricant-absorbing piston ring grooves (21).

25. High-pressure inlet valve (1) according to claim 12 or 13, in which the projected surfaces in one plane of the first (10) and the second pressurizing area (11) are max. 20% different from one another.

26. High-pressure inlet valve (1) according to claim 12 or 13 in the alternative of unequal sized pressurization areas (10, 11) and the alternative of a plate valve (12) designed first pressurization area (10), in which the passage area (6) through the The poppet valve (12) is sealed towards the combustion chamber (25) and through the cylindrical piston area (4) on the shaft (14) towards the spring-loaded side of the sliding piston (3) in the closed position (7), the second pressurizing area (11) of the cylindrical piston section (4) is greater than the effective first pressurizing area (10) in the form of a valve plate of the poppet valve (12) that the valve plate seals against the combustion chamber (25) by the combustion air pressure.

27. High-pressure inlet valve (1) according to one of claims 13 to 17, in which the sliding piston (3) is designed such that it gives the poppet valve (12) a radial movement component at least at the end of its closing movement.

28. Internal combustion engine with a high-pressure inlet valve (1) arranged in a cylinder head (26) for admitting combustion air at high pressure into a combustion chamber (25) with the features according to one of claims 1 to 18, which is in the manner of an intake valve between a high pressure line (27) and the combustion chamber (25) is arranged and by means of which the combustion air can be admitted from a high-pressure line (27) via a passage area (6) of the high-pressure inlet valve (1) into the combustion chamber (25), the high-pressure inlet valve (1) in relation to the longitudinal axis of the cylinder (25) Cylinder head (26) is arranged upright.

29. Internal combustion engine with a in a cylinder head (27) arranged high pressure inlet valve (1) for admitting combustion air at high pressure into a combustion chamber (25) with the features according to one of claims 1 to 17, which in the manner of an intake valve between a high-pressure line (27) and the combustion chamber (25) is arranged and by means of which the combustion air from a high-pressure line (27) via a passage area (6) of the high-pressure inlet valve (1) into the combustion chamber (25) is inlet, the high-pressure inlet valve ( 1) is arranged lying in the cylinder head (26) with respect to the longitudinal axis of the cylinder (25).

30. Internal combustion engine according to claim 28 or 29, in which the sliding piston (3) of the high-pressure inlet valve (1) is loaded with a spring (22) and for displacing its sliding piston (3) from a passage of combustion air into the combustion chamber (25) blocking a passage of the combustion air into the combustion chamber (25) free bend position acting against the spring force cam of a camshaft is provided.

31. Internal combustion engine according to one of claims 28 to 30, in which the high-pressure inlet valve (1) working with a pressure in the range from 2 to 20 MPa is controllable and the combustion air can be admitted into the cylinder (25) in such a way that for a La Change of use in a four-stroke engine does not require a separate stroke and that mixture formation in the cylinder (25) can be controlled with respect to the injected fuel quantity in the cylinder (25) via the pressure with which the combustion air is admitted into the combustion chamber (25) via the high-pressure inlet valve (1).