GB2294501A - Compound expansion supercharged i.c. piston engine - Google Patents
Compound expansion supercharged i.c. piston engine Download PDFInfo
- Publication number
- GB2294501A GB2294501A GB9421452A GB9421452A GB2294501A GB 2294501 A GB2294501 A GB 2294501A GB 9421452 A GB9421452 A GB 9421452A GB 9421452 A GB9421452 A GB 9421452A GB 2294501 A GB2294501 A GB 2294501A
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- Prior art keywords
- cylinder
- cylinders
- internal combustion
- stroke
- combustion engine
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/22—Compensation of inertia forces
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/28—Construction of catalytic reactors
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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
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
- F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
- F02B33/22—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping cylinder situated at side of working cylinder, e.g. the cylinders being parallel
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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
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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
Abstract
Four-stroke cylinders B and C are alternately charged from a cylinder A and alternately discharge to a cylinder D or a turbine (E, Fig. 8) driving the crankshaft 20 or a separate output. An exhaust cleaning catalyst 13 is arranged prior to the final expansion. Relative piston weights and strokes and cylinder spacings for engine balancing are given in the specification. <IMAGE>
Description
CLEAN, LIGHT AND EFFICENT INTERNAL COMBUSTION ENGINE
This invention relates to a clean, light and efficient internal combustion engine.
Most internal combustion engines in current use are one of two basic types, petrol engines or Diesel engines. The petrol engine is the least thermally efficient of the two and requires an external catalytic converter to reduce exhaust pollutants to acceptably low levels. The Diesel engine is more thermally efficient but the exhaust can be dirty and it is generally much heavier than a petrol engine of similar power.
The following describes a new type of internal combustion engine arrangement applicable to both petrol and Diesel fuel, that seeks to produce an engine with as high or higher fuel efficiency, reduced exhaust emissions and an improved power to weight ratio, compared to a conventional petrol or
Diesel engine. In addition, this engine explicitly allows for the use of an internal catalytic converter to achieve even cleaner exhaust emissions, however, the catalytic converter is not essential to the operation of the engine.
According to the present invention there is provided an engine comprising a positive displacement means of taking in air and compressing this air into one or more four stroke combustion cylinders, in a combustion cylinder the air is further compressed to the overall compression ratio required, fuel is injected and ignited, then the combustion products are partially expanded by the combustion cylinder, the combustion products are then passed out of the combustion cylinder through a catalytic converter or other means of cleaning the combustion gases, into a means of further expanding the combustion gases to the overall expansion ratio required. Alternatively fuel can be added to the intake air at any point prior to the completion of compression and the compressed air fuel mixture ignited by a spark when compression nears completion in the combustion cylinder.
Two specific embodiments of the invention based on Diesel type combustion cylinders will now be described by way of example, however, the basic principles are equally applicable to embodiments using petrol type cylinders.
The operation of the engine is in many ways similar to a conventional engine, however, in this engine the compression and expansion of the engine gases are in two stages. Two stage compression allows a lower compression ratio in the combustion cylinders resulting in improved shape combustion chambers and reduced engine stress. Two stage expansion allows a greater expansion ratio relative to compression ratio to be used and a catalytic converter to operate at the high temperatures between the expansion stages. Compression is in two stages by pistons, however embodiments are described where the expansion is in two stages either by pistons or by piston and turbine.
In the following descriptions the term "up" is used to describe the piston moving towards the cylinder head and "down" to describe the piston moving away from the cylinder head.
The first embodiment of the engine is of pure reciprocating type and requires units of 4 cylinders, so that engines with multiples of 4 cylinders are possible.
The following description describes how the four cylinder unit operates.
With reference to figure 1 the main engine components are identified as follows:
A is the air compression cylinder A
( shown with the piston at the top of its up stroke )
B is the combustion cylinder B
( shown with the piston at the bottom of its down stroke )
C is the combustion cylinder C
( shown with the piston at the bottom of its down stroke )
D is the exhaust expansion cylinder D
( shown with the piston at the top of its up stroke )
1 is the air inlet passage
2 is the air inlet valve to cylinder A
3 is the transfer passage from cylinder A to cylinders B and C
6 is the inlet valve to cylinder B
7 is the fuel injector/igniter to cylinder B
8 is the outlet valve from cylinder B
9 is the inlet valve to cylinder C
10 is the fuel injector/igniter to cylinder C 11 is the outlet valve from cylinder C
12 is the transfer passage from cylinders B and C to the catalytic
converter
13 is the catalytic converter
14 is the inlet port to cylinder D
15 is the exhaust valve from cylinder D
16 is the exhaust outlet passage
20 is the crank shaft and power take off
21 is the engine block
Figure 1 shows the engine with cylinder A at top dead centre
Figure 2 shows the engine with cylinder A at 60 degrees past top dead centre
Figure 3 shows the engine with cylinder A at 180 degrees past top dead centre
Figure 4 shows the engine with cylinder A at 240 degrees past top dead centre
Figure 5 shows the engine with cylinder A at 420 degrees past top dead centre
Figure 6 shows the engine with cylinder A at 540 degrees past top dead centre
Figure 7 shows the engine with cylinder A at 600 degrees past top dead centre
With reference to figure 1 the cylinders are denoted A, B, C and D.Cylinders
B and C each operate in a manner similar to a normal 4 stroke cycle and 360 degrees out of phase with each other. Cylinder A, which is larger in capacity than cylinders B and C, for example around 4 times the volume of each, draws in atmospheric air, and compresses it into cylinders B and C on alternate revolutions. Cylinder D, which is typically, but not necessarily, larger than the volume of cylinder A, operates as an exhaust expander being charged with combustion gases at high pressure on alternate revolutions from cylinders B and C which are expanded by cylinder D then exhausted to atmosphere.
Air charges start their passage through cylinders A, B and D on alternate revolutions with cylinders A, C and D.
For example an air charge is taken in through the open inlet valve of cylinder
A whilst cylinder A is on its down stroke (figure 2). Next, on the up stroke of cylinder A, with the inlet valve of cylinder A closed, the air is transferred into cylinder B through the inlet valve of cylinder B whilst cylinder B is on its down intake stroke (figure 4). When cylinder B reaches the bottom of its intake stroke the air in cylinder B is about 4 times atmospheric density. Next, with both its valves closed, cylinder B now compresses the air on its up stroke through a further compression ratio of around 5 to 1 (figure 5). When cylinder
B has reached the top of its compression stroke (figure 6), fuel is injected and ignited by the air temperature or glow plug. The resulting combustion gases are expanded on the down stroke of cylinder B (figure 7).On the next up stroke of cylinder B, with outlet valve of cylinder B open, the combustion gases are transferred, through the catalytic converter, into cylinder D which is on its down stroke, with the exhaust valve of cylinder D closed (figure 2).
This stroke expands the combustion gases through a volume expansion ratio of around 4 to 1 or greater. Finally the exhaust gases are discharged through the exhaust valve of cylinder D whilst cylinder D is on its up stroke (figure 4).
Whilst cylinder A is on its "up" compression stroke, either cylinder B or C is on its "down" intake stroke. The transfer of intake air starts at close to atmospheric pressure when cylinder B or C is at the top of its intake stroke and A at the bottom of its compression stroke and progressively increases while the larger volume of air in cylinder A is transferred into the smaller volume of cylinder B or C (figures 4 and 7 ).
Similarly whilst either cylinder B or C is on its "up" exhaust stroke cylinder D is on its "down" expansion stroke so that the transfer of exhaust starts at high pressure when cylinder B or C is at the bottom of its exhaust stroke and cylinder D at the top of its expansion stroke and progressively decreases to near to atmospheric while the smaller volume of cylinder B or C is transferred into the larger volume of cylinder D (figures 2 and 5).
The catalytic converter is placed in the passage from cylinders B and C to cylinder D. The relatively high temperature of partially expanded combustion gases at this point will ensure good removal of unburnt fuel should there be sufficient excess oxygen. Energy released by the catalytic converter will contribute to the energy recovered by cylinder D.
Because of the two stage compression, cylinders B and C are relatively small in capacity, roughly half of the capacity of a comparable 4 cylinder 4 stroke
Diesel engine. Assuming the stroke is similar, the piston area would be roughly half. The result of this is to reduce the total force exerted on the piston by the gases and thus the engine stress, by roughly half. As a result the engine construction can be considerably lighter than a comparable Diesel engine.
The reduced compression ratio required in cylinders B and C allows the use of combustion chamber of improved shape compared to a conventional Diesel engine. because typically twice as much air is being compressed by a piston of half the area. This allows an increased volume to surface area ratio of the combustion chamber.
The increased volume to surface area ratio of the combustion chamber will result in less heat transfer from the combustion gases to the combustion chamber walls.
The reduced compression ratio in cylinders B and C reduces the rate at which unused air declines in temperature on the down stroke, thus ensuring a greater proportion of the injected fuel finds unused air before it is too cold to maintain combustion.
The improved shape of combustion chamber possible will allow improved mixing of the injected fuel and the air. This will help to increase the rate of combustion and therefore allow increased engine speed relative to a Diesel engine as well as reducing exhaust emissions.
The improved shape of combustion chamber possible will allow large inlet and exhaust valves more typical of spark ignition engines, resulting in better gas flow and higher engine speed.
The improved shape of combustion chamber possible will reduce the proportion of air trapped in the clearance between piston and cylinder head on compression as opposed to being in the combustion chamber. This will ensure a higher proportion of the air will encounter fuel, resulting in an improvement of power and efficiency.
The compound nature of both compression and expansion means that the temperature range experienced by any one cylinder will be reduced so that heat transfer to and from the gases will be reduced. Heating of intake air by heat transfer from engine metal and cooling of combustion gases by heat transfer to engine metal is reduced.
The combustion gas expander, piston D, may be made larger than piston A to allow greater extraction of energy from the combustion gases. The combustion gases being at higher pressure and temperature compared to the intake air will usefully expand to a greater volume before reaching atmospheric pressure.
The volume of the air passage between cylinders A, B and C should be minimised as its volume will directly limit the proportion of the air transferred from cylinder A to B or A to C. However this requirement needs to be balanced with the large passage area required to minimise pumping losses.
The opening of the inlet valve to cylinder A should be delayed slightly beyond top dead centre so that the pressure retained in the passage between cylinders
A, B and C, is expanded usefully by the "down" stroke of cylinder A until it declines to atmospheric pressure.
The volume of the combustion gas passage between cylinders B, C and D, and the gas volume of the catalytic converter should be minimised as this directly affects the efficiency of the energy recovery during the B to D or C to
D transfer. However this requirement needs to be balanced by the large passage area required to minimise pumping losses.
The closure of the exhaust valve from cylinder D should be advanced slightly before top dead centre so that the pressure, as a result of the slight compression of cylinder D into the passage between cylinders B, C and D, approximately equals the pressure of combustion gases about to be released from cylinder B or cylinder C.
The volume of cylinders A and D relative to the volume of cylinders B and C, and the compression ratio in cylinders B and C, will be chosen to achieve the required overall compression and expansion ratios, the required inter-stage pressures and temperatures and for other considerations. They need not necessarily be the ratios used as examples in the preceding text.
Because of the likely difference in distances between the cylinder centre lines and the possibility of different piston strokes in each cylinder, engine balance in the simple 4 cylinder case can be achieved by making the effective weight of each piston different in accordance with the following fonnulas:: (Wa x Sa) + ( Wd x Sd ) = ( Wb x Sb) + ( Wc x Sc) and Dab x( Wbx Sb)+(Dab+Dbc)x(WcxSc)
=(Dab+Dbc+Dcd)x(WdxSd) where
Wa is the effective weight of piston A
Wb is the effective weight of piston B
Wc is the effective weight of piston C
Wd is the effective weight of piston D
Sa is the stroke of piston A
Sb is the stroke of piston B
Sc is the stroke of piston C
Sd is the stroke of piston D
Dab is the distance between the centrelines of cylinders A and B
Dbc is the distance between the centrelines of cylinders B and C
Dcd is the distance between the centrelines of cylinders C and D
The second embodiment of the engine is of a reciprocating and turbine hybrid type and requires units of 3 cylinders plus turbine, so that engines with multiples of 3 cylinders are possible plus a turbine.The following description describes how a 3 cylinder block plus turbine operates compared to the first embodiment.
With reference to figure 8 the main engine components are as follows:
A is the air compression cylinder A
( shown with the piston at the bottom of its down stroke )
B is the combustion cylinder B
( shown with the piston at the top of its up stroke )
C is the combustion cylinder C
( shown with the piston at the top of its up stroke )
E is the exhaust turbine
1 is the air inlet passage
2 is the air inlet valve to cylinder A
4 is the transfer passage from cylinder A to cylinder B
5 is the transfer passage from cylinder A to cylinder C
6 is the inlet valve to cylinder B
7 is the fuel injector/igniter to cylinder B
8 is the outlet valve from cylinder B
9 is the inlet valve to cylinder C
10 is the fuel injector/igniter to cylinder C
11 is the outlet valve from cylinder C
12 is the transfer passage from cylinders B and C to the catalytic
converter
13 is the catalytic converter
17 is the inlet port to exhaust turbine E
18 is the exhaust outlet
19 is the exhaust turbine reduction gear on to the crankshaft
20 is the crankshaft and power take off
21 is the engine block
With respect to figure 8 the cylinders are denoted A, B, and C. Cylinders B and C each operate in a manner similar to a normal 4 stroke cycle and 360 degrees out of phase with each other. Cylinder A, which is larger in capacity than cylinders B and C. for example around 4 times the volume of each, draws in atmospheric air and compresses it into cylinders B and C on alternate revolutions in a similar manner to the first embodiment.In the second embodiment, cylinder D, described in the first embodiment, is replaced with exhaust turbine E into which cylinders B and C discharge combustion gases, on alternate revolutions, driving the turbine which expands the combustion gases until they are at approximately atmospheric pressure.
The turbine may be geared to the engine crankshaft or its output torque may be extracted separately.
Unlike the first embodiment maximum efficiency may be obtained where the transfers of combustion gases from cylinders B and C are at close to constant pressure during the whole of the piston strokes. This can be achieved by the use of a pressure reservoir between cylinders B and C and the turbine.
Alternatively, a number of 3 cylinder units operating out of phase may feed a single turbine, helping to smooth pressure fluctuations at the turbine inlet.
The optional high temperature catalytic converter can be placed in the passage between the outlet ports of cylinders B and C and the inlet to the turbine, where the energy released contributes the output of the turbine.
The second embodiment differs from the first in that the inlet valves to cylinders B and C should be timed so that the pressure of the incoming air from cylinder A is approximately equal to the residual high pressure combustion gases in the respective cylinder B or C.
The volume of cylinder A relative to the volume of cylinders B and C, and the compression ratio in cylinders B and C, and the expansion ratio of exhaust turbine E, will be chosen to achieve the required overall compression and expansion ratios, the required inter-stage pressures and temperatures and for other considerations. They need not necessarily be the ratios used as examples in the preceding text.
Because of the relatively low compression ratio in cylinders B and C neither embodiment of this engine is comparable to conventional turbo charging. This is because the full compression ratio may be achieved at low rotational speeds with this engine. Some form of turbo charging, however, could be applied overall to this engine in the normal manner if required.
Claims (48)
1. An internal combustion engine comprising a positive displacement means of taking in air and compressing this air into one or more four stroke combustion cylinders, in a combustion cylinder the air is further compressed to the overall compression ratio required, fuel is injected and ignited, then the combustion products are partially expanded by the combustion cylinder, the combustion products are then passed into a means of further expanding the combustion gases to the overall expansion ratio required.
2. An internal combustion engine as claimed in claim 1, wherein alternatively fuel is added to the intake air at any point prior to the the completion of compression and the compressed air fuel mixture ignited by a spark when compression nears completion in the combustion cylinder.
3. An internal combustion engine as claimed in claim 1 or claim 2, wherein the combustion products are passed out of the combustion cylinder through a catalytic converter or other means of cleaning the combustion gases, prior to passing them into the means of further expanding the combustion gases to the overall expansion ratio required.
4. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the compression is in two stages by positive displacement means.
5. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the expansion of the engine combustion products is in two stages.
6. An internal combustion engine as claimed in claim 4, wherein a lower compression ratio in the combustion cylinders is employed.
7. An internal combustion engine as claimed in claim 6, wherein a combustion chamber of improved volume to area ratio is employed.
8. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3 or claim 5 wherein the two stage expansion is employed to produce a greater overall expansion ratio relative to overall compression ratio.
9. An internal combustion engine as claimed in claim 1 or claim 2, wherein a catalytic converter for cleaning the combustion products is employed between the expansion stages.
10. An internal combustion engine as claimed in claim 1 or claim 2, wherein a means of cleaning the combustion products is employed between the expansion stages.
11. An internal combustion engine as claimed in claim 1 or claim 2, wherein a catalytic converter for cleaning the combustion products is employed at the high temperatures between the expansion stages.
12. An internal combustion engine as claimed in claim 1 or claim 2, wherein a means of cleaning the combustion products is employed at the high temperatures between the expansion stages.
13. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the compression is in two stages by pistons.
14. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the expansion of the combustion products is in two stages by pistons.
15. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the compression is in two stages by positive displacement means with minimum reservoir volume between the stages.
16. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the compression is in two stages by pistons with minimum reservoir volume between the stages.
17. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the expansion of the combustion products is in two stages by positive displacement means.
18. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the expansion of the combustion gases is in two stages firstly by piston and secondly by turbine.
19. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the engine is of pure reciprocating type and requires units of 4 cylinders, so that engines with multiples of 4 cylinders are possible. Where
A is the compression cylinder, B and C are the combustion cylinders and D the expansion cylinder. Cylinders B and C each operate in a manner similar to a normal 4 stroke cycle and 360 degrees out of phase with each other.
Cylinder A, which is larger in capacity than cylinders B and C, draws in atmospheric air, and compresses it into cylinders B and C on alternate revolutions. Cylinder D, which is typically, but not necessarily, larger than the volume of cylinder A, is charged with combustion gases at high pressure on alternate revolutions from cylinders B and C which are expanded by cylinder
D then exhausted to atmosphere. Air charges pass through cylinders A, B and
D on alternate revolutions with cylinders A, C and D.
20. An internal combustion engine as claimed in claim 19, wherein an air charge is taken in through the open inlet valve of cylinder A whilst cylinder A is on its down stroke. Next, on the up stroke of cylinder A, with the inlet valve of cylinder A closed, the air is transferred into cylinder B through the inlet valve of cylinder B whilst cylinder B is on its down intake stroke. When cylinder B reaches the bottom of its intake stroke the air in cylinder B is partially compressed. Next, with both its valves closed, cylinder B further compresses the air on its up stroke. When cylinder B has reached the top of its compression stroke, fuel is injected and ignited by the air temperature or glow plug. The resulting combustion gases are expanded on the down stroke of cylinder B.On the next up stroke of cylinder B, with outlet valve of cylinder
B open, the combustion gases are transferred, into cylinder D which is on its down stroke, with the exhaust valve of cylinder D closed. This stroke expands the combustion gases through the required volume expansion ratio. Finally the exhaust gases are discharged through the exhaust valve of cylinder D whilst cylinder D is on its up stroke.
21. An internal combustion engine as claimed in claim 19 or claim 20, wherein alternatively fuel is added to the intake air at any point prior to the completion of compression and the compressed air fuel mixture ignited by a spark when compression nears completion in the combustion cylinder.
22. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein the combustion products when passed out of cylinders B and C are passed through a catalytic converter or other means of cleaning the combustion gases, prior to entering cylinder D.
23. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21 or claim 22, wherein while cylinder A is on its "up" compression stroke, either cylinder B or C is on its "down" intake stroke. The transfer of intake air starts at close to atmospheric pressure when cylinder B or C is at the top of its intake stroke and A at the bottom of its compression stroke and progressively increases while the larger volume of air in cylinder A is transferred into the smaller volume of cylinder B or C.
24. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21 or claim 22 or claim 23, wherein while either cylinder B or C is on its "up" exhaust stroke cylinder D is on its "down" expansion stroke so that the transfer of exhaust starts at high pressure when cylinder B or C is at the bottom of its exhaust stroke and cylinder D at the top of its expansion stroke and progressively decreases while the smaller volume of cylinder B or C is transferred into the larger volume of cylinder D.
25. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21 or claim 22 or claim 23 or claim 24, wherein the engine is of lighter construction, because of the two stage compression, cylinders B and C being relatively small in capacity and can have a small piston area, thus reducing the total force exerted on the piston by the gases and therefore the engine stress.
26. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein the combustion gas expander, piston D, is made larger than piston A to allow greater extraction of energy from the combustion gases. The combustion gases being at higher pressure and temperature compared to the intake air will usefully expand to a greater volume before reaching atmospheric pressure.
27. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21 wherein the volume of the air passage between cylinders A, B and C is optimised between the minimum volume allowing the highest proportion of the air to be transferred from cylinder A to B or A to C, and the large passage area required to minimise pumping losses.
28. An internal combustion engine as claimed in claims 19 or claim 20 or claim 21, wherein the opening of the inlet valve to cylinder A is delayed slightly beyond top dead centre so that the pressure retained in the passage between cylinders A, B and C, is expanded usefully by the "down" stroke of cylinder A until it declines to air intake pressure.
29. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein the volume of the combustion gas passage between cylinders B, C and D, and the gas volume of the catalytic converter is optimised between the minimum volume allowing the highest efficiency of the energy recovery during the B to D or C to D transfer, and the large passage area required to minimise pumping losses.
30. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein the closure of the exhaust valve from cylinder D is advanced slightly before top dead centre so that the pressure, as a result of the slight compression of cylinder D into the passage between cylinders B, C and
D, approximately equals the pressure of combustion gases about to be released from cylinder B or cylinder C.
31. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein the volume of cylinders A and D relative to the volume of cylinders B and C, and the compression ratio in cylinders B and C, is chosen to achieve the required overall compression and expansion ratios, the required inter-stage pressures and temperatures and for other considerations.
32. An internal combustion engine as claimed in claim 19 or claim 20 or claim 21, wherein because of the likely difference in distances between the cylinder centre lines and the possibility of different piston strokes in each cylinder, engine balance can be achieved by making the effective weight of each piston different in accordance with the following formulas:: ( Wa x Sa)+(Wd x Sd)=( Wb x Sb ) + ( Wc x Sc) and Dab x ( Wb x Sb ) + (Dab + Dbc) x ( Wc x Sc)
= ( Dab + Dbc + Dcd) x ( Wd x Sd) where
Wa is the effective weight of piston A
Wb is the effective weight of piston B
Wc is the effective weight of piston C
Wd is the effective weight of piston D
Sa is the stroke of piston A
Sb is the stroke of piston B
Sc is the stroke of piston C
Sd is the stroke of piston D
Dab is the distance between the centrelines of cylinders A and B
Dbc is the distance between the centrelines of cylinders B and C
Dcd is the distance between the centrelines of cylinders C and D
33.An internal combustion engine as claimed in claim 1 or claim 2 or claim 3, wherein the engine is of a reciprocating and turbine hybrid type and requires units of 3 cylinders plus turbine, so that engines with multiples of 3 cylinders are possible plus a turbine. Where A is the compression cylinder, B and C are the combustion cylinders and E the expansion turbine. Cylinders B and C each operate in a manner similar to a normal 4 stroke cycle and 360 degrees out of phase with each other. Cylinder A, which is larger in capacity than cylinders B and C, draws in atmospheric air and compresses it into cylinders B and C on alternate revolutions. Cylinders B and C discharge combustion gases, on alternate revolutions, into turbine E which expands the combustion gases which are then exhausted to atmosphere.Air charges pass through cylinders A, B and turbine E on alternate revolutions with cylinders
A, C and turbine E.
34. An internal combustion engine as claimed in claim 33, wherein an air charge is taken in through the open inlet valve of cylinder A whilst cylinder A is on its down stroke. Next, on the up stroke of cylinder A, with the inlet valve of cylinder A closed, the air is transferred into cylinder B through the inlet valve of cylinder B whilst cylinder B is on its down intake stroke. When cylinder B reaches the bottom of its intake stroke the air in cylinder B is partially compressed. Next, with both its valves closed, cylinder B further compresses the air on its up stroke. When cylinder B has reached the top of its compression stroke, fuel is injected and ignited by the air temperature or glow plug. The resulting combustion gases are expanded on the down stroke of cylinder B.On the next up stroke of cylinder B, with outlet valve of cylinder
B open, the combustion gases are transferred into the exhaust turbine E which expands the combustion gases through the required volume expansion ratio.
Finally the exhaust gases are discharged from the turbine E exhaust.
35. An internal combustion engine as claimed in claim 33 or claim 34 wherein alternatively fuel is added to the intake air at any point prior to the completion of compression and the compressed air fuel mixture ignited by a spark when compression nears completion in the combustion cylinder.
36. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35 wherein the combustion products when passed out of cylinders B and C are passed through a catalytic converter or other means of cleaning the combustion gases prior to entering turbine E.
37. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35 or claim 36, wherein while cylinder A is on its "up" compression stroke, either cylinder B or C is on its "down" intake stroke. The transfer of intake air starts at close to atmospheric pressure when cylinder B or C is at the top of its intake stroke and A at the bottom of its compression stroke and progressively increases while the larger volume of air in cylinder A is transferred into the smaller volume of cylinder B or C.
38. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35 or claim 36 or claim 37, wherein the engine is of lighter construction, because of the two stage compression, cylinders B and C being relatively small in capacity and can have a small piston area, thus reducing the total force exerted on the piston by the gases and therefore the engine stress.
39. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the volume of the air passage between cylinders A, B and C is optimised between the minimum volume allowing the highest proportion of the air to be transferred from cylinder A to B or A to C, and the large passage area required to minimise pumping losses.
40. An internal combustion engine as claimed in claims 33 or claim 34 or claim 35, wherein the opening of the inlet valve to cylinder A is delayed slightly beyond top dead centre so that the pressure retained in the passage between cylinders A, B and C, is expanded usefully by the "down" stroke of cylinder A until it declines to air intake pressure.
41. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the volume of the combustion gas passage between cylinders B, C and D, and the gas volume of the catalytic converter is sufficient to maintain reasonably constant pressure at the input to turbine E.
42. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the input to tubine E is maintained at close to constant pressure by the use of a pressure reservoir between cylinders B and C and the turbine E.
43. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the input to turbine E is maintained at close to constant presure by employing a number of 3 cylinder units operating out of phase.
44. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the volume of cylinder A relative to the volume of cylinders
B and C, the compression ratio in cylinders B and C, and the expansion ratio of turbine E is chosen to achieve the required overall compression and expansion ratios, the required inter-stage pressures and temperatures and for other considerations.
45. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the turbine E is geared to the engine crankshaft.
46. An internal combustion engine as claimed in claim 33 or claim 34 or claim 35, wherein the turbine E has its output torque extracted independently of the crankshaft.
47. An internal combustion engine as claimed in claim 1 or claim 2 or claim 3 or claim 19 or claim 20 or claim 21 or claim 33 or claim 34 or claim 35, wherein a form of turbo charging is applied overall to the engine.
48. An internal combustion engine substantially as described herein with reference to figures 1 - 8 of the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9421452A GB2294501A (en) | 1994-10-25 | 1994-10-25 | Compound expansion supercharged i.c. piston engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB9421452A GB2294501A (en) | 1994-10-25 | 1994-10-25 | Compound expansion supercharged i.c. piston engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB9421452D0 GB9421452D0 (en) | 1994-12-07 |
| GB2294501A true GB2294501A (en) | 1996-05-01 |
Family
ID=10763336
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9421452A Withdrawn GB2294501A (en) | 1994-10-25 | 1994-10-25 | Compound expansion supercharged i.c. piston engine |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2294501A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| RU2520791C2 (en) * | 2012-08-01 | 2014-06-27 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Combined four-cylinder engine |
| RU2520772C1 (en) * | 2012-12-19 | 2014-06-27 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Piston engine operation |
| RU2521704C1 (en) * | 2012-12-19 | 2014-07-10 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Combined piston engine |
| CN103982291A (en) * | 2011-07-11 | 2014-08-13 | 摩尔动力(北京)技术股份有限公司 | High-pressure inflating explosive discharging engine |
| CN108368771A (en) * | 2015-12-14 | 2018-08-03 | 沃尔沃卡车集团 | Internal-combustion engine system and method for internal-combustion engine system |
| US10704447B2 (en) | 2015-12-14 | 2020-07-07 | Volvo Truck Corporation | Internal combustion engine system |
| WO2022105984A1 (en) * | 2020-11-17 | 2022-05-27 | Volvo Truck Corporation | An internal combustion engine system |
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| GB276087A (en) * | 1925-12-01 | 1927-09-01 | Henry Ernest Le Mesurier | Improvements in the construction and method of working internal combustion engines |
| GB309009A (en) * | 1928-01-02 | 1929-04-02 | Harry Ralph Ricardo | Improvements in or relating to compound internal combustion engines |
| GB397824A (en) * | 1930-11-21 | 1933-08-31 | Selco Motor Company Aktiebolag | Improvements in and relating to internal combustion engines |
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Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103982291A (en) * | 2011-07-11 | 2014-08-13 | 摩尔动力(北京)技术股份有限公司 | High-pressure inflating explosive discharging engine |
| CN103982291B (en) * | 2011-07-11 | 2016-10-05 | 摩尔动力(北京)技术股份有限公司 | High-pressure aerated burst emission engine |
| RU2520791C2 (en) * | 2012-08-01 | 2014-06-27 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Combined four-cylinder engine |
| RU2520772C1 (en) * | 2012-12-19 | 2014-06-27 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Piston engine operation |
| RU2521704C1 (en) * | 2012-12-19 | 2014-07-10 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" | Combined piston engine |
| CN108368771A (en) * | 2015-12-14 | 2018-08-03 | 沃尔沃卡车集团 | Internal-combustion engine system and method for internal-combustion engine system |
| US20190178152A1 (en) * | 2015-12-14 | 2019-06-13 | Volvo Truck Corporation | An internal combustion engine system and a method for an internal combustion engine system |
| US10704447B2 (en) | 2015-12-14 | 2020-07-07 | Volvo Truck Corporation | Internal combustion engine system |
| US10774734B2 (en) * | 2015-12-14 | 2020-09-15 | Volvo Truck Corporation | Internal combustion engine system and a method for an internal combustion system |
| US11286847B2 (en) | 2015-12-14 | 2022-03-29 | Volvo Truck Corporation | Internal combustion engine system and a method for an internal combustion engine system |
| WO2022105984A1 (en) * | 2020-11-17 | 2022-05-27 | Volvo Truck Corporation | An internal combustion engine system |
Also Published As
| Publication number | Publication date |
|---|---|
| GB9421452D0 (en) | 1994-12-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |