EP3980632A1 - Unité de service à "piston asservi" synchrone à deux temps avec anneau flottant pour moteurs endothermiques - Google Patents

Unité de service à "piston asservi" synchrone à deux temps avec anneau flottant pour moteurs endothermiques

Info

Publication number
EP3980632A1
EP3980632A1 EP20744148.6A EP20744148A EP3980632A1 EP 3980632 A1 EP3980632 A1 EP 3980632A1 EP 20744148 A EP20744148 A EP 20744148A EP 3980632 A1 EP3980632 A1 EP 3980632A1
Authority
EP
European Patent Office
Prior art keywords
stroke
piston
cylinder
section
servo
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20744148.6A
Other languages
German (de)
English (en)
Inventor
Salvatore FIORETTI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP3980632A1 publication Critical patent/EP3980632A1/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L21/00—Use of working pistons or pistons-rods as fluid-distributing valves or as valve-supporting elements, e.g. in free-piston machines
    • F01L21/04—Valves arranged in or on piston or piston-rod
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders

Definitions

  • the mobility and the intended use of the unit presented is aimed at all those vehicles equipped with internal combustion engines in a condition of what can be moved in relation to the space-time movement. It is employed for transportation generally for leisure, for work and for sports competitions, in relation to people or things.
  • Two-stroke engine The age of the two-stroke engine, as is well known, is slowly drawing to an end, abandoned by the majority of the motor industry despite the capacity that this system is still be able to express and despite it appearing to be still valid from the point of view of versatility, compactness and constructive simplicity, which dictated a low cost production and sale.
  • TECHNICAL PROBLEM A symptomatic factor that slows down the evolution of the four-stroke engine is certainly determined by mushroom valves which, though still indispensable, at the same time set limits due to their inefficient function; they absorb part of the energy produced, waste an amount of petrol for their own cooling at high speeds and there is a further waste during the so-called crossover phase.
  • the invention is proposed as innovator of an aged two-stroke machinery or as evolution of what the four-stroke engine represents today. On the motoring scene the product is
  • thermodynamic strokes of the Otto cycle named "service strokes”, which comprise the fresh mixture suction stroke simultaneously combined with the burnt gas exhaust stroke and an extra one called “scission”, hereafter explained.
  • service strokes which comprise the fresh mixture suction stroke simultaneously combined with the burnt gas exhaust stroke and an extra one called “scission”, hereafter explained.
  • the remaining strokes, those of compression and expansion called “active” are dependent on the power unit represented by the principal piston.
  • PROPULSION FUNCTION - The work carried out by the S/P in the cylinder chamber is comparable to that of a plunger turned upside down which moves in a rectilinear reciprocating motion with its direction parallel to the major axis of the cylinder (in this case, by way of example, in vertical direction) from the TDC to the BDC and vice versa, opposite and synchronized to the primary piston, and operates with a rapid motion. In fact it acts as a propulsor which is able to generate at the same time pression and depression in one motion from top to bottom, it is subordinated to the turn of an altered overhead camshaft and subjected to a derivative desmodromic mechanism.
  • COMBUSTION CHAMBER In other words it is the space that takes shape when the S/P is in the top dead center TDC (end of stroke) , at that moment it assumes the shape and the function of head, thus forming the upper section of the cylinder chamber.
  • TDC end of stroke
  • the S/P temporarily forms the top of the combustion chamber, namely the space in which the air- fuel mixture is confined at the end of the P/P's compression stroke.
  • ANTI-SEIZURE The S/P is not particularly exposed to the complication of the seizure as it operates attached to the rod, which moves it in a perfectly linear way, exempt from lateral forces, favoured moreover by its ability to rotate on its own axis.
  • one row of ball bearings is encased in a groove that encircles the S/P (Fig.l point 10) and they are immersed into a special grease for high temperatures (like molybdenum disulphide) which makes the motion smoother and reduces the friction with the cylinder pipe.
  • the whole is closed, partitioned and hermetically protected between two compression rings (Fig.l point 8,9) of the synthesized type (carbide, tungsten and steel alloy) .
  • SIZE The circumference is the same as the bore of the primary piston. Thicknesses and weights are situational, defined by the design values, the condition of use and the materials employed. QUICK AND ACCURATE - These adjectives sum up the reactive nature of the S/P unit and the steadiness of the perfectly linear stroke. These benefits are achieved thanks to the fact that the S/P is not attached to a connecting rod but to a linear rod and thanks to the consequent absence of lateral forces (given by the effect of flaring due to the upward and downward motion generally related to pistons) .
  • the HOUSING - is defined as the seat of the S/P in the point of upper end of stroke TDC, it draws an analogy with the valve seat of the four-stroke engine from which it takes the technology and the materials employed for the making of this section.
  • THE MATERIALS AND THE SHAPE - Aluminum alloy forged, from an aesthetic point of view it is similar to a big mushroom valve where, at the center of the disc, is evident a circular intersection. The latter in fact is the passive valve with a tail which is represented by a sturdy linear rod (Fig. 1 point 1), whose extremity is predisposed for the contact of the equalizers (Fig.l 2,3) . The whole surface is enclosed by the two compression rings which contain the row of inox ball bearings .
  • THE COOLING - In addition to the centralized system of the engine that also cools the cylinder, the S/P enjoys a further benefit due to a thermic exchange and achieved by the fresh charge both during the suction stroke and the scission stroke.
  • the S/P' s command system balances the travel with only two movements (push and pull) with a different rhythm and it is run by a single two-cam shaft setting.
  • camshaft which interfaces among the parts creating a connection: constrained in the new architecture, it gets altered as well and in fact, by getting elaborated, its size gets enlarged, specifically the one of the cams (eccentrics) which are definitely much larger, in order to allow a longer excursion on the two independent equalizers (arms), which in their turn operate alternately on the axis of the
  • the function occurs during the stroke in which the S/P moves downwards, therefore in the cylinder chamber a depression is generated and the lamellar valve, which is located at the top in the cylinder pipe, opens up in the inward direction of the cylinder itself, thus favouring the inflow of the fresh charge, and closes up again once the depression ceases due to the filling of the cylinder chamber.
  • the device intervenes with a little delay after the detonation by calculating the gas expansion time coefficient, the gases give the push to the P/P in the downward stroke, followed by the S/P, which on the contrary is moved by the pulse received from above ( camshaft-desmo combo) and by the dynamic suction backpressure (drag phenomenon determined in a gas mass) generated by the wave.
  • the stroke from top to bottom the S/P, driven by pressure, from the "B" side quickly pushes the exhaust burnt gases outwards to the lamellar valve (lamellar pack), which has meanwhile opened up following the pressure exerted on it, and to the outlet .
  • the S/P moves back up a little in advance of the P/P (drawn back up by the camshaft/desmo combo) and generates a turbulence which pours the mass of particles (fresh charge) into the chamber after passage through the opening of the passive valve.
  • the maneuver occurs thanks to the braking given by the friction of the S/P' s external section
  • the shape assumed by the piston, which best fits for this employment, is the Cupa type (like the diesel), characterized by a short skirt with concave top, and it allows to best collect the combustible mixture at the center of the piston, which best absorbs the expanding gases thus limiting the recoil, namely the pressure heading in the opposite direction.
  • the S/P follows the action of the P/P (Fig. 3 and 4) downwards with a little delay (Del.) carrying out the exhaust stroke from top to bottom and pushing the burnt gases towards the lamellar outlet valve (Fig. 5) .
  • This completely new stroke consists of the advance restart of the S/P from the BDC right before the piston which, by decomposing into two sections and opening up its central valve, manages to move back up cleaving the fresh charge, poured from the "A" side to the "B” side, to move back into its seat at the end of stroke in the TDC and then to reassemble, thus forming at that point the top of the head.
  • CONSUMPTIONS/EMISSIONS/FUELS The purpose is to waste less fuel, passing from the reduction in the moving elements within the engine and from the thermic efficiency ratio in relation to the motion energy produced, with consequent reduction in exhaust gases and in their respective harmful emissions in the environment. It is not bound to the employment of specific fuels in relation to the octane number.
  • DISCHARGES/SIZE/WEIGHT There is a considerable reduction in the overall volume and in its respective weights under the same output power.
  • the exhaust manifolds are arranged below at the base of the cylinder so that they are shorter and less articulated, moreover they provide further advantages related to the discharge of possible harmful impure residues thanks to the gravity force.

Abstract

L'invention concerne un propulseur à piston asservi visant à améliorer l'efficacité de sortie d'énergie générée à l'intérieur d'un moteur. Il fonctionne individuellement car il ne nécessite pas d'autres dispositifs, il se distingue par sa capacité à développer un nouveau processus cinématique grâce à une nouvelle course appelée "scission", qui divise fondamentalement le dispositif en deux sections : la section centrale, avec un disque central relié à la tige, qui fait glisser la section externe formée comme un "anneau flottant". Il ne nécessite pas d'huile additive dans le carburant, il fournit une faible consommation même s'il est comparé aux moteurs à quatre temps car il n'est pas subordonné à n'importe quel type de vannes, qui absorbent la puissance, compliquent le fonctionnement, augmentent les températures et obligent à utiliser des essences anti-détonantes spécifiques. Avec de telles spécifications, on obtient l'avantage d'employer un seul cycle thermodynamique pour le tour complet de l'arbre à cames, ce qui permet d'obtenir un système à deux temps efficace.
EP20744148.6A 2019-06-04 2020-05-26 Unité de service à "piston asservi" synchrone à deux temps avec anneau flottant pour moteurs endothermiques Pending EP3980632A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT201900008049 2019-06-04
PCT/IT2020/050135 WO2020245854A1 (fr) 2019-06-04 2020-05-26 Unité de service à "piston asservi" synchrone à deux temps avec anneau flottant pour moteurs endothermiques

Publications (1)

Publication Number Publication Date
EP3980632A1 true EP3980632A1 (fr) 2022-04-13

Family

ID=68653494

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20744148.6A Pending EP3980632A1 (fr) 2019-06-04 2020-05-26 Unité de service à "piston asservi" synchrone à deux temps avec anneau flottant pour moteurs endothermiques

Country Status (4)

Country Link
EP (1) EP3980632A1 (fr)
CA (1) CA3138257A1 (fr)
GB (1) GB202115258D0 (fr)
WO (1) WO2020245854A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AR214106A1 (es) * 1977-12-12 1979-04-30 Siegien M Motor a explosion de ciclo de dos tiempos
US4790284A (en) * 1985-10-02 1988-12-13 Regenic Corporation Regenerative internal combustion engine
DE102012020893B4 (de) * 2012-10-24 2018-07-12 Peter Kreuter Verfahren zum Betreiben einer aufgeladenen, längsgespülten Zweitaktbrennkraftmaschine sowie aufgeladene, längsgespülte Zweitaktbrennkraftmaschine und Rekuperator
ES2531587B1 (es) * 2013-07-02 2015-11-12 Benoit Laurent PHILIPPE Motor de combustión interna

Also Published As

Publication number Publication date
GB202115258D0 (en) 2021-12-08
CA3138257A1 (fr) 2020-12-10
WO2020245854A1 (fr) 2020-12-10

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