FR2476741A1 - Fuel inlet for IC engine - has variable inlet valve timing and two step opening of valve - Google Patents

Fuel inlet for IC engine - has variable inlet valve timing and two step opening of valve Download PDF

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Publication number
FR2476741A1
FR2476741A1 FR8004030A FR8004030A FR2476741A1 FR 2476741 A1 FR2476741 A1 FR 2476741A1 FR 8004030 A FR8004030 A FR 8004030A FR 8004030 A FR8004030 A FR 8004030A FR 2476741 A1 FR2476741 A1 FR 2476741A1
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France
Prior art keywords
delay
engine according
dead center
valve
intake valve
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FR8004030A
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French (fr)
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Individual
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Priority to FR8004030A priority Critical patent/FR2476741A1/en
Publication of FR2476741A1 publication Critical patent/FR2476741A1/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0223—Variable control of the intake valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

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

Abstract

The I.C. engine operates on a four stroke cycle and has a modified inlet valve. The timing of the inlet valve is advanced relative to bottom dead centre or may be retarded to an amount greater than 50 degrees of rotation of the crank. The variation in valve timing may be maintained to increase the angle of retard to 90 degrees. The inlet valve opening pattern is such that the valve opens in two steps. The valve first opens before the piston reaches top dead centre and opens further after the piston reaches bottom dead centre.

Description

Moteur à combustion interne à rendement amélioré.Internal combustion engine with improved efficiency.

Il est bien connu que les moteurs à combustion interne ont un mauvais rendement énergétique pour la raison essentielle suivante : La détente des gaz brûlés n'étant pas poursuivie suffisamment loin, ces derniers sont envoyés à l'échappement alors qu'ils présentent encore, sous forme de pression et de température, une énergie appréciable. Cette énergie, un tiers environ de ce que produit la combustion du carbu- rant, est intégralement perdue. Tout principe de moteur permettant de prolonger la détente et de rejeter à l'atmosphère des gaz moins chauds et moins comprimés se traduirait donc obligatoirement par un gain sur le plan énergétique.It is well known that internal combustion engines have poor energy efficiency for the following essential reason: The expansion of the burnt gases not being pursued far enough, the latter are sent to the exhaust while they still have, under form of pressure and temperature, appreciable energy. This energy, about a third of what is produced by the combustion of fuel, is entirely lost. Any engine principle which makes it possible to prolong the expansion and to reject less hot and less compressed gases into the atmosphere would therefore necessarily result in an energy gain.

La présente invention, applicable aux moteurs à quatre temps à essence ou Diesel, conduit effectivement à prolonger la détente d'une certaine masse de gaz brûlés. Elle est réalisable à partir d'un moteur de conception classique, les différences introduites portant uniquement sur le dessin de la came d'admission et sur le taux de compression apparent.The present invention, applicable to four-stroke petrol or diesel engines, effectively leads to extending the expansion of a certain mass of burnt gas. It is achievable from an engine of conventional design, the differences introduced relate only to the design of the intake cam and the apparent compression ratio.

En ce qui concerne la came d'admission, celleaci, sur un moteur classique, est dessinee pour que la soupape s'ouvre au voisinage du point mort haut et se ferme au voisinage du point mort bas, le but vise étant d'assurer un remplissage optimal du cylindre. Dans un moteur selon l'invention, la fermeture de la soupape d'admission sera sensiblement avancée ou retardée par rapport au point mort bas. En première analyse, l'avance ou le retard produisent de façon similaire le but recherché, qui est d'assurer un remplissage partiel du cylindre.Un examen plus fin fait apparaltre des différences qui seront analysées plus loin
Le taux de compression apparent, que nous désignerons de façon classique par le rapport des volumes du cylindre en- tre les positions de point mort bas et de point mort haut, doit alors être augmenté dans la proportion où la quantité de gaz admis a été réduite Il importe en effet de conser ver une valeur inchangée au taux de compression réel, qui est le rapport entre le volume des gaz réellement admis et leur volume en fin de compression, ce dernier se confondant toujours avec.le volume dela chambre de combustion quand le piston est au point mort haut.With regard to the intake cam, this, on a conventional engine, is designed so that the valve opens in the vicinity of the top dead center and closes in the vicinity of the bottom dead center, the aim being to ensure optimal filling of the cylinder. In an engine according to the invention, the closing of the intake valve will be substantially advanced or delayed relative to the bottom dead center. In the first analysis, the advance or the delay similarly produce the desired goal, which is to ensure a partial filling of the cylinder. A closer examination reveals differences which will be analyzed later.
The apparent compression ratio, which we will conventionally designate by the ratio of the cylinder volumes between the positions of bottom dead center and top dead center, must then be increased in the proportion where the quantity of gas admitted has been reduced. It is indeed important to keep an unchanged value at the actual compression ratio, which is the ratio between the volume of gases actually admitted and their volume at the end of compression, the latter always merging with the volume of the combustion chamber when the piston is in top dead center.

Dans un moteur ainsi réalisé, tout se passe comme si on avait deux cylindrées différentes - une cylindrée d'admission sensiblement inférieure au volume balayé par le piston; - une cylindrée de détente restant égale à ce volume.In an engine thus produced, everything happens as if there were two different displacements - an intake displacement substantially less than the volume swept by the piston; - an expansion cylinder remaining equal to this volume.

Le taux de compression réel restant similaire à celui d'un moteur classique, le taux de détente, lui, est sensiblement augmenté, dans la mesure où il reste égal au taux de compression apparent. Or, ce taux de détente est précisément le paramètre qui conditionne la bonne utilisation de l'éner- gie de combustion, donc le rendement du moteur. De plus, la température moyenne des gaz au cours de la détente étant sensiblement diminuée il s'ensuit une déperdition moindre d'énergie vers le circuit de refroidissement ce qui est un facteur supplémentaire d'amélioration du rendement.The actual compression rate remains similar to that of a conventional engine, the expansion rate is significantly increased, insofar as it remains equal to the apparent compression rate. However, this expansion rate is precisely the parameter which conditions the proper use of the combustion energy, and therefore the efficiency of the engine. In addition, the average temperature of the gases during expansion being significantly reduced, this results in less energy loss to the cooling circuit, which is an additional factor in improving efficiency.

En ce qui concerne la comparaison entre les deux méthodes de réduction de la quantité de gaz admis par avance ou retard de la fermeture de la soupape d'admission, on peut l'établir comme suit
L'avance conduit à une déperdition minimale d'énergie par pertes de charge à la soupape d'admission. On n'introduit en effet que la quantité de gaz destinée à être conservée.With regard to the comparison between the two methods of reducing the quantity of gas admitted in advance or delay in closing the intake valve, it can be established as follows
The advance leads to a minimum loss of energy by pressure losses at the intake valve. Only the quantity of gas intended to be stored is introduced.

Après la fermeture de la soupape, ce gaz est ensuite détendu, puis ramené à la pression d'admission au cours d'une portion de cycle à bilan énergétique nul. Les inconvénients risquant de se présenter se situent dans le fonctionnement à haut régime, pour lequel on peut s'attendre à une réduction sensible de la quantité des gaz admis, du fait des pertes de charge à la soupape. After closing the valve, this gas is then expanded, then brought back to the intake pressure during a portion of the cycle with zero energy balance. The disadvantages that may arise are in the high speed operation, for which we can expect a significant reduction in the amount of gas admitted, due to pressure losses at the valve.

Le retard augmente les pertes de charge, puisqu'il consiste à emmagasiner dans le cylindre des gaz en excédent, dont une partie sera rejetée dans la tubulure d'admission. Par contre, il favorise le fonctionnement aux régimes élevés, ces neumes pertes de charge se traduisant alors par une surpression au moment où la soupape se ferme. De plus, conduisant à une durée très allongée de la période d'ouverture de la soupape, il autorise une ouverture plus tardive, au besoin sensiblement après le point mort haut, évitant ainsi le croisement avec la soupape d'échappement. Cela est beaucoup plus difficile avec la technique précédente, pour des raisons de dessin de came.The delay increases the pressure losses, since it consists in storing surplus gases in the cylinder, part of which will be discharged into the intake manifold. On the other hand, it favors operation at high speeds, these neutral pressure drops then resulting in an overpressure when the valve closes. In addition, leading to a very long duration of the valve opening period, it allows a later opening, if necessary substantially after top dead center, thus avoiding crossing with the exhaust valve. This is much more difficult with the previous technique, for reasons of cam design.

On peut imaginer de concilier les avantages des deux formules par un dessin de came plus complexe, conduisant à ouvrir la soupape d'admission à deux reprises au cours du cycle - une première fois entre le point mort haut et une fraction de la course conduisant au point mort bas; - une deuxième fois, plus brève, au cours de la course de remontée vers le point mort haut, entre un point situé sensiblement après-le point mort bas et le point choisi pour arrêter le phase d'admission et faire débuter le cycle de compression.One can imagine reconciling the advantages of the two formulas by a more complex cam design, leading to opening the intake valve twice during the cycle - a first time between top dead center and a fraction of the stroke leading to bottom dead center; - a second, shorter time, during the ascent stroke to top dead center, between a point located substantially after the bottom dead center and the point chosen to stop the intake phase and start the compression cycle .

Avec cette technique, une légère insuffisance ou un léger excès d'admission au cours de la première ouverture seront compenses par une admission complémentaire ou un rejet au cours de la seconde, sans toutefois entrainer un transit de gaz aussi important qu'avec la méthode du retard simple.With this technique, a slight insufficiency or a slight excess of admission during the first opening will be compensated by an additional admission or a rejection during the second, without however causing a gas transit as important as with the method of simple delay.

De cette manière, le remplissage du cylindre est rendu relativement indépendant du régime du moteur.In this way, the filling of the cylinder is made relatively independent of the engine speed.

Les trois systèmes : avance, retard, et ouverture en deux temps, tombent dans le cadre de I'inventaon. The three systems: advance, delay, and two-step opening, fall within the scope of the invention.

Dans les moteurs classiques, une pratique courante consiste à retarder la fermeture de la soupape d'admission d'un
certain angle après le point mort bas. Ce retard est limité,
et a pour but de parfaire le remplissage du cylindre, en
mettant à profit l'effet d'inertie des gaz frais. I1 faut
donc le distinguer radicalement du retard dont il est ques
tion ici, qui est nettement plus important, et vise au con
traire à diminuer le remplissage du cylindre. Comme ordres
de grandeur, le retard classique ne peut guère dépasser une
quarantaine de degrés, alors que le retard selon l'invention peut être de l'ordre du double ou même davantage. In conventional engines, it is common practice to delay closing the intake valve by a
certain angle after bottom dead center. This delay is limited,
and aims to perfect the filling of the cylinder, by
taking advantage of the inertial effect of fresh gases. I must
therefore radically distinguish it from the delay which it is
tion here, which is significantly more important, and aims to con
milk to decrease the filling of the cylinder. As orders
greatness, the classical delay can hardly exceed one
forty degrees, while the delay according to the invention can be of the order of double or even more.

Claims (9)

RevendicationsClaims 1. Moteur à combustion interne à quatre temps, à carburateur, injection ou Diesel, caractérisé en ce que le remplissage du cylindre est-volontairement limité par une modification dans la cinématique de la soupape d'admission, et en ce que le volume minimal de la chambre de combustion au moment du point mort haut est diminué dans une proportion similaire, le tout visant à conserver une compression identique des gaz admis et une détente allongée pour les gaz brûlés, visant à récupérer une quantité plus importante de l'énergie thermodynamique contenue dans ces derniers.1. Four-stroke internal combustion engine, with carburetor, injection or Diesel, characterized in that the filling of the cylinder is deliberately limited by a modification in the kinematics of the intake valve, and in that the minimum volume of the combustion chamber at the time of top dead center is reduced in a similar proportion, the whole aiming to maintain an identical compression of the admitted gases and an elongated expansion for the burnt gases, aiming to recover a greater quantity of the thermodynamic energy contained in these. 2. Moteur suivant la revendication 1, caractérisé en ce que la limitation de lwadmission des gaz est obtenue par une avance de la fermeture de la soupape d'admission par rapport au point mort bas pour lequel le cylindre présente son volume maximal. 2. Engine according to claim 1, characterized in that the limitation of gas intake is obtained by advancing the closing of the intake valve relative to the bottom dead center for which the cylinder has its maximum volume. 3. Moteur suivant la revendication 1, caractérisé en ce que la limitation de l'admission des gaz est obtenue par un retard de la fermeture de la soupape d'admission par rapport audit point mort bas, ce retard étant supérieur à 500 d'angle de rotation du vilebrequin.3. Engine according to claim 1, characterized in that the limitation of the admission of gases is obtained by a delay in the closing of the intake valve relative to said bottom dead center, this delay being greater than 500 angle of crankshaft rotation. 4. Moteur suivant la revendication 3, caractérisé en ce que ledit retard est supérieur à óO . 4. Engine according to claim 3, characterized in that said delay is greater than óO. 5. Moteur suivant la revendication 4, caractérisé en ce que ledit retard est supérieur à 700. 5. Engine according to claim 4, characterized in that said delay is greater than 700. 6. Moteur suivant la revendication 5, caractérisé en ce que ledit retard est supérieur à 800.6. Engine according to claim 5, characterized in that said delay is greater than 800. 7. Moteur suivant la revendication 6, caractérisé en ce que ledit retard est supérieur à 900.7. Motor according to claim 6, characterized in that said delay is greater than 900. 8. Moteur suivant la revendication 1, caractérisé en ce que la cinématique de la soupape d'admission présente une ouverture en deux temps, le premier temps intervenant entre le point mort haut et une fraction de la course d'admission, le deuxième temps, très bref, intervenant pendant une petite fraction de la course suivante, ladite fraction débutant sensiblement après le point mort bas et se terminant au moment choisi pour le début du cycle de compression.8. Engine according to claim 1, characterized in that the kinematics of the intake valve has an opening in two stages, the first stage occurring between top dead center and a fraction of the intake stroke, the second stage, very brief, occurring during a small fraction of the following stroke, said fraction starting appreciably after the bottom dead center and ending at the time chosen for the start of the compression cycle. 9. Moteur selon la revendication 1, caractérisé en ce que la cinématique de la soupape d'admission se présente de façon intermédiaire entre les cinématiques décrites par les revendications 3, 4, 5, 6 ou 7 d'une part, et 8 d'autre part, la durée de la fermeture séparant les deux périodes d-'ouverture pouvant varier entre zéro et une valeur importante, ou cette fermeture pouvant n'être que partielle. 9. Engine according to claim 1, characterized in that the kinematics of the intake valve occurs intermediate between the kinematics described by claims 3, 4, 5, 6 or 7 on the one hand, and 8 d ' on the other hand, the duration of the closure separating the two opening periods may vary between zero and a large value, or this closure may be only partial.
FR8004030A 1980-02-22 1980-02-22 Fuel inlet for IC engine - has variable inlet valve timing and two step opening of valve Withdrawn FR2476741A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR8004030A FR2476741A1 (en) 1980-02-22 1980-02-22 Fuel inlet for IC engine - has variable inlet valve timing and two step opening of valve

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Application Number Priority Date Filing Date Title
FR8004030A FR2476741A1 (en) 1980-02-22 1980-02-22 Fuel inlet for IC engine - has variable inlet valve timing and two step opening of valve

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2539454A1 (en) * 1983-01-17 1984-07-20 Swanson Darren ECONOMIZER CAM SHAFT FOR FOUR-STROKE INTERNAL COMBUSTION ENGINE
EP0473258A2 (en) * 1990-07-31 1992-03-04 Lucas Industries Public Limited Company Internal combustion engine and a method of operating same
EP1588040B1 (en) * 2003-01-23 2008-01-16 Wisconsin Alumni Research Foundation Engine valve actuation for combustion enhancement
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2539454A1 (en) * 1983-01-17 1984-07-20 Swanson Darren ECONOMIZER CAM SHAFT FOR FOUR-STROKE INTERNAL COMBUSTION ENGINE
EP0473258A2 (en) * 1990-07-31 1992-03-04 Lucas Industries Public Limited Company Internal combustion engine and a method of operating same
EP0473258A3 (en) * 1990-07-31 1992-12-16 Lucas Industries Public Limited Company Internal combustion engine and a method of operating same
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
EP1588040B1 (en) * 2003-01-23 2008-01-16 Wisconsin Alumni Research Foundation Engine valve actuation for combustion enhancement
US7337763B2 (en) 2003-01-23 2008-03-04 Wisconsin Alumni Research Foundation Engine valve actuation for combustion enhancement

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