JP2003507630A - Variable volume apparatus and its system - Google Patents

Abstract

(57) A rotating device having at least one variable volume void, wherein the volume of the void changes periodically during operation of the device, wherein the variable volume void comprises a non-displaced volume portion; The volume of the displacement volume portion is maintained at a predetermined constant volume during each operating cycle of the device, the variable volume gap further includes a displacement volume portion, and the volume of the displacement volume is increased during each operating cycle of the device. Periodically varying from zero volume to a predetermined maximum volume, wherein the device includes first independent set point means for setting the volume of the non-displacement volume portion, wherein the device includes the predetermined displacement of the displacement volume portion. A second independent set point means for setting the maximum volume is included.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD OF THE INVENTION

The present invention relates to variable volume devices and their systems, and more particularly, but not exclusively, to such devices that form the base of engines and compressors.

[0002]

[Prior Art and Problems to be Solved by the Invention]

Various types of devices and mechanisms are known, including various types of engines and compressors that incorporate variable volume voids. Perhaps the most common is a cylinder and piston assembly, in which the piston reciprocates within the cylinder, thereby defining an internal air gap, the volume of which changes approximately periodically according to the periodic movement of the piston.

When used as the basis of an internal combustion engine, such variable volume voids have drawbacks when implemented in their simplest form. Therefore, most modern engines include additional equipment that alters the characteristics of the void and the state of the void contents. Such equipment includes scavenging systems, superchargers and the like.

The supercharger itself may include a variable volume void as a base for compressing the gas injected into the variable volume void of the internal combustion engine to change the gas and state therein.
Again, the supercharger and its variable volume void, in its earliest form, may not have the most relevant features.

Particularly in the case of a supercharger or a similar compressor device, such a device is usually very unadjustable, when the device is used with an internal combustion engine of a motor vehicle or similar vehicle or a similar device. Although it is possible to adjust while "running", the possibility is certainly small. In particular, such variable volume devices did not have a control system associated with them and were not suitable for use with the control system associated therewith.

[0006]

[Means for Solving the Problems]

It is an object of the present invention to address one or more of the above mentioned drawbacks, or at least to provide a useful option.

In a particular form, variable volume devices have been known in the form of “tilt axis machines”. See, for example, the disclosure of International Patent Application No. 87/04495, the disclosure of which is incorporated herein by cross-reference.

This form of device derives from the class of rotating devices, which are, for example, rotationally relative, such that their components are operated by rotational movement or, for example, as opposed to the reciprocating movement of a piston in a cylinder. It works by exercise.

This tilt axis device is known to have certain advantages. However, to date, these devices also suffer from the same drawbacks as described above, such as their inability to control the parameters of such devices in use.

Another object of the invention relates in particular but not exclusively to a tilt axis device,
Addressing or ameliorating one or more of the above mentioned disadvantages.

Accordingly, in one broad form of the invention, there is provided an engine system comprising an engine having at least one variable volume void for combustion of fuel,
The engine further defines the containment volume that retains the fuel within a containment volume during combustion of the fuel, whereby at least a portion of the energy released by the fuel is mechanically actuated in a working portion of the engine. The engine system further comprises fluid promoting means for engaging an oxidizing fluid with the fuel in the containment volume.

[0012]   Preferably said means for operatively sealing comprises a piston.

[0013]   Preferably the working part comprises the piston.

[0014]   Preferably said means for operatively sealing comprises a rotor.

[0015]   Preferably the working part comprises the rotor.

Preferably said operatively sealing means comprises a first partial disc member of the tilting shaft device.

[0017]   Preferably said working portion comprises said first partial disc member.

[0018]   The fluid facilitating means preferably comprises a compressor system.

[0019]   The compressor system preferably comprises a rotating device.

The rotating device includes a variable volume void within itself having a non-displacement portion and a displacement portion, the rotation device further adjusting the non-displacement portion with first independent set point means, and the displacement portion. It is preferred to include a second independent set point means for adjusting

Preferably, the compressor system is driven directly from the working part.

The compressor system is preferably driven by a power source independent of the working part.

[0023]   The compressor system is preferably driven by an electric motor.

In a broad alternative form of the invention, there is provided a compressor system having at least one variable volume void, the compressor further defining a containment volume and compressing a fluid within the containment volume. Thus, it has means for operably sealing the gap.

The variable volume void preferably includes a non-displaced portion and a displaced portion.

Preferably, the system further comprises first independent set point means for adjusting the volume of the non-pushed-out portion.

Preferably, the system further comprises second independent set point means for adjusting the volume of the displacement.

In a further broad aspect of the invention, there is provided a compressor system having at least one variable volume void, the volume of the void varying periodically during operation of the device, the variable volume void being Comprises a non-displaced volume portion, the volume of the non-displaced volume portion is maintained at a predetermined constant volume during each operating cycle of the device, and the variable volume void further includes a displacement volume portion, The volume of the volume portion periodically fluctuates from zero volume to a predetermined maximum volume during each work cycle of the device, and the device has first independent set point means for setting the volume of the non-displaced volume portion. And the apparatus includes second independent set point means for setting the predetermined maximum volume of the displacement volume.

[0029] Preferably, the device includes connecting means between the first independent set point means and the second independent set point means.

[0030]   Preferably said connecting means comprises a slot guide.

In a further broad form of the invention, there is provided a rotating device including therein at least one variable volume void.

Preferably, the at least one variable volume void comprises a non-displaced portion and a displaced portion.

Preferably, the volume of the non-pushed-out portion can be changed by the first independent set point means.

The volume of the repelled portion is preferably changeable by the second independent set point means.

[0035]   It is preferable that the rotating device includes a tilt axis device.

[0036]   The apparatus includes a deformation tilt shaft device, the deformation tilt shaft device includes a housing,

[0037]   A blade plate in the housing that is rotatable about a blade rotation axis,

At least one partial disc member rotatable within the housing about a rotation axis of the partial disc member,

The at least one partial disc member defines a variable working volume between the vane plate, the partial disc plate and at least a portion of the housing;

[0040]   It is preferred that the working volume fluctuates periodically during operation of the rotating device.

It is preferable that the working volume periodically fluctuates according to an offset angle between the blade rotation axis and the partial disk member rotation axis.

In a further broad aspect of the invention, an assembly is provided that comprises at least a first variable volume device in fluid communication with a second variable volume device.

The at least first variable volume device preferably includes a void having a displaced portion and a non-displaced portion.

[0044]

DETAILED DESCRIPTION OF THE INVENTION

  Embodiments of the present invention will now be described in connection with the accompanying drawings.

With reference to FIGS. 1 and 2, before moving on to a description of exemplary embodiments of the present invention, certain basic concepts common to all preferred embodiments of the present invention will be described.

FIG. 1 is a time series diagram of a variable volume device 10, in which case the piston 12
Is a form of a reciprocating cylinder. The time series diagram proceeds from FIG. 1A to FIG. 1D, and the piston moves from the top dead center in FIG. 1A to the bottom dead center in FIG. 1B and to the top dead center in FIG. 1C.
Returning to bottom dead center in FIG. 1D.

At top dead center of FIGS. 1A and 1C, the piston 12 and the cylinder 11 together define a volume that includes the non-pushed-out portion 13 of the variable volume device 10.

The volume difference between the top dead center of FIG. 1A and the bottom dead center of FIG. 1B defines the displaced portion 14 of the variable volume device 10. The term “push” is used in this case to imply that the piston slides or sweeps through this part of the variable volume device 10.

The maximum internal volume position defined by the bottom dead center position of FIGS. 1B and 1D defines a variable volume void 15.

It can be seen that in use and during the progression from FIG. 1A to FIG. 1D, the piston 12 operates cyclically, causing the volume of the variable volume void 15 to cyclically fluctuate accordingly.

The concept of the displaced and non-displaced portions of the variable volume void is equally applicable to other variable volume devices, such as those that operate by relative rotational movement rather than reciprocating movement. Specific embodiments of this concept are described below, particularly with respect to modified tilt axis devices. The tilt axis device is one of a class of machines that can be broadly described as a rotating device in that the working components within the device rotate rather than reciprocate.

Referring to FIG. 2, the first variable volume void 16 is illustrated in diagrammatic form and comprises a first non-displacing volume 17 and a first displacement volume 18. The first independent set point means 19 adapted to set a specific predetermined value for the volume including the first non-displaced volume 17 is also shown diagrammatically.

A similar corresponding second independent set point means 20 comprises means for adjusting the volume of the first displacement volume 18.

The adjustments that are supposed to be carried out by the set point means 19, 20 are not periodic adjustments such as occur during the cycle of the variable volume void, but rather the undisplaced volume 16 as defined above and also FIG. It is understood that there is a set point adjustment of the volume including the displacement volume 18 defined above in relation to 1.

When using the first variable volume void 16 as a compressor, it outputs a charge of air or similar fluid compressed by the volume of the displacement volume 18 for input into the second variable volume void 21. Can be created to Second
Variable volume void 21 of itself may include a second non-displacement volume 22 and a second displacement volume 23. The void can form a component of either the engine or the compressor or other device. In a particular embodiment described further herein, the second variable volume void can form a component of the engine, and the first variable volume void 16 specifically includes the interconnected variable volume device 24. Interconnect with the second variable volume void 21 to create.

FIG. 7.1 provides a specific, but merely illustrative, example of an application in the automotive field, where the first variable volume air gap is via a suction manifold of a cylinder cavity in an internal combustion engine. Forming a variable volume void forms part of a supercharger or similar compressor device adapted to selectively pressurize in a controlled manner.

In the following embodiments, the first independent set point means 19 are actually independent of the second independent set point means 20, whereby in at least a selected embodiment of the following embodiments, for example: The first non-displacement volume 17 is replaced by a first variable volume void 1
It is particularly desirable to be able to adjust completely independently of the adjustment of the first displacement volume 18 in 6. This independence presents certain control opportunities that cannot be implemented in variable volume devices without such control independence.

In the following detailed description of the preferred embodiment, a deformed tilt axis device that provides one particular method of providing a variable volume void, particularly a variable volume void with independent set point means for the non-displaced volume and the displaced volume. Will be described below.
The exemplary embodiment also describes an interconnected variable volume device in which a modified tilt axis device can be applied to provide certain advantages.

Modified Tilting Shaft Device-First Embodiment A rotary machine in the form of a deforming tilting shaft device 25, particularly with respect to FIG. 3, is described, which is independent of both the non-displaced volume and the displaced volume of the variable volume void. Including the feature of having the ability to adjust.

Referring to FIG. 3.1, which is a schematic illustration, the present invention provides an at least partially disc-shaped member 101 rotatable on a diametrical axis 102. At least one partial disc member 103 is also provided which is viewable about an axis 104 and is also pivotable about the diameter of the member 101. The shaft 104 intersects the diameter of the member 101 and divides it. Means for changing the angle between shaft 102 and shaft 104 (not shown in schematic Figure 3.1)
Is also provided. Means (not shown in schematic Figure 3.1) for varying the angle between the surface of member 103 and axis 104 are also provided.

When the mechanism described above operates, the shaft 102 and the shaft 104 are held in a fixed relationship to each other, and when rotated, the surface of the member 103 periodically converges and diverges from the surface of the member 101, It can be seen that as the angle between 102 and axis 104 increases, the angles of convergence and divergence increase and vice versa. It can also be seen that as the angle between the face of member 103 and axis 104 increases, the surface of member 103 converges closer to the surface of member 101 during operation and vice versa.

Enclosing such a mechanism in a spherical or partially spherical housing, and in a sealed relationship with it, creates a displacement mechanism suitable for pumps and many other applications, which allows variable displacement and variable compression rates. It will be appreciated that there is an advantage in providing a displacement device or pump having.

By way of non-limiting example, a practical example of a displacement mechanism having both variable capacity and variable compressibility by using the mechanism disclosed above is described below.

Referring to FIGS. 3.2 to 3.10, the disk member 101 is constructed from two parts with sections cut as shown, the member 105 having a hole therethrough. A short steel rod, the member 105 is held between two parts of the member 101, and thus can rotate about an axis about the center of the member 101, a rod 105A longer than the diameter of the member 101 is And therefore it is always
It is on a diameter of 1 and is pivotable about the axis of the member 105. The partially spherical housing is constructed from two parts (Fig. 3.5), each part having a hole as shown. Each part of the partially spherical housing is bolted to the disc member 101. Each of the two essentially semi-circular members 106 is pivotally attached to the rod 5A, incorporating a tongue as shown, so that each can rotate about the rod 105A and thus the diameter of the member 101. It is possible to turn around. When assembled, the tongues of the two members 106 penetrate into the partially spherical housing by passing through holes in each portion of the partially spherical housing. Two partial disk shaped members 103 are provided and held in place within the partial spherical housing to provide the member 101
Attached to the tongue of member 106 so that it can pivot about its diameter. A square guide 107 is provided and mounted within the bearing so that member 101 and other members rotate about it. A square shaft 108 slidably passes through the square guide 107. The square shaft 108 has a gimbal mechanism 109 attached to the end that projects into the housing. At the center of the gimbal mechanism, two support members 110 are pivotally mounted, which are also pivotally connected to the tongue of the member 106, so that the square shaft 108 is slidably moved to further enter the housing area. , Members 106 and 103 pivot in one direction about the diameter of member 101, and square shaft 108 slidably moves toward the outside of the housing.
And 103 pivot in opposite directions, thus increasing or decreasing the angle between members 106, respectively, and consequently increasing or decreasing the angle between members 103. The square guide 107 is also provided with a pivot point 111, so that the angle between the gimbal and axes 102 and 104 is
It can be changed by turning the square shaft 108 around the turning point 111. In use, the entire assembly rotates except for the square guide 107 and the square shaft 108. In use, the square shaft 108 is held stationary, but movements in and out and movement about the pivot point 111 are provided so that capacity and compression can be changed during use.

For clarity, the member 110 and mounting means and bearings are partially assembled.
． It has been deleted from 10. There are several ways to move the mechanism.

Modified Tilt Shaft Device-Second Embodiment A rotary machine in the form of a modified tilt shaft device 26, in particular with reference to FIG. 4, is described, which separates both the non-displaced volume and the displaced volume of the variable volume void. Including the feature of having the ability to adjust to.

The purpose of this second embodiment is: a) means for reversing the flow of the working fluid without changing the operating direction of the mechanism or valve or mouth, and b) all rotating parts relatively small and fast. Means for mounting on or supporting the bearings of c) and both c) torque and reaction torque develop on the shaft, and there is no torque (other than friction generated) in the mechanism housing or body To provide a tilting shaft mechanism 26 which provides means, d) means for changing the capacity of the mechanism, and e) means for changing the compression rate of the mechanism.

Neither torque nor reaction torque is present or manifested in the housing or body of the mechanism, resulting in a new class of mechanisms. In other words, in this case, the main body of the mechanism, which is the spherical housing shown in FIG. 4.5, is an inclined shaft mechanism that produces neither torque nor reaction torque.

The invention, in its basic shape, which provides neither variable displacement nor variable compression, consists of a hollow spherical housing 201 with a bearing housing 202 and a further bearing housing 203. The blade member 204 is a circular plate in which a partial wedge portion is cut off. The partial cone member 205 is firmly fixed to the blade member 204. The concave spherical section 206 has a hole in its center, and the partial conical member 205
Firmly connected to. The shaft 207 is connected to the vane member 4 such that its extension shaft passes through the center of the hole of 206. The assembly comprising the members 204, 205, 206 and 207 is rotatably arranged in the spherical chamber of the housing 201 by means of a positioning shaft 207 in the housing 202 and the bearing housing 203 is inserted in the hole of the concave spherical section 206. Two members 208 are also provided, each of which is a partially spherical wedge or chamfered section near the apex and which are connected to each other by connecting means 209. Two rods 210 having a partially circular cross section and having a length approximately equal to the diameter of the vane member 204 are also provided. Each rod 210 is interconnected by a pin that passes through a hole in the center of vane member 204 and thus is free to rotate in the plane of vane 204. A further member 211 of concave spherical section firmly connected to the shaft 212 is also provided. A slot (not shown) of "T" cross section is machined into the inner surface of the member, said slot traversing the center of the inner surface of member 211. The member 213 is
A bearing housing located at one end in a slot machined into member 211, and thus capable of sliding within said slot. Member 215
Is a shaft rotatably arranged in the bearing housing 213. Support member 214 securely connects member 208 to member 215. Two ports (not shown) are cut in the surface of the spherical housing, which allows a working fluid to flow between the two working chambers defined by the mechanism described above. Referring to FIG. 4.5,
"B" from the point where one of the mouths is located just outside the page and marked "A"
Extends to a point marked as and has a width such that it is covered by the edges or perimeter of the vane 204 at the mouth drawn position. The second mouth is 180 ° opposite and has similar dimensions.

With the mechanism described above, when the housing 201, shaft 212 and bearing housing 213 are held in a fixed position and the shaft 207 rotates, the blades 204 rotate about the shaft 207 and the member 208 rotates the shaft 215. Rotating about the axis of, which changes the volume of the two chambers defined by the mechanism, interrupting the flow of air through the mouth and entering the wall of the spherical chamber. From the mechanism described above, as the bearing housing 215 moves from the position shown to the other side of the concave spherical section 211, the angle at which the member 08 is held against the vane member 204 changes accordingly and the assembly continues to operate. Doing so reverses the direction of air flow through the mouth. Such a housing 2
The change in position of 15 can be accomplished in one of two ways. Axis 2
12 or member 211 can be rotated 180 ° with respect to vane 204, or bearing housing 215 can be moved along a slot cut into the inner surface of member 211 until the same distance from the axis of vane 204, and again. It can be held fixed in a new position.

Similarly, it can be seen that when the bearing housing 215 moves to any intermediate position within the slot, the angle between the two axes changes, resulting in a change in the capacity of the mechanism.

It can also be seen that the compressibility of the mechanism changes as the angle between the faces of the two members 208 changes.

By way of non-limiting example, changes in capacity during use are connected to the bearing housing 215 to facilitate movement of the bearing housing 15 along the slots cut into the member 211 as described above. And a hydraulic line passing through the shaft 212 to the hydraulic control means.

By way of non-limiting example, a series of interlocking fingers are provided instead of connecting means 209 and pin connecting means are provided at each end of each support member 214 to facilitate rotation of each member 208 relative to each other. By providing hydraulic means for moving up and down the shaft 215 in the bearing housing 213 and a hydraulic line passing through the shaft 212 to the hydraulic control means, means for changing the compression ratio during operation can be provided. it can.

[0075]   For simplicity and ease of illustration, the seal is not shown or described.

[0076]   Figure 4.1 is a cross section of the described member.

[0077]   FIG. 4.2 is a side sectional view of FIG. 4.1 with the addition of the bar member 210.

[0078]   FIG. 4.3 is a plan view of members 208 and 209.

[0079]   FIG. 4.4 is a side sectional view of FIG. 4.3.

FIG. 4.5 is a cross-sectional view of a mechanism assembled with one chamber having the maximum volume and one chamber having the minimum volume.

(Deformation Inclination Shaft Device-Third Embodiment) Referring to FIG. 5, there is illustrated a deformation inclination shaft device 27 according to a third embodiment of the present invention, which is the same as the first and second embodiments described above. When compared to a morphological arrangement, it exhibits one or more of the following features.

[0082]   With the same volume of air output, the device becomes shorter.

[0083]   The sealing of the partial disc member can be improved.

[0084]   Reduces inertial changes during operation.

It is easier to balance, which allows faster rotation.

The overall method of operating the device of the third embodiment is, in principle, such that at least one partial disc member 28 with an arrangement is arranged in the housing 29 about a rotation axis 30 of the partial disc member. To the extent that it rotates, it is the same as the method of operating the modified tilt shaft devices of the first and second embodiments. In the case of FIG. 5.2, the rotary shaft is tilted at an angle α with respect to the blade rotary shaft 31. There is. The vanes 32 in this case interconnect with the housing 29,
Both of them rotate about the shaft 31 during use.

Given that the angle α is greater than zero, the arrangement is such that the working surface 33 of the partial disc member 28 corresponds to the vane 32 as the vane 32 rotates about the rotational axis 30 of the partial disc member during use. The arrangement is such that it periodically converges and diverges from the work surface 34 and defines a variable volume 36 with a corresponding inner wall 35 of the housing 29.

Perhaps as best seen in FIG. 5.3, as the partial disc member 28 rotates about its axis 30, the contact edge 37 of its vane is about the center 38 of the vane 32 from the axis of oscillation BB. It vibrates to the vibration axis CC through the vibration axis AA and returns again in the process of one cycle. The angle β representing the degree of vibration is related to the axis offset angle α.

The degree to which the work surface 33 approaches the work surface 34 in one cycle is governed by the angle setting of the work surface 33 with respect to the shaft 30. This angle γ is set by rotating the control arm 39 around the pivot 40, which is achieved by the rotation of the gear 41. The adjustment of the angle γ is achieved by raising and lowering the control bar 42 accordingly, which causes the gear 41 to rotate correspondingly via the gear block 43 and thus the control arm 39 to move accordingly. And finally the angle γ
Change.

Adjusting the angle γ is actually adjusting the amount of undisplaced volume within the variable volume 36 at any cycle of the work.

In the modified tilt axis device 27, the non-displaced volume portion of the variable volume 36 is changed by laterally moving or adjusting the protruding portion of the bar 42, as best seen in FIG. be able to. The lateral movement of the protruding portion of the bar 42 causes a oscillating movement of the gear block 44, which adjusts the angle α and during any one cycle the partial disc member 28 relative to the working surface 34 of the vane 32. Adjust the maximum opening degree.

It should be noted that in this embodiment the axis of the gear block 44 always points to the geometric center of the assembly in the housing 29.

Also, in a preferred form, the center of pressure within the variable volume 36 is aligned with the support shaft 45 of the partial disc member to minimize the load on the swivel shaft 40.

A further feature of this preferred embodiment is that the arcuate rim 46 has no or minimal axial bearing load. That is, at the point juxtaposed with the inner wall of the housing 29, there is little or no load applied by the peripheral edge 46.

The mouth in the assembly, and with particular reference to FIG. 5.8, allows air or other fluids to be taken in through the inlet 47 and after passing through the variable volume 36, for example in a gasoline engine of a car. The outlet material 48 is discharged as a charge material to supply an inlet manifold as shown in FIG.

[0096]   Figure 5.12 is a cutaway view of the tilt axis control mechanism in the offset position.

[0097]   5.13 is a perspective view of the mechanism of FIG. 5.1 in the offset position.

[0098]   Figure 5.14 is an end view of the arrangement of Figure 5.12.

FIG. 5.15 is a perspective view of the position of the partial disc member in a near zero non-displaced volume position.

[0100]   5.16 is a plan view of the assembly of FIG. 5.15.

[0101]   Figure 5.17 is a partial assembly view of the arrangement of Figure 5.1.

[0102]   5.18 is a perspective view of the mechanism in the offset position.

[0103]   5.19 is a further perspective view of the mechanism in the offset position.

[0104]   5.20 is a further perspective view of the housing of the arrangement of FIG. 5.1.

For example, as seen in FIG. 5.13, pin B operates within the arch in slot 54. The arrangement is such that it constrains the operation of the control bar 42, thereby causing the non-displacement volume defined by the partial disc member 28 for the vane 32 to approach zero at all displacement volume settings. The slots can be otherwise contoured to constrain the movement of the bar 42 differently and constrain the displaced and undisplaced volumes differently.

Finally, it is understood that the device 27 incorporates first and second partial disc members symmetrically arranged about the vane 32. In this case, the corresponding symmetrical components are given the same numbers as the components already described for the first partial disc member.

Interconnected Variable Volume Device-First Embodiment Referring to FIGS. 6.1 and 6.2 and the variable volume device described with respect to the previous embodiments, illustrated in principle in FIG. A particular interconnection arrangement for such a variable volume device is illustrated for an internal combustion engine.

A typical Otto cycle internal combustion engine usually operates over a wide range of load and throttle settings and is usually not optimized at any one setting. The purpose of this embodiment is to provide a means of optimizing such an engine over this range of loads and throttle settings.

The compression ratio of a conventional gasoline engine is limited by the octane number of the fuel used or commonly used. This ratio is set so that the fuel does not explode if the throttle is opened wide at low engine RPM values, thereby achieving good volumetric efficiency. Thus, even under normal engine operating conditions, the engine is low in volumetric efficiency, for example, at high RPM values with medium to wide throttle and at low RPM values with low throttle settings. Volumetric efficiency is low at low RPM values, low throttle settings are trivial, and low power settings need to be maintained, which is quite clearly true, but this is much lower than the efficiency the engine can achieve. It also means running on. This is because the fuel / air to be loaded is introduced at low pressure and becomes lean before the actual compression stroke begins, so the compression ratio is, for example, 10 to 1 and at very lean loading. This is because the onset and therefore effective compression rate is likewise well below 10 to 1 even at high RPMs, or at a cruise setting where the throttle is not wide open, the charge is compressed from a lean state. The obvious effect of this is that at top dead center after ignition, the cylinder pressure is actually well below the pressure that can be safely achieved. The net result is that at almost all throttle and load settings, the average effective pressure of the stroke is lower than the pressure that can be achieved and the efficiency decreases accordingly.

Starting with a lean charge, the compressibility possible before the anomalous explosion becomes problematic and increases, and if the compressibility is raised to the highest level possible to avoid the anomalous explosion. , Any fuel / air charge increases the average effective pressure of the stroke,
Naturally, the overall efficiency of the engine is increased.

The purpose of this first preferred embodiment of the interconnected variable volume device is to provide the engine with a variable compression ratio, which is a function of intake flow and engine RPM,
That is, for a given engine RPM, the compression ratio of the engine increases as the intake flow decreases and vice versa. Using such a configuration with a supercharger allows the airflow to exceed the volume displacement of the piston at any RPM, in which case the same rules are used to reduce the compressibility of the cylinder but mix it at high pressure. The air-filled cylinder produces more power than would otherwise be possible due to the effect of the small engine under load. Under these conditions, fuel efficiency is reduced, but the power to weight ratio of the engine is increased, and most engines used in automobiles spend most of their life in partial load conditions, thus reducing fuel and overall efficiency. The net gain of is greater than the loss of fuel efficiency under high load conditions.

The present invention provides a means for measuring the intake flow and / or a variable capacity supercharger to deliver a known volume of air, a means for constantly measuring the RPM of the engine, and a percentage of piston capacity. Or a means to calculate the inspiratory flow as a ratio and a specific inspiratory flow /
Means are provided for proportionally varying the compression ratio of the engine to achieve a value that is practically close to the maximum compression ratio suitable for avoiding abnormal explosions in the engine RPM.

By way of non-limiting example, FIG. 6.1 shows means for varying the compression ratio of the engine 301. A main bearing is located within the block 302, which is located within the groove, and thus allows the block 302 to be raised and lowered with respect to the cylinder head.
A screw means 303 is provided and a lever 304 for rotating the screw is provided so that the block 302 can be moved up and down as desired. In fact, a servo mechanism (not shown) can move the lever 304.

FIG. 6.2 provides a schematic representation of the invention, where “A” is the air flow measuring means,
"B" is the RPM measuring means, which incorporates an electronic calculator to calculate the airflow as a percentage or ratio of the piston displacement rate at the time of sampling. If the air flow is less than the piston displacement rate, the calculator sends a signal to the hydraulic reservoir “D”.
Valve is opened, thus increasing the compression ratio of the engine, or operating the hydraulic servo "C" in the opposite direction.

With a further extension of the concept relating to this first embodiment of the interconnected variable volume device described above, in the internal combustion engine the work is accomplished by expanding the products of combustion in the expansion chamber and used. The amount of energy possible is limited by the extent to which the products of combustion expand while performing work on the piston. In the early 19th century, Sadi Carnot found that in order to obtain an internal combustion engine of reasonable size and reasonable efficiency, it was necessary to compress the working gas before combustion.
This basic truth is now considered self-evident and is generally accepted. Despite this basic truth and the invention of many means to increase the efficiency gained from internal combustion engines, the internal combustion engines commonly used today are optimized for compression before combustion is involved. There are few things.

When an internal combustion engine needs to be operated at various engine speeds and engine load conditions, it is desirable to have a variable displacement and clearance volume ratio, more precisely a variable compression and expansion rate. The reason for this is well known and is derived from the fact that at partial throttle settings and engine speeds where volumetric efficiency is reduced, the effective compression ratio is reduced because the charge to be compressed is reduced below the optimum pressure. As a result, the efficiency is reduced.

Over the years, there have been many inventions designed and intended to address this problem. A typical example is as follows. 1. U.S. Pat. No. 5,165,368 discloses a complex means of varying piston stroke in response to crankshaft torsional shock which varies with load. The text of this specification also refers to various other inventions with similar intent. 2. U.S. Pat. No. 5,329,893 discloses means for varying the clearance volume by causing an electric motor to cap a cylinder block in response to a change in inlet manifold pressure which is claimed to be a measure of engine load. . U.S. Pat. No. 5,562,069 discloses a similar invention activated by hydraulic means, but does not disclose a situation or trigger means for changing the compressibility. 3. U.S. Pat. No. 5,605,120 discloses a rotatable eccentric crankshaft bearing which is claimed to be adjustable during engine operation.
The specification does not provide a trajectory or triggering condition or mechanism that relates compressibility to workload mass. The specification mentions the obvious fact that the supply of air and fuel to the engine needs to be adjusted at the same time as the compression rate fluctuations, but it does not provide a means to do so. 4. U.S. Pat. No. 4,174,683 discloses an engine with variable inlet cam timing and variable compression ratio, in which the inlet valve opening time is simultaneously and proportionally decreased with increasing compression ratio, and The reverse is also done,
It is controlled by accelerator pedal position. The manifestation of such a mechanism is that the mass of charge material, which is driven by atmospheric pressure and is introduced into the cylinder, is a function of both engine speed and inlet valve timing, as disclosed in the specification. It is not a function of inlet valve timing alone, so that when the compressibility changes in the disclosed situation, the compressibility becomes independent of the mass of charge material actually introduced. 5. U.S. Pat. No. 5,255,637 discloses an engine having a variable compression ratio mechanism and variable valve timing with a turbocharger without a waste gate. It proposes to change both compression ratio and valve timing in response to various engine sensors such as knock sensors, speed sensors, intake manifold pressure or boost sensors. 6. U.S. Pat. No. 4,958,981 discloses effective compression ratios in fixed geometry turbocharger or supercharged engines by varying valve timing and boost pressure by a computer in response to various engine condition sensors. It discloses a very complex means of changing the.

The optimum fuel efficiency of an internal combustion engine is that the combustion chamber is filled with the coldest possible charge material, there is no residual exhaust gas, combustion is complete, and the maximum pressure is reached at the same time as the piston reaches top dead center. The maximum pressure at which is reached and reached is the maximum suitable for avoiding an abnormal explosion, and then occurs at the highest expansion possible mechanically. This condition is completely scavenged, followed by the introduction of a low temperature charge that is balanced by the engine's mechanical compressibility and burns in terms of engine speed to ensure that combustion is complete before expansion begins. Is earned by These facts are true at any engine speed and / or load condition.

For any engine geometry, the mechanical efficiency or power-to-weight ratio of the engine sacrifices fuel efficiency by providing a large amount of charge material and lowering mechanical efficiency and expansion rate. Can be obtained as a result of which the average effective pressure rises and the exhaust gas pressure and temperature rise.

If fuel or mechanical efficiency is required, it is desirable in each case to have the highest possible pressure at top dead center.

Each of the many schemes disclosed to date has been described in order to improve engine performance by balancing or matching engine mass compression and expansion, or vice versa, with varying load mass. Includes a static sample and still compromises to achieve the desired results. In most cases, the prior art attempts to sense the condition of the engine and then adjust various mechanisms to the existing parameters.
That is, first detecting a load condition or abnormal explosion and then trying to adjust the mechanic after the event or condition that causes it exists, which adjustment is often
The event or condition that caused this is changed and thus requires further modification. Other disclosures also provide means for varying valve timing and / or compression / expansion rate, but not for relating variation to current charge mass or other engine conditions. Some have serious drawbacks. Other disclosures, in particular U.S. Pat. No. 4,174,683, disclose valve valves by varying valve timing for the purpose of adjusting the mass of the charge material.
While changing both timing and compressibility, the problem with this method is that the charge introduced or vaporized changes with engine speed and load, and so again between load mass and compressibility settings. Has nothing to do with

In summary, for various reasons, the prior arts all have a poor balance or relationship between the mass of the charge material and the compression ratio, and in some cases their intention is not disclosed. Also, many of the disclosures to date have not only the drawbacks described above, but are also extremely complex.

An embodiment of the present invention is to provide a simple and effective means of continuously balancing the mass and compressibility of the internal combustion engine charge under all operating conditions.

Embodiments of the present invention provide a positive displacement internal combustion engine, generally represented by a reciprocating piston type engine, the geometry of which provides various displacement volumes / non-displacement volume ratios. In addition, the ratio of the displaced volume to the undisplaced volume, which can be changed during use, is hereinafter referred to as "compressibility". The present invention also provides at least one positive displacement air pump having a volume or displacement that can be varied during use. The pump is arranged to be driven by the engine at a speed that is always proportional to the engine speed. The mechanism that changes the capacity of the air pump is
Mechanically or by a servomechanism, it is coupled to a mechanism that changes the compression rate of the engine, so that the displacement of the air pump and the compression rate of the engine change inversely, i.e., of the air released by the air pump. As the capacity of the air pump increases so as to maintain a constant relationship between the mass and the compressibility of the engine, the compressibility of the engine decreases and vice versa, so that after compression and combustion, the combustion chamber Pressure is as high as possible below the pressure at which an abnormal explosion occurs. To make this more rigorous, the relationship between the capacity of the air pump and the compression ratio of the engine is such that at the top of the compression stroke the final pressure in the engine remains constant at all power and engine speed settings. .

In an embodiment, the means for changing the capacity of the air pump and the compression rate of the engine to facilitate changes in the engine output level or setting is provided by means of accelerator pedals or directly via a servo motor. It can be changed during use by connecting to a similar device.

In a preferred alternative embodiment, there is provided a turbine driven by exhaust gas connected to a reduction gearbox via a drive shaft, the output from the reduction gearbox being of a second drive pulley or a variable displacement pump. Some of the energy connected to other suitable drive means and thus wasted otherwise is actually returned as shaft or engine output. A centrifugal or other suitable clutch mechanism is sandwiched between the turbine and the gearbox, or between the gearbox and the variable displacement pump, and the turbine and the exhaust pipe are allowed to evacuate the exhaust gas when a preset pressure and / or temperature is reached. By any of a variety of known means for directing to the turbine.

The fuel may be introduced into the mass of air provided by the pump by any of the known means.

Means for adjusting the relationship between the capacity of the air pump and the compressibility of the engine so that fuels of different octane numbers can be used from time to time without departing from the scope of the invention as disclosed above. Can be provided. Such measures reduce the compressibility in relation to the mass of the charge material for low octane fuels and vice versa. Means may also be provided to change the relationship between the air pump capacity and the engine compressibility such that the air pump capacity varies proportionally with changes in density altitude, and thus the associated engine compressibility position. A constant mass is delivered every time.

More than one pump may be used without departing from the scope of this embodiment, and if more than one is used, one or more may be used to provide a second inlet manifold manifold. It provides scavenging through the system and a separate manifold can be timed to communicate with a separate inlet valve intended to introduce scavenging only, or first to communicate with scavenging and then First and second so as to communicate the main mass of air and fuel with the inlet valve port.
The manifold can be provided with means for opening and closing alternately. In such a situation, the second air pump, which provides the scavenging air, provides a constant relationship to the engine's changing clearance volume or non-displacing volume, while the volume of the first air pump decreases proportionally. In addition, the volume changes and thus the total mass provided by both pumps provides the mass of charge material suitable for the power setting plus the portion lost in the scavenging process.

Without departing from the scope of this embodiment using two or more variable volume air pumps, the first pump is a lean mixture through a suitable manifold and valve means in the first part of the induction stroke. Air can be provided and the second pump can provide a richer mixture at the second part of the induction stroke, or in other ways such as providing stratified charge, thus When using different means, each pump varies proportionally in volume so that both pumps provide a mass of charge material suitable for the power setting. Alternatively, if three pumps are used, the first pump provides the scavenging gas and the second and third pumps provide different concentrations of charge material as described above. Alternatively, a first pump provides a charge having a fuel of one octane number in a first part of the induction stroke and a second pump provides a stratified charge in the second part of the induction stroke. In other ways, such as by providing a lower octane number charge, the lower octane number fuel burns before the combustion chamber pressure reaches the abnormal explosion pressure of that particular fuel.

The scope of this embodiment uses variable displacement positive displacement pumps of any configuration and also known variable compression ratio engines, although variable displacement pumps are practical and efficient. To do so, a variable displacement / undispersed volume ratio must also be provided so that the undisplaced or clearance volume always approaches zero as much as practically possible. In addition to being practical and efficient, such pumps should be lightweight, simple, and reliable in construction.

A preferred embodiment of this embodiment uses the pump disclosed in the third preferred embodiment of the modified tilt axis.

It will be appreciated that variable displacement pumps operate at a constant relative speed to the engine and the maximum displacement varies appropriately. That is, the pump is 2 times faster than the alternative pump.
When doubled, the pump can have a maximum capacity that is half that of the alternative pump.

In a preferred embodiment, the compressibility of the engine is from a low value of about 8: 1 to the highest octane fuel intended for use in the engine, with the charge material mass required to operate the engine at idle speeds. The variable displacement pump's volume can vary between high compression rates suitable for achieving the highest compression pressure of the engine, and the volume of the variable displacement pump is low enough to maintain idling speeds in the above-described conditions. It should be possible to vary between the volume provided to the engine and the volume that provides sufficient mass to the engine after compression, and when the engine is set, its lowest compression rate is below the pressure at which abnormal explosion occurs when combustion occurs. Compressed to the highest possible pressure.

This embodiment does not need to have variable valve timing, but multiple intake valves, etc., except in the above situations where two or more pumps provide portions of charge material with different characteristics or applications. The need to use other complex and expensive configurations is reduced.
The reason is that the engine provides a mass of charge material suitable for the required power setting in all operating conditions, and if a separate pump is used to provide scavenging, the scavenging will be at all engine speeds. Is complete. This is because at any power and speed setting, the manifold pressure will only stabilize once the exact charge mass or scavenging amount that needs to be derived is induced. It is also understood that the present invention provides a physical means of maintaining a constant high efficiency without the need for complex electronic engine management systems.

In summary, this embodiment is known with any suitable type of variable compression ratio engine known, or any suitable variable displacement pump or compressor,
A variable compression ratio nursery of the type shown in FIG. 3 or 5 is preferably provided, the engine and pump being first connected via any suitable drive means, which may be belts and pulleys, chains and sprockets or direct gears. And secondly, connected by any suitable conduit to introduce the charge material provided by the variable displacement pump into the engine's manifold system. Any suitable mechanical connection or servo mechanism can be used to couple the operation of the variable displacement pump with the varying climate of the variable compression ratio engine, each with any suitable connection or servo mechanism.
Connected to an accelerator pedal or other power-mounted lever or device.

Interconnected Variable Volume Devices-Second Embodiment Next, further examples of interconnection of variable volume devices according to the principles of FIG. 2 will be described, again in this context in the context of an internal combustion engine.

In an internal combustion engine, work is accomplished by expanding the products of combustion in an expansion chamber, and the amount of available energy is such that the products of combustion expand while performing work on the piston. Limited by degree. In the early 19th century, Sadi
In order to obtain an internal combustion engine of reasonable size and reasonable efficiency, Carnot
I have noticed that the working gas needs to be compressed before combustion. This basic truth is
It is now considered self-evident and generally accepted. It is also clear that compression is the basis of operation of a compression ignition engine. The reason for compression before combustion is so important for efficiency that the pressure rises during the power stroke and the expansion rate of the combustion products also rises.

Lowering the power setting reduces the efficiency of the gasoline engine. Lowering the power setting of a gasoline engine is achieved by reducing the mass of the air-fuel mixture induced in the engine, which in fixed geometry gasoline engines results in lower effective compression and lower efficiency. Is reduced.

The engine capacity of motor vehicles and other applications is generally intended to be sufficient to meet the demanding demands that sometimes arise, such as climbing, overtaking or other peak load conditions as they occur. Using excessive capacity of the engine will cause it to operate at a relatively low proportional power setting during normal use for the majority of the time, resulting in less efficiency than if a smaller engine could be used. It can be said that if two alternative engines can perform a particular task, the engine performing that task with a higher effective compression rate will perform that task with the highest efficiency.

Using normal and / or turbocharging allows more work to be done with smaller engines than in other cases, but at higher power settings the efficiency loss is greater than in other cases. . This is because supercharging and turbocharging generally require the use of low compression pistons, which results in lower effective compression at lower power settings than in a naturally aspirated engine.

The purpose of this embodiment is to have a fixed stroke and clearance volume so that a small engine can carry out occasional demand work that would otherwise require a supercharged engine or a large engine. To maintain the volumetric efficiency of the engine, so that the small engine operates at a higher effective compression ratio than otherwise when working at lower power settings.

The present invention provides a fixed geometry gasoline or similar fuel internal combustion engine,
Provided with a variable displacement air pump arranged to have a minimum displacement of essentially zero displacement and a maximum displacement proportional to the displacement of the engine and arranged to be driven by the engine in a fixed proportion to the engine speed, and thus a maximum When set by volume, the air pump delivers to the engine an air mass that compresses to a pressure close to or close to a maximum pressure suitable to avoid an abnormal explosion. In embodiments, the variable displacement mechanism of the variable displacement pump is operated by an accelerator or other power setting mechanism by direct coupling or servo coupling. Therefore, in an embodiment, the conventional throttle means is replaced by a variable displacement pump.

With such engines and variable displacement pumps, there is no risk of overcharging the engine, so the requirement for such pumps to use low compression pistons or otherwise be modified to reduce efficiency. Please understand that it can be used for existing engines instead. It should also be understood that the air supplied by such a pump can be introduced into the intake manifold system of an engine filled with electronic fuel injection without modification. In addition, in engines with carburetors, the carburetors can be placed on the intake side of the variable displacement air pump, or, if placed between the air pump and the engine, keep the pressure around the carburetor equal to just upstream of the carburetor. It should also be appreciated that a shroud or other means must be provided, as described above.

Without changing the above, in another embodiment, the turbine driven by the exhaust gas is connected to the reduction gearbox via the drive shaft, and the output of the reduction gearbox is connected to the second drive pulley or the variable capacity. Some of the energy that can be connected to other suitable drive means of the pump and that would otherwise be wasted is actually returned as shaft or engine output. Centrifugal or other suitable clutch mechanism,
Sandwiched between the turbine and the gearbox, or between the gearbox and the variable displacement pump, the turbine and the exhaust pipe are any of various known means for directing the exhaust gas to the turbine upon reaching a preset pressure and / or temperature. It is composed of

Means for adjusting the relationship between the capacity of the air pump and the capacity of the engine may also be provided without departing from the scope of this embodiment as disclosed above, and therefore fuels of various characteristics are sometimes used. Can be used. Also, a means for changing the relationship between the capacity of the air pump and the capacity of the engine should be provided so that a constant mass is delivered at the maximum capacity setting and the capacity of the air pump changes proportionally with changes in density altitude. You can

More than one pump may be used without departing from the scope of the present invention, and if more than one is used, one or more may be used to provide a second inlet manifold system. Provides a scavenging air through and the separate manifold can be timed to communicate with a separate inlet valve intended to introduce scavenging only, or contact the scavenging first and then the air. And means for alternately opening and closing the first and second manifolds may be provided to communicate the main mass of fuel with the inlet valve port. In such a situation, the second air pump, which provides the scavenging air, provides a constant relationship to the engine's changing clearance volume or non-displacing volume, while the volume of the first air pump decreases proportionally. In addition, the volume changes and thus the total mass provided by both pumps provides the mass of charge material suitable for the power setting plus the portion lost in the scavenging process.

Within the scope of this embodiment, variable displacement pumps of any construction are used, but in order for variable volume pumps to be practical and efficient, the non-displacement or clearance volume is always practical. It is clear that a variable displacement / non-displacement volume ratio must also be provided, as close to zero as possible. In addition to being practical and efficient, such pumps should be lightweight, simple, and reliable in construction.

The modified tilt shaft pump described with reference to FIGS. 3 and 4 and 5 is particularly preferred.

[0150]   In a particularly preferred embodiment, the pump of Figure 5 is used.

It will be appreciated that the variable displacement pump operates at a constant relative speed to the engine and the maximum displacement varies appropriately. That is, the pump is 2 times faster than the alternative pump.
When doubled, the pump can have a maximum capacity that is half that of the alternative pump.

The present invention, except for the above situation, in which two or more pumps provide portions of charge material having different characteristics or applications without having to have variable valve timing.
Reducing the need to use other complex and expensive configurations, such as multiple intake valves,
Those skilled in the art will readily understand. The reason is that the engine provides a mass of charge material suitable for the required power setting in all operating conditions, and if a separate pump is used to provide scavenging, the scavenging will be at all engine speeds. Is complete. This is because at any power and speed setting, the manifold pressure will only stabilize once the exact charge mass or scavenging amount that needs to be derived is induced. It is also understood that embodiments of the present invention provide a physical means of maintaining constant high efficiency without the need for complex electronic engine management systems.

Interconnected Variable Volume Device-Third Embodiment Next, a further example of an interconnected variable volume device will be described in connection with its application to a diesel engine.

In an internal combustion engine, work is accomplished by expanding the products of combustion in an expansion chamber, and the amount of available energy is such that the products of combustion expand while performing work on the piston. Limited by degree. In the early 19th century, Sadi
In order to obtain an internal combustion engine of reasonable size and reasonable efficiency, Carnot
I have noticed that the working gas needs to be compressed before combustion. This basic truth is
It is now considered self-evident and generally accepted. It is also clear that compression is the basis of operation of a compression ignition engine. The reason for compression before combustion is so important for efficiency that the pressure rises during the power stroke and the expansion rate of the combustion products also rises.

Lowering the power setting reduces efficiency in both gasoline and diesel engines. Lowering the power setting of a gasoline engine is achieved by reducing the mass of the air-fuel mixture induced in the engine, which in fixed geometry gasoline engines results in lower effective compression and lower efficiency. Is reduced. Reducing the power setting of a diesel engine is accomplished by maintaining the mass of induced air while reducing the volume of fuel injected. The compressibility of the induced air mass is maintained, but the products of combustion are diluted by the air mass to the extent that the air mass exceeds the mass required for juveniles. Heretofore, as far as efficiency is concerned, dilution of this combustion product is synonymous with a decrease in compressibility and expansion, resulting in a loss of efficiency.

Over the years, there have been many inventions designed and intended to address this gasoline engine problem. A typical example is as follows. 1. U.S. Pat. No. 5,165,368 discloses a complex means of varying piston stroke in response to crankshaft torsional shock which varies with load. The text of this specification also refers to various other inventions with similar intent. 2. U.S. Pat. No. 5,329,893 discloses means for varying the clearance volume by causing an electric motor to cap a cylinder block in response to a change in inlet manifold pressure which is claimed to be a measure of engine load. . U.S. Pat. No. 5,562,069 discloses a similar invention activated by hydraulic means, but does not disclose a situation or trigger means for changing the compressibility. 3. U.S. Pat. No. 5,605,120 discloses a rotatable eccentric crankshaft bearing which is claimed to be adjustable during engine operation.
The specification does not provide a trajectory or triggering condition or mechanism that relates compressibility to workload mass. The specification mentions the obvious fact that the supply of air and fuel to the engine needs to be adjusted at the same time as the change in compressibility, but it does not provide a means to do so. 4. U.S. Pat. No. 4,174,683 discloses an engine with variable inlet cam timing and variable compression ratio, in which the inlet valve opening time is simultaneously and proportionally decreased in proportion to the increase of the compression ratio. The reverse is also done,
It is controlled by accelerator pedal position. The manifestation of such a mechanism is that the mass of charge material that is driven by atmospheric pressure and introduced into the cylinder is a function of both engine speed and inlet valve timing, as disclosed in the specification. It is not a function of the inlet valve timing alone, so that as the compressibility changes in the disclosed situation, the compressibility becomes independent of the mass of charge material actually introduced. 5. US Pat. No. 5,255,637 discloses an engine having a variable compression ratio mechanism and variable valve timing with a turbocharger without a waste gate. It proposes to change both compression ratio and valve timing in response to various engine sensors such as knock sensors, speed sensors, intake manifold pressure or boost sensors. 6. U.S. Pat. No. 4,958,981 discloses effective compression ratios in fixed geometry turbocharger or supercharged engines by varying valve timing and boost pressure by a computer in response to various engine condition sensors. It discloses a very complex means of changing the.

None of the above examples achieve the intended purpose. None of them provide a means to properly relate the mass of charge to the varying compressibility of the disclosed engine.

Example 1 is interesting in that it seeks to relate the compressibility to the crankshaft torsion forces by an unusually complex means. Beyond the apparently extreme complexity, this method has the obvious drawback of aiming to relate the compressibility to the condition after it exists. That is, there is a delay time that is sufficient for the triggering condition to change size. When loaded once under different load conditions, it also appears that different twisting forces are applied to the crankshaft. Therefore, this invention does not achieve the object.

Example 2 is based on the claim that manifold pressure is a measure of engine load (and thus of charge mass), but it is clear that this is at best an approximation, and again there was a compressibility condition. It's too late to match it later, and there's no way to predict the instantaneous change or direction of change. This example also fails. This is because there is no means for continuously relating the load mass to the compressibility.

In FIG. 3, the specification states the obvious fact that the air and fuel supply to the engine needs to be adjusted at the same time as the compression ratio is changed, but it provides a means to do so. Absent. This example also fails.

In FIG. 4, the obvious problem with such a mechanism is that the mass of charge material driven by atmospheric pressure and introduced into the cylinder is a function of both engine speed and inlet valve timing, Inlet, as disclosed in the specification,
It is not a function of valve timing alone, so that as the compressibility changes in the disclosed situation, the compressibility loses its relationship with the mass of charge material actually derived. This example also fails.

[0162]   FIG. 5 also fails for the same reason.

Embodiments of the present invention provide means for varying the diesel engine clearance volume and induced air mass proportionally to maintain high efficiency levels at all power settings. Aims to improve the efficiency of diesel engines.

This embodiment provides a positive displacement internal combustion engine, generally represented by a reciprocating piston type engine, the geometry of which provides various displacement volumes / non-displacement volume ratios, It can change during use and the ratio of displaced volume / non-displaced volume is referred to below as “compressibility”. The present invention also provides at least one positive displacement air pump having a volume or displacement that can be varied during use. The pump is arranged to be driven by the engine at a speed that is always proportional to the engine speed. The mechanism for changing the capacity of the air pump is mechanically or by a servo mechanism coupled to the mechanism for changing the compression ratio of the engine, so that the displacement of the air pump and the compression ratio of the engine change in inverse proportion. That is, as the capacity of the air pump increases, the compression ratio of the engine decreases and vice versa so as to maintain a constant relationship between the mass of air discharged by the air pump and the compression ratio of the engine. Thus, after compression, the pressure in the combustion chamber becomes that typical for diesel engines operating at optimal compression. A coupling mechanism or servo mechanism that couples the operation of the variable displacement pump and the variable compression ratio engine to the fuel injection pump of the engine is also provided, so that all three, ie fuel volume, induction air volume, over the range of engine power settings. , And a constant relationship between all three working volumes to maintain an optimal relationship between the engine clearance volume.

To make this more rigorous, the relationship between air pump capacity and engine compression ratio is essentially constant at all power and engine speed settings.

In an embodiment, the means for changing the capacity of the air pump and the compressibility of the engine and fuel injection pump to facilitate a change in engine power level or setting is directly or via a servo motor. It can be varied during use by connecting to an accelerator pedal or similar device.

Without modifying the above, but not necessarily a preferred embodiment of the invention, in another embodiment, the invention connects a turbine driven by exhaust gas to a reduction gearbox via a drive shaft. , The output of the reduction gearbox is connected to a second drive pulley or other suitable drive means of the variable displacement pump, so that some of the energy otherwise wasted is actually returned as shaft or engine output. To be done. A centrifugal or other suitable clutch mechanism is sandwiched between the turbine and the gearbox or between the gearbox and the variable displacement pump so that the turbine and the exhaust pipe reach the preset pressure and / or temperature when the exhaust gas is reached. Is directed to the turbine by any of various known means.

Means for adjusting the relationship between the capacity of the air pump and the compressibility of the engine so that fuels of different characteristics may be used from time to time without departing from the scope of the embodiments as disclosed above. Provided. Also, as the density altitude changes, the capacity of the air pump also changes proportionally, thus changing the relationship between air pump capacity and engine compressibility to deliver a constant mass at each relevant engine compressibility position. Means for changing can also be provided.

More than one pump may be used without departing from the scope of this embodiment, and if more than one is used, one or more may be used to provide the second inlet manifold It provides scavenging through the system and a separate manifold can be timed to communicate with a separate inlet valve intended to introduce scavenging only, or first to communicate with scavenging and then First and second so as to communicate the main mass of air and fuel with the inlet valve port.
The manifold can be provided with means for opening and closing alternately. In such a situation, the second air pump, which provides the scavenging air, provides a constant relationship to the engine's changing clearance volume or non-displacing volume, while the volume of the first air pump decreases proportionally. The volume changes, and thus the total mass provided by both pumps provides the mass of charge suitable for the power setting plus the portion lost in the scavenging process.

The scope of this embodiment uses variable displacement positive displacement pumps of any configuration and also known variable compression ratio engines such as those employed in diesel engines, but with variable displacement In order for the pump to be practical and efficient, it must also provide a variable displacement / non-displacement ratio so that the non-displacement or clearance volume always approaches zero as practically possible. In addition to being practical and efficient, such pumps should be lightweight, simple, and reliable in construction.

In a particular preferred embodiment, the pump disclosed in FIG. 5 is used. It will be appreciated by those skilled in the art that variable displacement pumps operate at a constant relative speed with respect to the engine and the maximum displacement varies appropriately. That is, if the pump operates at twice the speed of the alternative pump, then the pump can have half the maximum capacity of the alternative pump.

In a preferred embodiment, the compression ratio of the engine is the maximum compression pressure of the charge material mass required to operate the engine at the lowest power settings intended for use with the engine from low values suitable for conventional supercharging. The variable displacement pump's volume provides the engine with low enough charge to maintain engine operation at low power settings. It should be possible to vary between the volume and the volume that provides sufficient mass to the engine after compression, and setting the engine to the lowest compression ratio, up to a pressure suitable for obtaining a high average effective pressure over the output stroke. Compressed.

This embodiment does not need to have variable valve timing, but multiple intake valves, etc., except in those situations where two or more pumps provide portions of charge material with different characteristics or applications. The need to use other complex and expensive configurations is reduced.
The reason is that the engine provides a mass of charge material suitable for the required power setting in all operating conditions, and if a separate pump is used to provide scavenging, the scavenging will be at all engine speeds. Is complete. This is because at any power and speed setting, the manifold pressure will only stabilize once the exact charge mass or scavenging amount that needs to be derived is induced. It is also understood that the present invention provides a physical means of maintaining a constant high efficiency without the need for complex electronic engine management systems.

Control System Referring to FIG. 7.1, a first variable volume device 49 is illustrated, which in this case comprises the modified tilting shaft device 27 of the third embodiment, the outlet 48 of which is supplied. Air is injected into the inlet manifold 50 of an internal combustion engine (not shown). The internal combustion engine, with reference to FIG. 2, includes a variable volume void 21, which often comprises a piston in a cylinder configuration as illustrated in FIG.

In this case, the servo motor 51 operates the control bar 42 by the control signal received from the microprocessor based on the control module 52. The servo motor 51 controls the two degrees of freedom of the bar 42, so that in any one cycle of the variable volume 36, the first independent set point with the non-displaced volume of the variable volume 36 and the maximum displacement volume. The second form of value is independently adjusted with the second independent set point.

The rotary shaft 31 of the blades is powered by a control module 52 and is rotated by an electric motor 53 whose speed is controlled.

Therefore, the control module 52 is in its arrangement three of the first variable volume device 49.
Has the ability to control one parameter. This is as follows. i. Non-displaced volume of charge ii. Displacement volume of charge material iii. Rotational speed of variable volume 36 and delivery frequency of supply gas

Therefore, with this arrangement, the supply air injected into the inlet manifold 50 can be significantly controlled. This degree of control can be utilized in combination with the engine management system and other sensing arrangements that sense the condition of the engine supplied by the inlet manifold 50, particularly the condition of the variable volume 21, and thus within these voids. The combustion characteristics can be optimized.

The foregoing describes only some embodiments of the present invention, which may be apparent to those skilled in the art without departing from the scope and spirit of the invention.

[Brief description of drawings]

FIG. 1 is a series diagram of variable volume voids.

FIG. 2 is a block diagram of a first variable volume void according to the first embodiment of the present invention in communication with a second variable volume void.

3.1 is a schematic view of components of a tilt axis device according to an embodiment of the present invention.

3.2 Includes a view of the vanes of the tilt axis device of FIG. 3.1.

FIG. 3.3 includes a view of another component of the apparatus of FIG. 3.1.

FIG. 3.4 includes a view of another component of the apparatus of FIG. 3.1.

Figure 3.5 includes a view of the housing of the device of Figure 3.1.

FIG. 3.6 includes a diagram of additional components of the apparatus of FIG. 3.1.

3.7 includes a view of a portion of the gimbal assembly of the device of FIG. 3.1.

3.8 includes views of additional portions of the gimbal assembly of the apparatus of FIG. 3.1.

3.9 Includes views of additional components of the gimbal assembly of the apparatus of FIG. 3.1.

FIG. 3.10 includes a perspective view of the tilt axis device of FIG. 3.1.

4.1 includes a view of a modified tilt axis device according to a second embodiment of the present invention, as shown in FIG. 4.5.

4.2 shows an arrangement of further components of the modified tilt axis device of FIG. 4.5.

FIG. 4.3 shows the relative arrangement of the two partial disc members of the modified tilt axis device of FIG. 4.5.

FIG. 4.4 is a side sectional view of the partial disc member of FIG. 4.3.

FIG. 4.5 is a perspective view of a modified tilting shaft device according to a second embodiment of the present invention.

FIG. 5.1 is a perspective view of a modified tilting shaft device according to a third preferred embodiment of the present invention.

5.2 is a sectional side view of the modified tilting shaft device of FIG. 5.1.

FIG. 5.3 is an end cross-sectional view of the modified tilt shaft device of FIG. 5.1.

5.4 is a further perspective view of the tilt axis device of FIG. 5.1.

5.5 is a further perspective view of the tilt axis device of FIG. 5.1.

5.6 is a detailed perspective view of the tilt axis device of FIG. 5.1.

FIG. 5.7 is a partial assembly perspective view of the device of FIG. 5.1.

FIG. 5.8 is an assembled perspective view of the device of FIG. 5.1.

5.9 is a further perspective view of the device of FIG. 5.1; FIG.

5.10 is a further perspective view of the device of FIG. 5.1.

5.11 is a further perspective view of the device of FIG. 5.1.

FIG. 5.12 is a cutaway view of the tilt axis control mechanism in the offset position.

5.13 is a perspective view of the mechanism of FIG. 5.1 in the offset position.

5.14 is an end view of the arrangement of FIG. 5.12.

FIG. 5.15 is a perspective view of the position of the partial disc member in a near-zero undisplaced volume position.

5.16 is a plan view of the assembly of FIG. 5.15.

5.17 is a partial assembly of the arrangement of FIG. 5.1.

FIG. 5.18 is a perspective view of the mechanism in the offset position.

FIG. 5.19 is a further perspective view of the mechanism in the offset position.

5.20 is a further perspective view of the housing in the arrangement of FIG. 5.1.

FIG. 6.1 is a side cutaway view of a variable volume device with adjustable non-displacing volume for use in connection with the control arrangement of FIG. 6.2.

FIG. 6.2 shows the control arrangement used in connection with the variable volume device of FIG.

Figure 7.1 is a perspective view of an exemplary interconnect pair of a variable volume device for use in connection with the engine of a vehicle or similar device.

[Explanation of symbols]

  10 Variable volume device   15 void   16 First variable volume void   17 First non-displaced volume   18 First displacement volume   19 First independent setting means   20 Second independent setting means   21 Second variable volume void   25 Deformation tilt axis device   26 Deformation tilt axis device   27 Deformation tilt axis device   28 Disc member   29 housing   30 rotation axis   31 blade rotation axis   32 feathers   34 Working surface   36 variable volume   37 Contact edge   101 member   102 axis   103 member   104 axis   105 members   106 member   106 member   107 Guide   108 shaft   111 Turning point   201 spherical housing   202 bearing housing   203 Bearing housing   204 blade member   205 Partial cone member   206 extension shaft   207 axis   208 member   209 Connection means   211 members   212 axes   213 Bearing housing   214 support member   215 Bearing Housing   301 engine   302 blocks   303 screw means   304 lever

─────────────────────────────────────────────────── ─── Continued front page    (31) Priority claim number PQ 4496 (32) Priority date December 7, 1999 (December 1999) (33) Priority country Australia (AU) (31) Priority claim number PQ 5302 (32) Priority date January 27, 2000 (January 27, 2000) (33) Priority country Australia (AU) (31) Priority claim number PQ 5440 (32) Priority date February 7, 2000 (2000.2.7) (33) Priority country Australia (AU) (31) Priority claim number PQ 5439 (32) Priority date February 7, 2000 (2000.2.7) (33) Priority country Australia (AU) (81) Designated countries EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, I T, LU, MC, NL, PT, SE), OA (BF, BJ , CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, K E, LS, MW, MZ, SD, SL, SZ, TZ, UG , ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AE, AG, AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY, BZ, C A, CH, CN, CR, CU, CZ, DE, DK, DM , DZ, EE, ES, FI, GB, GD, GE, GH, GM, HR, HU, ID, IL, IN, IS, JP, K E, KG, KP, KR, KZ, LC, LK, LR, LS , LT, LU, LV, MA, MD, MG, MK, MN, MW, MX, MZ, NO, NZ, PL, PT, RO, R U, SD, SE, SG, SI, SK, SL, TJ, TM , TR, TT, TZ, UA, UG, US, UZ, VN, YU, ZA, ZW

Claims (50)

[Claims] 1. An engine system comprising an engine having at least one variable volume void for burning fuel, the engine further defining a containment volume within which the fuel burns. A means for operatively sealing the air gap to retain the fuel during recovery, thereby returning at least a portion of the energy released by the combustion to the mechanical motion of the working portion of the engine. However, the engine system further comprises fluid drive means for containing an oxidizing fluid with the fuel in the containment volume. 2. The engine system of claim 1, wherein the operably sealing means comprises a piston. 3. The system of claim 2, wherein the working portion includes the piston. 4. The engine system of claim 1, wherein the operably sealing means comprises a rotor. 5. The system of claim 4, wherein the working portion includes the rotor. 6. The system of claim 1, wherein the operatively sealing means comprises a first partial disc member of a tilting shaft device. 7. The system of claim 6, wherein the working portion is the first
A system including a partial disk member of. 8. A system according to any one of claims 1 to 7, wherein the fluid drive means comprises a compressor system. 9. The system of claim 8, wherein the compressor system comprises a rotating device. 10. The system of claim 9, wherein the rotating device includes a variable volume void having a non-pushing portion therein and a pushing-out part therein, the rotating device further adjusting the non-pushing portion. A system comprising one independent set point means and a second independent set point means for adjusting the displacement. 11. The system of any of claims 8 or 9 or 10, wherein the compressor system is driven directly from the working part. 12. The system according to claim 8, 9 or 10, wherein the compressor system is driven by a power source independent of the working part. 13. The system of claim 12, wherein the compressor
A system in which the system is driven by an electric motor. 14. A compressor having at least one variable volume void
A system, wherein the compressor further comprises means for defining a containment volume and operatively sealing the void to compress a fluid within the containment volume. 15. The compressor system according to claim 14, wherein the variable volume void includes a non-displaced portion and a displaced portion. 16. The compressor system of claim 15 further including first independent set point means for adjusting the volume of said non-pushed portion. 17. A compressor system as claimed in either claim 15 or claim 16 further comprising second independent set point means for adjusting the volume of the non-displaced portion. 18. A rotating device having at least one variable volume void, the volume of said void varying periodically during operation of said device, said variable volume void comprising a non-displaced volume portion. The volume of the non-displacement volume maintains a predetermined constant volume during each operating cycle of the device, the variable volume void further includes a displacement volume, and the volume of the non-displacement portion is: During each operating cycle of the device, the device cyclically varies from zero volume to a predetermined maximum volume, the device including first independent set point means for setting the volume of the non-displaced volume portion, the device comprising: A second for setting the predetermined maximum volume of the displacement volume
A rotating device including independent set point means. 19. The rotating device according to claim 18, further comprising connecting means between the first independent set point means and the second independent set point means. 20. The rotating device according to claim 19, wherein the connecting means includes a slot guide. 21. A rotating device including at least one variable volume void therein. 22. The rotating device of claim 21, wherein the at least one variable volume void includes a non-pushing portion and a push-out portion. 23. The rotating device according to claim 22, wherein the volume of the non-pushed-out portion can be changed by the first independent set point means. 24. The rotating device according to claim 22 or 23, wherein the volume of the displacement portion can be changed by the second independent set point means. 25. The rotating device according to claim 21, wherein the rotating device includes a tilt shaft device. 26. The rotating device according to claim 25, further comprising a deformation tilt shaft device, the deformation tilt shaft device being a housing, a vane plate rotatable in the housing about a rotation shaft of a blade, and the housing. At least one of which is rotatable about the rotation axis of the partial disc member
Two partial disk members, the at least one partial disk member defining a variable working volume between the vane plate, the partial disk plate and at least a portion of the housing, the working volume being the rotating device. A rotating device that changes cyclically during operation. 27. The apparatus according to claim 26, wherein the working volume changes periodically according to an offset angle between the blade rotation axis and the rotation axis of the partial disc member. 28. An assembly comprising at least a first variable volume device in fluid communication with a second variable volume device. 29. The assembly of claim 28, wherein the at least first variable volume device includes a void having a displaced portion and a non-displaced portion. 30. An engine system, comprising: (a) an engine having at least one variable volume void for burning a working fluid, the engine further defining a containment volume during burning of the working fluid. Means for retaining the working fluid in the containment volume and thus operatively sealing the gap to return at least a portion of the energy released by the combustion to the mechanical motion of the working portion of the engine. And (b) a rotating device having at least one variable volume void, the volume of the void varying periodically during operation of the device, the variable volume void comprising a non-displaced volume portion. The volume of the non-displaced volume is maintained at a predetermined constant volume during each operating cycle of the device, and the variable volume void is further displaced. A volume portion, the volume of the displacement volume varying periodically from zero volume to a predetermined maximum volume during each operating cycle of the device, the device setting a volume of the non-displacement volume portion; One independent set point means, the device including second independent set point means for setting the predetermined maximum volume of the displacement volume, the rotating device directing the working fluid to the at least the engine. An engine system that acts to feed one variable volume air gap. 31. The engine system of claim 30, wherein the operably sealing means comprises a piston. 32. The system of either claim 30 or claim 31, wherein the working portion comprises the piston. 33. The engine system of claim 30, wherein the operably sealing means comprises a rotor. 34. The system of claim 33, wherein the working portion includes the rotor. 35. The system according to claim 30, wherein said operably sealing means comprises a first partial disc member of a tilting shaft device. 36. The system of claim 35, wherein the working portion comprises the first partial disc member. 37. The system according to any one of claims 30 to 36, wherein the fluid drive means comprises a compressor system. 38. The system of claim 37, wherein the compressor
A system in which the system comprises a rotating device. 39. The system of claim 38, wherein the rotating device includes a variable volume void therein having a non-push portion and a push portion therein, the rotating device further adjusting the non-push portion. A system including a first independent set point means and a second independent set point means for adjusting the displacement. 40. The system of any of claims 37 or 38 or 39, wherein the compressor system is driven directly from the working part. 41. The system of any of claims 37, 38 or 39, wherein the compressor system is driven by a power source independent of the working part. 42. The system of claim 41, wherein the compressor
A system in which the system is driven by an electric motor. 43. The engine according to any one of claims 30 to 42.
An engine system, wherein the system further comprises coupling means between the first independent set point means and the second independent set point means. 44. The engine system according to claim 43, wherein said connecting means comprises a slot guide. 45. The system according to any one of claims 30 to 44, wherein the variable volume void of the engine includes a non-push portion and a push portion. 46. The system of claim 45, wherein the volume of the non-pushed-out portion of the variable volume void of the engine is variable by variable volume means of the engine. 47. The system of claim 46, wherein the volume of the non-pushed-out portion is variable by independent set point means. 48. The system of claim 46, wherein the engine variable volume means for varying the unpushed portion of the variable volume void of the engine comprises:
A system coupled with the coupling means between the first independent set point means and the second independent set point means. 49. The system according to any one of claims 45 to 48, wherein the maximum mass of the working fluid delivered by the rotating device is proportional to the undisplaced volume of the engine. 50. The system of claim 49, wherein the working fluid mass does not exceed the mass that causes the abnormal explosion.