FR3001765A1 - Triple-thermal engine i.e. two-stroke engine, for bus, has expansion cylinder including exhaust ports positioned on periphery at bottom dead center of piston, and top dead center positioned at opening of other ports of combustion cylinder - Google Patents
Triple-thermal engine i.e. two-stroke engine, for bus, has expansion cylinder including exhaust ports positioned on periphery at bottom dead center of piston, and top dead center positioned at opening of other ports of combustion cylinder Download PDFInfo
- Publication number
- FR3001765A1 FR3001765A1 FR1300256A FR1300256A FR3001765A1 FR 3001765 A1 FR3001765 A1 FR 3001765A1 FR 1300256 A FR1300256 A FR 1300256A FR 1300256 A FR1300256 A FR 1300256A FR 3001765 A1 FR3001765 A1 FR 3001765A1
- Authority
- FR
- France
- Prior art keywords
- dead center
- cylinder
- expansion
- piston
- combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000002485 combustion reaction Methods 0.000 title abstract description 35
- 239000007789 gas Substances 0.000 abstract description 15
- 238000011084 recovery Methods 0.000 description 3
- 239000000567 combustion gas Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
Classifications
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- 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
- F02B41/06—Engines with prolonged expansion in compound cylinders
- F02B41/08—Two-stroke compound engines
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- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
- F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
- F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
- F01B2009/061—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces by cams
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
- F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
- F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
-
- 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
- F02B2075/026—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle three
Landscapes
- 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
Description
- 1 - Les ingénieurs motoristes ont amélioré les rendements des moteurs thermiques et s'approchent du rendement théorique maximum dû à la conception mécanique des moteurs. lis ont donc cherché à récupérer de l'énergie sous toutes ses formes et l'on peut citer le système Start/Stop qui équipe de nombreux véhicules en arrêtant le moteur 5 à l'arrêt et le remet en route pour repartir. Il en est de même pour la récupération de l'énergie cinétique au moment du freinage des véhicules et déjà de nombreux cars ou bus disposent de cet équipement. Une autre source de récupération d'énergie se situe au niveau des gaz d'échappement et les ingénieurs ont équipé les moteurs de turbocompresseurs de plus en plus perfectionnés en améliorant la suralimentation, c'est ainsi 10 que les turbocompresseurs comportent aujourd'hui des turbines à géométrie variable. Une autre possibilité de récupération d'énergie consiste à augmenter la détente des gaz d'échappement. C'est ce que propose Monsieur Gorhard Schmit pour un moteur à quatre temps qu'il appelle « cinq temps ». Nos études nous ont conduit à étudier un moteur deux temps pour lequel nous 15 avons cherché à améliorer la détente des gaz d'échappement, c'est ainsi que nous avons appelé ce moteur deux temps : « moteur trois temps ». Notre demande de brevet concerne donc les moteurs deux temps qui disposent d'une culasse munie de soupapes d'admission et de lumières d'échappement situées au point mort bas du piston. 20 Dans ce brevet, on positionne un cylindre de grand diamètre centré autour du cylindre de combustion de façon à ce que l'ouverture des lumières d'échappement du cylindre de combustion soient placées au point mort haut du cylindre de détente, de façon à ce que dés l'ouverture des lumières du cylindre de combustion la pression des gaz d'échappement entraine la détente du piston du cylindre de détente qui comporte à 25 son point mort bas des lumières d'échappement positionnées sur la périphérie du cylindre de détente. Suivant une autre caractéristique de l'invention, le cylindre de combustion comporte des soupapes d'admission d'air comprimé en provenance d'un réservoir d'air sous pression et le cylindre de détente comporte d'une part des soupape d'admission 30 d'air en provenance du réservoir d'air sous pression pour obtenir un balayage des gaz d'échappement du cylindre de détente et d'autre part des soupapes d'échappement pour alimenter le réservoir de pression d'air quand le piston remonte dans le cylindre de détente et que les lumières d'échappement du cylindre de combustion sont fermées. Suivant une autre caractéristique de l'invention, les moteurs thermiques trois temps 35 disposent d'un vilebrequin percé au centre longitudinal d'un canal d'arrivée d'huile sous pression pour graisser la bielle du piston du cylindre de combustion et les deux bielles du - 2 - piston de détente situées de part et d'autre de la bielle du cylindre de combustion, ce vilebrequin comportant deux paliers situés entre la came du cylindre de détente et la came du cylindre de combustion. Suivant une autre caractéristique de l'invention, les moteurs thermiques trois temps 5 comportent au moins un réservoir d'air sous pression qui d'une part reçoit de l'air sous pression en provenance du cylindre de détente au moment de sa remontée vers son point mort haut et d'autre part alimente les soupapes d'admission d'air des cylindres de combustion et des cylindres de détente. Suivant une autre caractéristique de l'invention, les moteurs thermiques trois temps 10 disposent d'un turbocompresseur entrainé par les gaz d'échappement du cylindre de détente comprimant soit de l'air soit un mélange d'air et de gaz d'échappement pour alimenter soit les soupapes d'admission du cylindre de combustion et du cylindre de détente soit le réservoir d'air sous pression. La manière de réaliser l'invention ainsi que les avantages qui en découlent 15 ressortiront de la description du mode de réalisation donnée à titre indicatif mais non limitatif à l'appui des figures dans lesquelles : - La figure 1 représente en coupe verticale les cylindres de combustion et de détente - La figure 2 représente un diagramme des différentes phases des pistons 20 concernant l'ouverture et la fermeture des lumières des cylindres de combustion et de détente - La figure 3 représente en coupe perpendiculaire le vilebrequin et ses cames excentrées des cylindres de combustion et de détente. La figure 1 représente en coupe verticale les cylindres de combustion et de 25 détente. Nous trouvons le cylindre de combustion (1), les lumières d'échappement (2), le piston (3) et sa bielle (4), le vilebrequin (5) percé en son centre longitudinalement par un canal (6) d'amenée d'huile sous pression, sa culasse (7) avec ses soupapes (8) d'admission d'air. Nous trouvons aussi le cylindre de détente (9) avec son piston circulaire (10), ses lumières d'échappement (11), sa bielle (12) sa culasse (13) où sont 30 fixées les soupapes (14), qui est positionné à la limite supérieure des lumières d'échappement (2) du cylindre de combustion. Le vilebrequin (5) dispose comme maneton de bielle des cames rondes excentrées ; pour le cylindre de combustion (1) la came (15), pour le cylindre de détente (9) les cames (16) et (17) situées de part et d'autre de la came de combustion (15). Deux paliers (18) et (19) du vilebrequin (5) sont 35 placés entre les cames de détente (16) et (17) et la came de combustion (15). Un réservoir de pression d'air (20) alimente d'une part les soupapes (8) du cylindre de - 3 - combustion (1) et d'autre part les soupapes (Vir) d'admission d'air frais pour le balayage des gaz de combustion, le réservoir (20) étant alimenté par les soupapes (22) lors de la compression du cylindre de détente (9) et par un turbo compresseur (23) entraîné par les gaz d'échappement dans le cylindre de détente (9).- 1 - Engineers have improved the efficiency of the engines and are approaching the maximum theoretical efficiency due to the mechanical design of the engines. They have therefore sought to recover energy in all its forms and we can cite the Start / Stop system which equips many vehicles by stopping the engine 5 at a standstill and put it back on the road to start again. It is the same for the recovery of kinetic energy when braking vehicles and already many buses or buses have this equipment. Another source of energy recovery is in the exhaust and engineers have equipped the turbocharger engines more and more sophisticated by improving turbocharging, so that turbochargers today include turbines with variable geometry. Another possibility of energy recovery is to increase the expansion of the exhaust gas. This is what Mr Gorhard Schmit proposes for a four-stroke engine he calls "five times". Our studies led us to study a two-stroke engine for which we sought to improve exhaust gas expansion, which is what we called this two-stroke engine: "three-stroke engine". Our patent application therefore concerns two-stroke engines that have a cylinder head equipped with intake valves and exhaust ports located at the bottom dead center of the piston. In this patent, a cylinder of large diameter is positioned centered around the combustion cylinder so that the opening of the exhaust ports of the combustion cylinder are placed at the top dead center of the expansion cylinder, so that that as soon as the combustion cylinder lights open, the pressure of the exhaust gas causes the expansion of the piston of the expansion cylinder which comprises at its bottom dead point exhaust ports positioned on the periphery of the expansion cylinder. According to another characteristic of the invention, the combustion cylinder comprises valves for admitting compressed air from a pressurized air tank and the expansion cylinder comprises, on the one hand, intake valves air from the pressurized air tank to obtain a scan of the exhaust gas of the expansion cylinder and on the other hand exhaust valves to supply the air pressure reservoir when the piston back into the cylinder and that the exhaust ports of the combustion cylinder are closed. According to another characteristic of the invention, the three-stroke thermal engines 35 have a crankshaft pierced at the longitudinal center of a pressurized oil inlet channel for greasing the piston rod of the combustion cylinder and the two connecting rods. of the expansion piston located on either side of the connecting rod of the combustion cylinder, this crankshaft having two bearings located between the cam of the expansion cylinder and the cam of the combustion cylinder. According to another characteristic of the invention, the three-cycle thermal engines comprise at least one pressurized air tank which on the one hand receives pressurized air from the expansion cylinder at the moment of its ascent to its top dead center and on the other hand feeds the air intake valves of combustion cylinders and expansion cylinders. According to another characteristic of the invention, the three-cycle thermal engines 10 have a turbocharger driven by the exhaust gases of the expansion cylinder compressing either air or a mixture of air and exhaust gas for supply either the intake valves of the combustion cylinder and the expansion cylinder or the pressurized air tank. The manner of carrying out the invention as well as the advantages derived therefrom will emerge from the description of the embodiment given by way of non-limiting indication in support of the figures in which: FIG. 1 represents in vertical section the cylinders of FIG. 2 represents a diagram of the different phases of the pistons 20 concerning the opening and closing of the combustion and expansion cylinder ports. FIG. 3 is a cross-sectional view of the crankshaft and its eccentric cams of the cylinders. combustion and relaxation. Figure 1 shows in vertical section the combustion and expansion cylinders. We find the combustion cylinder (1), the exhaust ports (2), the piston (3) and its rod (4), the crankshaft (5) pierced at its center longitudinally by a channel (6) feed pressurized oil, its cylinder head (7) with its valves (8) of air intake. We also find the expansion cylinder (9) with its circular piston (10), its exhaust ports (11), its connecting rod (12) its cylinder head (13) where are fixed the valves (14), which is positioned at the upper limit of the exhaust ports (2) of the combustion cylinder. The crankshaft (5) has as a crankpin eccentric round cams; for the combustion cylinder (1) the cam (15), for the expansion cylinder (9) the cams (16) and (17) located on either side of the combustion cam (15). Two bearings (18) and (19) of the crankshaft (5) are located between the expansion cams (16) and (17) and the combustion cam (15). An air pressure reservoir (20) feeds on the one hand the valves (8) of the combustion cylinder (1) and on the other hand the valves (Vir) of fresh air intake for the sweeping combustion gases, the reservoir (20) being supplied by the valves (22) during the compression of the expansion cylinder (9) and by a turbo compressor (23) driven by the exhaust gases in the expansion cylinder ( 9).
La figure 2 représente les différentes phases des pistons. La droite AB représente la course des pistons et le point E l'ouverture et la fermeture des lumières des deux pistons. Si nous choisissons par exemple une ouverture à 700 avant le point mort bas des pistons et en tenant compte que le piston de combustion entame l'ouverture des lumières quand le piston de détente se trouve au point mort haut, on constate que l'angle AOC représentant le décalage entre la came de combustion et celle de détente est de 1100. Après la rotation du vilebrequin de 140°, le cylindre de combustion ferme ses lumières alors que le piston de détente à déjà ouvert les siennes depuis 30°, ce qui permet aux gaz d'échappement du cylindre de combustion de s'évacuer d'autant plus si la soupape d'admission d'air frais dans le cylindre de combustion est encore ouverte.Figure 2 shows the different phases of the pistons. The line AB represents the stroke of the pistons and the point E the opening and closing of the lights of the two pistons. If we choose for example an opening at 700 before the bottom dead center of the pistons and taking into account that the combustion piston starts the opening of the lights when the trigger piston is at the top dead center, we see that the angle AOC representing the offset between the combustion cam and the expansion cam is 1100. After the rotation of the crankshaft 140 °, the combustion cylinder closes its lights while the expansion piston has already opened theirs since 30 °, allowing the exhaust gases of the combustion cylinder to evacuate even more if the fresh air intake valve in the combustion cylinder is still open.
Pour augmenter l'angle AOC on peut décaler légèrement le point A en Al vers le point C, ce qui ne perturbera que très peu la détente des gaz d'échappement F en FI mais on facilite l'évacuation des gaz d'échappement. La figure 3 représente en coupe perpendiculaire le vilebrequin et ses cames excentrées des cylindres de combustion et de détente. Nous trouvons le vilebrequin (5) le canal d'amenée d'huile sous pression (6) la came excentrée du cylindre de combustion et la came (16) et (17) du cylindre de détente l'angle MON montrant le décalage entre la came de combustion et les cames de détente. Le fonctionnement du moteur trois temps est le suivant : Le cylindre de combustion est conforme au fonctionnement d'un moteur deux temps, les gaz d'échappement passant par ses lumières débouchent dans un autre cylindre entourant le cylindre de combustion, de cylindrée beaucoup plus grande en favorisant la détente des gaz de combustion. La commande d'ouverture et de fermeture des soupapes sera électronique pour être très rapide. Les soupapes d'admission d'air ou de mélange air gaz d'échappement seront ouvertes vers le point mort bas du cylindre de combustion alors que le piston de détente aura parcouru prés de la moitié de sa course, elles resteront ouvertes jusqu'en D à la fermeture des lumières de combustion. Pour le cylindre de détente, les soupapes d'admission d'air seront ouvertes vers le points mort bas et fermées un peu après la fermeture des lumières pour suralimenter le cylindre de détente et les soupapes d'échappement seront ouvertes un peu avant le point mort haut afin de comprimer l'air du cylindre de détente pour l'introduire dans le réservoir de pression. - 4 - Les gaz d'échappement du cylindre de détente alimentent un turbocompresseur (25) qui alimente en air ou mélange air et gaz d'échappement soit certaines soupapes d'admission du cylindre de combustion et du cylindre de détente soit le réservoir d'air sous pression.In order to increase the angle AOC, it is possible to shift slightly the point A in Al towards the point C, which will disturb only very little the expansion of the exhaust gases F in F1 but it facilitates the evacuation of the exhaust gases. Figure 3 shows in perpendicular section the crankshaft and eccentric cams of the combustion and expansion cylinders. We find the crankshaft (5) the pressurized oil supply channel (6) the eccentric cam of the combustion cylinder and the cam (16) and (17) of the expansion cylinder the angle MON showing the offset between the combustion cam and the cams of relaxation. The operation of the three-stroke engine is as follows: The combustion cylinder is in accordance with the operation of a two-stroke engine, the exhaust gases passing through its ports open into another cylinder surrounding the combustion cylinder, of much larger displacement. by promoting the relaxation of the combustion gases. The valve opening and closing control will be electronic to be very fast. The air intake or exhaust gas air intake valves will be open to the bottom dead center of the combustion cylinder while the expansion piston will have traveled nearly half of its travel, they will remain open until when closing the combustion lights. For the relief cylinder, the air intake valves will be opened to the bottom dead center and closed a little after the closing of the lights to supercharge the relief cylinder and the exhaust valves will be opened a little before the neutral position. high to compress the air of the expansion cylinder to introduce it into the pressure tank. The exhaust gas of the expansion cylinder feeds a turbocompressor (25) which supplies air or mixture of air and exhaust gas with certain intake valves of the combustion cylinder and the expansion cylinder or the fuel tank. pressurized air.
Bien entendu, une mise au point très fine des ouvertures et fermetures des soupapes sera nécessaire qui pourront entrainer certaines modification de paramètres sans pour cela sortir du cadre de l'invention.Of course, a very fine focus of the openings and closings of the valves will be necessary which may cause some changes in parameters without departing from the scope of the invention.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1300256A FR3001765A1 (en) | 2013-02-07 | 2013-02-07 | Triple-thermal engine i.e. two-stroke engine, for bus, has expansion cylinder including exhaust ports positioned on periphery at bottom dead center of piston, and top dead center positioned at opening of other ports of combustion cylinder |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1300256A FR3001765A1 (en) | 2013-02-07 | 2013-02-07 | Triple-thermal engine i.e. two-stroke engine, for bus, has expansion cylinder including exhaust ports positioned on periphery at bottom dead center of piston, and top dead center positioned at opening of other ports of combustion cylinder |
Publications (1)
Publication Number | Publication Date |
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FR3001765A1 true FR3001765A1 (en) | 2014-08-08 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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FR1300256A Withdrawn FR3001765A1 (en) | 2013-02-07 | 2013-02-07 | Triple-thermal engine i.e. two-stroke engine, for bus, has expansion cylinder including exhaust ports positioned on periphery at bottom dead center of piston, and top dead center positioned at opening of other ports of combustion cylinder |
Country Status (1)
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FR (1) | FR3001765A1 (en) |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE546460C (en) * | 1930-02-11 | 1932-03-12 | Carl H Knudsen | Double-acting two-stroke internal combustion engine |
US3766894A (en) * | 1971-03-22 | 1973-10-23 | L Mize | Two cycle internal combustion engine with sequential opening and closing of exhaust and intake ports |
DE3725623A1 (en) * | 1987-08-03 | 1989-02-16 | Klaue Hermann | Two=stroke IC engine, for vehicles - has part cylinder on either side of engine cylinder, for precompression and second expansion |
EP0376909A1 (en) * | 1988-12-30 | 1990-07-04 | Gerhard Schmitz | Internal-combustion engine |
FR2972023A1 (en) * | 2011-02-28 | 2012-08-31 | Andre Chaneac | Dual supercharger for two-stroke engine, has low pressure pipe for removing waste gases while high pressure pipe supercharging engine, and independent circuits provided with air inlet valves that are electronically controlled |
-
2013
- 2013-02-07 FR FR1300256A patent/FR3001765A1/en not_active Withdrawn
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE546460C (en) * | 1930-02-11 | 1932-03-12 | Carl H Knudsen | Double-acting two-stroke internal combustion engine |
US3766894A (en) * | 1971-03-22 | 1973-10-23 | L Mize | Two cycle internal combustion engine with sequential opening and closing of exhaust and intake ports |
DE3725623A1 (en) * | 1987-08-03 | 1989-02-16 | Klaue Hermann | Two=stroke IC engine, for vehicles - has part cylinder on either side of engine cylinder, for precompression and second expansion |
EP0376909A1 (en) * | 1988-12-30 | 1990-07-04 | Gerhard Schmitz | Internal-combustion engine |
FR2972023A1 (en) * | 2011-02-28 | 2012-08-31 | Andre Chaneac | Dual supercharger for two-stroke engine, has low pressure pipe for removing waste gases while high pressure pipe supercharging engine, and independent circuits provided with air inlet valves that are electronically controlled |
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