SI26163A - Filling ring for internal combustion engines - Google Patents

Abstract

The filling ring (1) for all internal combustion engines, as a new construction or renovation of existing engines, is intended to reduce consumption, emissions and detonations, which is achieved by feeding a richer fuel mixture with an injector (2) into the primary volume (1.1), where there is a spark plug (3.1) or a glow plug (3.2), which is reliably ignited by the spark plug, and the combustion, through the ring (1.0), is translated in seconds into the volume (1.2), which is part of the compression space (1.3) into which we feed with the injector (2) a very lean mixture that the spark plug would not be able to ignite on its own. Since there is a rich mixture only in a small primary volume (1.1), and in the rest of the compression space (1.3) there is a very lean mixture, the engine works on a lean mixture, which increases efficiency, reduces harmful emissions and eliminates detonations. The appropriate geometry of the filling ring (1) with the secondary volume (1.2), which can be equipped with various inlets, additionally increases the turbulence of the mixing of the fuel flows and thereby increases the burning rate of the mixture.

Description

Filling ring for internal combustion engines.

The application and purpose of the present invention is in all internal combustion engines, for which we want to improve the thermal efficiency, especially with the aim of reducing fuel consumption and reducing harmful emissions.

It is useful both for Otto and Wankel gasoline and diesel 2- and 4-stroke engines, as well as for marine engines from the above group that use specific fuels.

The subject of the invention is the so-called filler ring, or a special, additionally built-in form of the combustion chamber consisting of three functional elements, or of the combustion chamber or in the continuation of the compression space in the area of the primary ignition of the mixture (near the spark or glow plug), which can be used in various modified forms for all known internal combustion engines in order to ensure the ignition of lean mixtures that the spark or glow plug could not ignite .

To make it easier to understand, we explain the term compression space, which in the same sense is also the combustion space and consists of the volume between the engine piston in the top dead position and the engine head, as well as the secondary volume, which is located just below the ring, and the primary volume, which is located between ring and a spark plug or glow plug.

The use of the proposed invention in engines additionally prevents knocking (detonation), which makes it possible to design engines with a higher compression ratio and thereby increase their operating efficiency.

The adiabatic efficiency of internal combustion engines is defined primarily by the degree of compression ratio.

The higher the compression ratio, the higher the engine's efficiency.

However, the maximum compression ratio at which the engine can operate without mechanical damage is limited to a certain factor.

Of course, these data are different and depend on the size and purpose of use as well as on the final design and size of the engines and, last but not least, on the fuel used.

E) if designers increase the compression ratio of engines, without the risk of mechanical damage, with the aim of higher power and consequently higher efficiency, lower emissions and lower specific consumption, they use various known technical solutions, such as: more even distribution of the ignition substance, changes in the ignition angle, installation of gauges cranking and a control loop for changing the ignition mixture in each cycle, or by delaying one or more ignitions, shaping the geometry of the compression space...etc.

Technical solutions in the form of so-called antechambers, which are used mainly in older and heavier diesel engines, which have the purpose of easier ignition of a cold engine and are connected to the compression chamber only with a relatively thin connection in relation to the volume of the compression chamber.

Our proposed invention, in the form of the construction and use of the filling ring 1 placed under the spark plug 3.1 (or the glow plug 3.2 for diesel engines), partially delimits the compression space 1.3 into two parts, namely:

1. Upper primary ignition part and secondary working part — hereafter primary volume 1.1.

2. Lower primary working part and secondary ignition part — hereafter referred to as volume 1.2.

3. Ring 1.0 is the connecting link between the two volumes and has the function of holding fuel in the primary volume and the function of additional turbulence of the fuel mixture during ignition.

When using the proposed invention, in practice, the compression ratio can be increased by construction, and the engine is cumulatively fed with a significantly leaner mixture, which translates into higher efficiencies, lower consumption and lower releases of dangerous substances into the environment, without the risk of detonations.

The filler ring 1 which is the subject of this invention can be used by all internal combustion engines.

The purpose and task of the charging ring 1 is to reduce fuel consumption and harmful emissions by using a lean fuel mixture, which the use of said charging ring 1 enables.

The entire delivered mixture in one cycle is therefore in the total so-called the lean mixture contains only a small part of the rich mixture, which ensures the ignition of the fuel in the primary volume 1.1., and the additional turbulence of the mixing of this burning mixture through the ring 1.0 homogeneously and quickly ignites the very lean mixture in the secondary volume 1.2.

Only the spark plug 3.1, or the glow plug 3.2 for diesels, could not ignite this poor mixture due to insufficient energy.

In an Otto gasoline engine equipped with a spark plug 3.1, the filler ring 1 is inserted under the spark plug 3.1 and is located between it and the front of the combustion chamber or. to the top of the piston 5.3.

The ignited mixture expands from the primary volume 1.1 in seconds the volume 1.2 is connected to the compression space 1.3, and its combustion proceeds downwards over the entire charging ring 1 and its ring 1.0, where the combustion increases turbulence, which contributes to the lean mixture of fuel and of air in the secondary volume 1.2 ignites faster m significantly more homogeneously and also ignites a very lean mixture in the compression chamber 1.3.

The so-called burning energy of the rich mixture in the primary volume 1.1 is so large that it easily ignites even the very lean mixture in the secondary volume 1.2.

TECHNICAL FIELD OF APPLICATION OF THE PROPOSED INVENTION:

The proposed invention is intended for all internal combustion engines with the aim of reducing consumption and polluting emissions, as well as maintaining high performance.

To achieve this, we use the filling ring 1, which, due to its uniform geometry and placement in the compression space 1.3, allows the dispersion of the rich mixture into the primary volume 1.1 with the spark plug 3.1 and the lean mixture in the second volume 1.2 to the area of the piston crown 5.3.

As a result, the filler ring 1 ensures reliable ignition, since the area of the spark plug 3.1 is filled with a rich (stoichiometric ratio) mixture.

However, due to the fact that volume 1.2, which is significantly larger in volume than the primary volume 1.1, is filled with a very lean mixture, the engine operates in the so-called "lean booming" regime or with a lean mixture.

In addition to this, the compression ratio can be significantly increased for engines that use the charging ring 1, because due to the described operation of the rich mixture ignition, there is no knocking or detonations, i.e. they are set at a significantly higher limit.

The ignited mixture in the primary volume 1.1, due to its combustion energy and turbulent passage through the charging ring 1, ensures safe ignition of the lean mixture in the secondary volume 1.2, which is primarily intended as a so-called working volume and is, of course, significantly larger than the primary volume 1.1, which is mainly intended for safe ignition of the mixture throughout the compression space 1.3.

This enables the operation of the engine with a significantly leaner mixture, as we supply the stoichiometric ratio of the ignition substance only to the primary volume 1.1, while we fill the seconds of volume 1.2 with a significantly leaner mixture.

The filling of both parts of the compression space 1.3 can be carried out with a single fuel injector 2 in the primary volume 1.1, or with two fuel injectors 2, with one directed to the primary volume 1.1 and the other in seconds volume 1 2 or in a way that gives one directed into the primary volume 1.1 and the second compression-only space 1.3, or with only one directed compression-only space.

The fuel injector 2 can have fuel injection channels for the primary volume 1.1.1 made in its extension, which can be several and can be divided into connected rooms through which the fuel is injected into the primary volume 1.1.2 and can also be more.

The aforementioned channels and nozzles can be of different dimensions, cross-sections, geometries and surfaces.

Said nozzles are led to different spaces of the primary volume 1.1 of the filling ring 1 ah m to different spaces of the ring 1.0 and there may be more than one of them.

The fuel injector 2 can have in its extension manufactured fuel injection channels for seconds volume 1.2.1, which can be several and can be divided into connected nozzles through which the fuel is injected in seconds volume 1 2 2, which can be several. ' ^JJ

The aforementioned channels and nozzles can be of different dimensions, cross-sections, geometries and surfaces. Said nozzles are led into different spaces of the secondary volume 1.2 of the filling ring 1 or into different spaces of the compression space 1.3, and there may be more than one of them.

When we use a special injector 2 to fill the primary volume, it is called a fuel injector for the primary volume 2.0.1.

When we use a special injector 2 to fill the secondary volume, we call it fuel injector for seconds volume 2.0.2.

We can, of course, combine several fuel injectors 2 by directing them independently or via the mentioned channels to different mentioned spaces, which depends on the size and purpose of the engines, but the possibilities are countless and therefore we do not describe them separately.

Various important options are described in the following description of the invention and depend on the structure of the engine or its use.

PRIOR ART IN THIS FIELD

When we talk about Otto's internal combustion engines equipped with a spark plug, or diesel engines with glow plugs, or Wankel's, nowhere do we come across the ones described in our proposal, the so-called filler ring.

Nowhere can we find the technical idea of a pre-combustion chamber, which, combined with the compression chamber, enables the ignition of a lean mixture in the compression chamber.

We come across technical systems that are only partially similar, but functionally far behind our proposed invention.

All known state-of-the-art techniques derive primarily from the needs that have arisen in recent years, conditioned by the new regulations on Formula One power units.

The change in regulations in the extreme reduction of the maximum fuel consumption during the ^race forced the engineers to improve the combustion by using direct injection in different angles of the engine shaft and subsequently one in front of the combustion chamber to obtain more power.

Current patents represent and describe only one combustion chamber, where a spark plug is provided on top and next to it a fuel injector, which injects fuel into one volume.

The currently existing patents specify the front of the combustion chamber, in which the spark plug and the injector converge from above into the housing, which then injects fuel into the volume below the plug, without creating any special turbulence.

However, it is precisely these turbulences that enable faster and more complete combustion, which is limited exclusively to a high stoichiometric ratio, which allows the mixture to ignite through the holes made at the bottom of the chamber, in this way the combustion passes into the main combustion chamber where it activates the combustion of the poorer mixture present.

If you didn't inject anything into the combustion chamber, you would only find intake air and combustion would be difficult. Therefore, in some cases, the spark plug and the injector appear for seconds, which supply the combustion chamber with a poor amount of fuel to allow the correct combustion of this volume.

These additives are included in engines that, in addition to reducing emissions and consumption, must also maintain a high value of specific power.

Other examples of patents use an injector in the combustion chamber, a spark plug always in the chamber and in front of the chamber, which is defined as passive because it does not include any injector inside and which is connected to the chamber through small holes inside which a second spark plug is placed.

Before the chambers, the state of the art in diesel engines has been known for many years.

The first one in front of the chamber was patented in 1909 by ing. Prosper LOrange with the aim of favoring the combustion phase in diesel engines by creating a primary ignition, which then spreads to the rest of the mixture by detonation.

This technology has always been used exclusively on diesel engines and is still very far from the technology and ideas proposed in our invention.

As for two-stroke engines, where the volume of the combustion chamber is extremely small, the use of pre-chambers never made sense.

The subsequent abandonment of this type of engine in favor of the 4-stroke effectively ended the development of these two-stroke engines.

After several years of stagnation in development, the two-stroke engine is returning to the market.

For example, Ford created a two-stroke engine with opposed pistons that fitted one of its vehicles.

Even engine constructors who favored only 4-stroke engines are now forced to keep up with the times and more accurately evaluate all the advantages offered by the two-stroke type of engine. ^d

Also in F1, this type of engine was chosen as one of the options for the future, which is characterized by powers that almost double compared to a 4-stroke engine.

This would allow the production of engines with half the volume and extremely reduced dimensions and masses, compared to a 4-stroke engine.

These are extremely important factors in current vehicles, in terms of support in a hybrid drive unit or simply as auxiliary units for charging the battery in situations that do not allow a classic connection to the electrical grid.

Our proposed invention, the process of which we call Dual Expansion Activation DEA, can offer countless advantages even for this type of engine, as it enables a significant reduction in fuel consumption, emissions and effectively prevents engine detonations, which damage the engine and reduce its efficiency.

Both types of engines are also used in marine engines, but two-stroke engines are used for more powerful designs.

Fuel consumption per hour for these big engines is impressive.

Incorporating this innovation, which we describe below, could bring enormous benefits in terms of both consumption and emissions.

To prevent this problem (to achieve faster and better combustion without detonations) we suggest inserting a filler ring.

PROBLEMS SOLVED BY THE PROPOSED INVENTION OR PROBLEMS OF EXISTING ENGINE TYPES:

The proposed invention generally enables the following technical improvements in existing internal combustion engine designs:

1. The rich fuel mixture is only in the area between the spark plug electrode 3.1.1. and the electrode of the mass part 3.1.2 of the spark plug 3.1, while the rest of the mixture in the compression chamber 1.3 was extremely lean (i.e. lean).

2. The ring 1.0 enables the correct orientation and homogeneity of the flow of the fuel mixture.

3. Compression space - in seconds, the volume 1.2 connected to the compression space 1.3 is concentrated in the area under the filling ring 1 at the smallest possible distance.

4. Injector 2 or, if two different ones are used, injector 2.0.2 (which together delivers an extremely lean mixture) can also be installed in compression chamber 1.3.

5. Injector 2 or injectors 2 inject fuel into or near the filling ring 1.

6. Fuel flow is at or near center of engine piston 5.

7. Elimination of the phenomenon of detonation and pre-ignition.

8. Reduction of the required amount of fuel per cycle.

9. Reduction of pollution emissions per cycle.

10. Excellent power and torque results because we can increase the compression ratio without the risk of detonation.

11. The rate of spread of combustion of the mixture with all the physical and chemical advantages that this brings.

12. The same claims apply to Wankel engines. The rotating rotor in the housing replaces the function of the piston and the combustion chamber or compression space 1.3.

13. For marine engines using multiple charge rings 1 for reasons related to piston size 5, the same conclusions apply. The charging rings 1 supply and disperse the fuel-air mixture evenly over the entire area of the piston face 5.

Diesel engines:

These engines used to use the so-called indirect injection into the front chambers to ensure easier ignition, especially for cold engines.

In modem designs of these engines, these pre-chambers are hardly used anymore, as the advantages of high-pressure direct fuel injection have prevailed.

Disadvantages are the result of indirect injection into the pre-chambers are 3, namely:

1) the front chamber is not aligned with the cylinder,

2) given that it is offset, combustion starts on one side of the piston and thus forces the flame to burn on different long paths at the top of the piston, which slows down the complete ignition of the mixture at a greater distance,

3) lack of homogeneous and simultaneous combustion

4) in high-pressure engines with direct injection, there is a problem of lowering the fuel level below certain values of the ratio between fuel and air.

Petrol engines:

Recently, in connection with the technology developed in Fl, we are witnessing the insertion of pre-combustion chambers for combustion in various engines of the new generation.

Among the most famous systems are the Mazda HCCi system and the Mahle system.

In line with the new regulations for Formula 1 engines, Ferrari has also created a patent with its partner Mahle for new internal combustion engines that will equip cars for the next few years.

What are the weaknesses of known systems:

1) the need to insert the pre-chambers into the engine head requires a rearrangement of the position of the spark plug and the injector, which means that their position is not ideal, and the shape of the pre-chambers cannot be ideal either, as there is no space,

2) due to the forced shape in front of the chambers, it is difficult to create adequate turbulence of the mixture,

3) the combustion chamber is equipped with another injector that sprays a lean mixture of gasoline,

4) the second injector is placed at the top of the combustion chamber between two valves and directs the flow to the other side, so that one area is covered more than the other and thus does not ensure homogeneity,

5) if the injection takes place near the top of the dead center, it does not provide adequate turbulence,

6) the lean mixture present in the chamber must be activated by scattered flames coming from the holes in the front of the chamber,

7) ignition sprayers must reach the entire volume of the chamber and require long ignition times in modern engines with large piston diameters,

8) the prechamber does not have an injector and has passive functionality.

2-stroke engines:

In the case of 2-stroke engines, the shape of the combustion chamber is very important for the efficiency of operation and for the generation of harmful emissions.

This engine design is mainly used for small and medium-sized motor bikes, as manufacturers aimed for simplicity of construction with low cost.

Due to this cheap implementation of the session, a simple carburetor was always used to mix air with fuel, and only in recent years, with the implementation of new restrictive laws on emissions, indirect injection began to be used, and for engines with lower consumption and cleaner emissions, direct fuel injection, in which could use a charging ring and further reduce consumption and emissions.

In this segment, there are examples of good practices such as KTM and ROTAX, which have followed this path in order to meet emission regulations.

However, to the best of our knowledge, no manufacturer uses a filler ring as described in the present application.

Another use of 2-stroke engines relates to those used in the marine field, with enormous dimensions and enormous consumption and pollution problems.

We must be aware that we are talking about a consumption of over 6200 litres/hour and, despite the creation of enormous power, the advantages that would be obtained from optimal combustion, which would enable a reduction in consumption and consequently emissions, are unquestionable.

With these engines, the charging ring 1 would achieve a reduction in fuel consumption by at least 30% and, consequently, achieve the same values also in reducing emissions.

WANKEL:

In this type of engine, the insertion of charging ring 1 has never been foreseen until now.

Practically only one manufacturer, namely in the beginning NSU and in more recent times Mazda, invested in the development of a rotary engine.

For many years, no other manufacturer invested in the development of this type of engine, and as a result, not many experiments were made in this regard.

In this type of engine, fuel combustion is a problem that has always given designers a lot to think about, since the volume of the combustion chamber is far from constant, with a rotary piston constantly moving along an ellipse, it does not achieve a reduction in speed as in a piston engine, which is determined by the connecting rod in top and bottom dead center.

In this case, combustion does not occur at a constant volume, but combustion takes place when the volume changes (the rotation of the piston continuously changes the volume).

As a result, in addition to the problems with the sealing elements, which Mazda has largely solved, the values of consumption and emission of harmful emissions still remain high.

By using a charging ring, which would enable complete ignition even of lean mixtures, this problem would be solved, especially if we also used heating 3.2.1, which is primarily intended for Diesel engines.

SOLUTIONS PROVIDED BY THE PROPOSED INVENTION OR. SUGGESTIONS FOR PRACTICAL USE OF CHARGING RING IN KNOWN ENGINES:

Diesel engines:

The filler ring 1 as an element in the engine head 4 combines the advantages of direct and indirect injection.

Due to its construction, it can be inserted or located exactly in the center of the four valves (modern engines usually have four valves per cylinder)

Even if the engine has only two valves, the charging ring 1 can be located near the best point for the dispersion and combustion of the fuel and is in direct connection with the compression chamber

The fuel injector 2 disperses the fuel inside the filling ring 1, which is made with a certain geometry, among which the shape of the ring 1.0 is the most important.

The filling ring 1 is inserted at the top of the combustion chamber in the engine head 4, the fuel injector 2 divides the amount of fuel sent in two directions, otherwise rich in the upper part - primary volume 1.1 and lean in the lower part - second volume 1.2.

The start of fuel combustion is initiated with the help of a spark or glow plug or without it (in the case of diesel engines, also by heating the primary chamber), depending on which technology is observed.

In the upper part of the charging ring 1 in the engine head 4, a rich mixture is ignited, which is easier to ignite, and then this ignited mixture burns down through the ring 1.0, volume 1.2 in seconds and ignites a lean or very lean mixture, which is injected into the injector 2 in seconds volume 1.2.

Injectors are generally defined by the label: injector 2.

If we use two different injectors, which our invention also proposes and describes, namely:

One for the primary volume and the other for the seconds volume or or for the compression volume, which is essentially also the combustion space, in this case we call the injector installed in the primary volume: Injector 2.0.1.

To the injector, which is installed in seconds volume or compression volume or and the combustion chamber: Injector 2.0.2

Petrol engines:

We insert the filler ring 1 under the spark plug 3.1 (in the case of engines with 4 valves, which are the most common) exactly in the middle of them or, if the external dimensions of the valves (intake 4.2 and exhaust 4.1) are not exactly the same, in the middle of the piston 5.

The high-pressure fuel injector 2 injects fuel into the charging ring 1, which divides part of the mixture, and sends one part to the area of the spark plug 3.1 upwards and the other part to the compression space 1.3 downwards, (Figures 1, 2 and especially 7A).

As previously described, several injectors can also be used, which can be routed via the aforementioned injection channels into all spaces of the filling ring or compression volume.

Filling ring 1 oz. its shape creates double turbulence, namely one for the spark plug area 3.1 and one for the compression area 1.3 (which does not exist in known systems, since they do not use similar filling rings 1).

The ignition of the mixture at the spark plug 3.1 (or, in the case of diesels, the heater plug 3.2), enables the activation of a rich mixture in the combustion chamber or to the primary volume of 1.1, given that this concentrated in the central area allows extremely fast combustion, which ensures reduced fuel consumption and emissions, and completely eliminates detonation problems.

This technology also makes it possible to adjust the angle between the exhaust 4.1 and the intake valve 4.2, as it enables a better shape of the combustion chamber.

2-stroke engines:

As large consumers of fuel, they will have a greater advantage in reducing consumption and emissions by inserting the filling ring 1.

The problem with 2-stroke engines, when using a poor ratio of gasoline to air and higher compression ratios, is detonation.

The effect, which is otherwise present in racing engines, is mitigated by obsessive control of the distance between the skih area (the distance between the head and the piston in the top dead position).

Detonations are present regardless of whether a higher or lower sqish distance is used (the distance between the top of the piston 5.3 and the cylinder head 4), with the difference that low values of sqish provide high turbulence and combustion speed and consequently low emissions high skish is the opposite. '

This problem would be easily solved by using the filling ring 1.

The filling ring 1 enables the use of a very lean mixture in the compression space 13, which will be concentrated in the central area of the piston 5, which will effectively eliminate detonations. '

In the vicinity, or between the electrode of the spark plug 3.1.1 and the electrode of the mass part of the spark plug 3.1.2 of the spark plug 3.1 or in the vicinity of the glow plug 3.2 (e.g. in the case of large marine volt-cycle diesel engines), there will be a stoichiometric amount of the mixture, which will enable immediate ignition the mixture whose flames will spread through the ring 1.0 of the charging ring 1 and thus the combustion of the lean mixture present in the compression space 1.3 will be activated, which can also be further improved by finishing the vanes in the secondary volume 1 2 which additionally turbulate the mixture and thus increase the speed and homogeneity of combustion.

As for marine engines, the benefit of this solution is much more obvious, given the fuel consumption and emissions of these engines.

These engines use fuels of a different type, which do not belong to diesel or gasoline, but are crude oil or fuel oil etc. with low sulfur content.

For high-power engines, two-stroke diesel engines are most often used, equipped with one exhaust valve located in the center of the head 4 and three injectors 2 located on the outer edge that inject fuel, but of course several injectors can also be placed in different ways and different positions.

These engines have extremely long piston strokes and are extremely large in size.

The result of this is that there is simply no turbulence and combustion takes place very slowly from the outside towards the center of the compression space 1.3.

By inserting three or more filling rings 1 and the high-pressure fuel injectors 2 connected to them, it would be possible to accelerate the combustion of the mixture, the flow of which would enter the compression space 1.3 through the mentioned filling rings 1 and would additionally mix the fuel

Of course, even with 4-stroke large marine engines, we could use charging advantages, as we described under diesel engines.

ring 1 s

Wankel:

In these engines, the charging ring 1 enables a much faster combustion of the fuel mixture, which improves consumption and reduces emissions.

THEN ON, WE DESCRIBE OUR PROPOSED INVENTION WITH A LEGEND OF MARKS AND INTERPRETATION OF THE PICTURES:

-Tag legend:

- Filling ring .0 - Ring

1.1 - Primary volume

1.1.1 - Primary volume fuel supply channel

1.1.2 - Chambers through which fuel is injected into the primary volume

1.2 - Volume in seconds

1.2.1 - Fuel supply channel for seconds volume

1.2.2 - Chambers through which fuel is injected into the secondary volume

1.2.3 - Directional vanes in seconds volume

1.2.4 - Directional vanes rotate in seconds volume

1.3 - Compression space

1.3.1 - Chambers through which fuel is injected into the compression space

- Fuel injector .0.1 - Fuel injector for primary volume .0.2 - Fuel injector for seconds volume

2.1 - Fuel connection on the injector

2.2 - Electrical connection for injector control

3.1 - Spark plug

3.1.1 - Spark plug electrode

3.1.2 - Electrode of the mass part of the spark plug

3.2 - Glow plug (for diesel engines)

3.2.1 - Heating (for diesel engines — Motoma head

4.1 - Exhaust valve in the engine head

4.2 - Suction valve in the engine head

4.3 - Insertion block in the motor head

- Engine piston

5.1 - Sealing piston rings

5.2 - Piston with piston rod (for marine engines)

5.3 - Piston threads

- Engine cylinder

6.1 - Suction flow channel

6.2 - Exhaust duct

- Engine connecting rod

7.1 - Somik piston

- Cooling room

-Description of images:

Figure 1 A shows a cross-section of a gasoline 4-stroke engine in which a charging ring 1 is used with one fuel ^injector 2 routed through channels and nozzles of various or. of any shape or sections, in the primary volume 1.1 and second volume 1.2.

Figure 1 B shows a cross-section of a gasoline 4-stroke engine in which a charging ring 1 is used with one fuel injector 2.0.1 routed via channels and nozzles to the primary volume 1.1 and another fuel injector 2.0.2, which may be the same or different, routed to compression space 1.3.

Figure 1 C shows a cross-section of a gasoline 4-stroke engine in which a filling ring 1 is used with one fuel injector 2 led, via channels and nozzles of arbitrary shapes, dimensions and cross-sections, into the primary volume 1.1 and in parallel also into the compression space 1.3.

Figure 2 A shows a cross-section of a 2-stroke gasoline engine in which a filling ring 1 is used with one fuel injector 2, which is fed into the primary volume 1.1 through channels and nozzles of arbitrary shapes, dimensions and cross-sections, and in seconds the volume

Figure 2 B shows a cross-section of a 2-stroke gasoline engine in which a filling ring 1 is used with one fuel injector 2.0.1, which is led into the primary volume 1.1 through channels of arbitrary shapes, dimensions and cross-sections and with another fuel injector 2.0.2, which through channels and nozzles of any shape, dimensions and cross-section, the volume 1.2 is sent in seconds, but it can also be parallel, or only into the compression space 1.3.

Figure 3 A shows a cross-section of a diesel 2-stroke marine engine with an exhaust valve 4.1, in which a charging ring 1 with one fuel injector 2 is used, which is fed into the primary volume 1.1 through channels and nozzles of arbitrary shapes, dimensions and cross-sections, and in parallel also in seconds volume 1.2.

Figure 3B shows a cross-section of a diesel 2-stroke marine engine with an exhaust valve 4.1, in which a charging ring 1 with one fuel injector 2 is used, which is fed into the primary volume 1.1 and, in parallel, into the secondary volume 1.2 via channels and nozzles of arbitrary shapes, dimensions and cross-sections. , and the filling ring 1 is placed at an angle such that, in seconds, the volume 1.2 is cut obliquely.

This picture illustrates one of the options for placing the filler rings 1 in the engine heads.

Figure 3C shows a cross-section of a diesel 2-stroke marine engine with an exhaust valve, in which a charging ring 1 is used with one mechanically controlled fuel injector 2, which is fed into the primary volume 1.1 through channels and nozzles of arbitrary shapes, dimensions and cross-sections and, in parallel, also in seconds volume 1.2, and the filling ring 1 is placed at an angle so that the volume 1.2 is cut diagonally in seconds.

This picture illustrates one of the options for placing the filling rings 1 in the engine heads and the possibility of using the so-called mechanical injectors.

Figure 3D shows a cross-section of a diesel 2-stroke marine engine with an exhaust valve 4.1, in which a charging ring 1 is used with one fuel injector 2, which is fed into the primary volume 1.1 through channels and nozzles of arbitrary shapes, dimensions and cross-sections and, in parallel, also in the second volume 1.2, and the filling ring 1 is placed at an angle so that the volume 1.2 is cut diagonally in seconds.

The primary volume 1.1 is heated by heating 3.2.1 via an external source (electro-resistive, inductive or otherwise by all known technical methods) and replaces the heating candle 3.2.

This picture illustrates one of the options for placing the filler rings 1 in the engine heads with the additional optional function of the filler ring 1 also as a function of the glow plug 3.2.

Figure 4 shows the filling ring 1 with the introducer and the guide vanes 1 2 3 placed in the secondary volume 1.2.

Figure 5 shows the filling ring 1 with the introduction ring and the guide vanes of the ring 1.2.4 placed in the secondary volume 1.2.

Figure 6A shows the placement of the injectors 2 and the so-called tangential orientation of spray channels.

Figure 6B shows the placement of injectors 2 and t.i. radial orientation of the injection channels.

Figure 6C shows the placement of the injector 2 or t.i. centric orientation of the injection channel, where the fuel injection divides the ring 1.0, which is made in the form of a heart-shaped cross section.

Fig. 6D shows the placement of the injector 2 or t.i. of a centrally oriented injection channel, where the fuel injection is divided by a ring 1.0 of concave shape

Figure 7A shows a cross-section of the charging ring 1, the spark plug 3.1 and the injectors 2 channels 1.1.1 and channels 1.2.1., nozzle 1.1.2 and nozzle 1.2.2.

Figure 7B shows a cross-section of the filler ring 1, the spark plug 3.1 and the injector for the primary volume 2.0.1 of channels 1.1.1 and nozzles 1.1.2, directly into the primary volume 1 1 and the fuel injector after the seconds volume 2.0.2, channels 1.2.1 and nozzle 1.3.1 directly into the compression space 1.3.

The filling ring 1, which is the subject of the proposed invention, consists of three essential parts, namely:

The upper primary part, which we call primary volume 1.1.

The lower secondary part, which we call volume 1.2 in seconds.

Narrowings or contractions or parallelisms or expansions of the section between the secondary and primary volumes, which we call ring 1.0.

The filling ring 1 can, for the sake of ease of manufacture, be physically divided in the place of the ring 1.0, for the sake of ease of technical execution, assembly and servicing, so that the primary volume 1 1 is one part, and the secondary volume 1.2 is the other part, and both parts are structurally connected to each other or otherwise connected into an indivisible whole, in which case ring 1.0 is part of either the primary or secondary volume.

In certain cases, the ring 1.0 can also be an independent element and the filling ring 1 is composed of the primary volume 1.1, the ring 1.0 and the secondary volume 1.2, which is especially true in the case of designs for larger engines (e.g. marine engines), where the manufacturing and servicing much easier.

The inner surface of the charging ring 1 can be smooth, but it can have embedded spirals that tend to swirl the fuel and air mixture, or the surface can be rough, allowing micro-turbulence and reducing resistance at the same time.

In the upper part of the primary volume 1.1, the spark plug 3 1 is screwed, and in the case of diesel engines, the glow plug 3.2.

Special versions are also possible so that the spark plugs are not screwed into the primary volume 1.1 but directly into the engine head 4, and the primary volume is positioned just below the spark plug 3.1 and the glow plug 3.2 in diesel engines.

The filler ring 1 is usually designed to be screwed into the engine head 4 from the top.

Especially if the filler ring 1 is part of the spark plug 3.1 or a component of the glow plug 3.2.

In the case of larger engines, it can also be installed from the bottom side (e.g. in marine engines) or from the side in all known technical ways, which are not the subject of this present invention.

In the case of heavy marine diesel engines, where three or even many more filling rings 1 are installed (due to the size of the engines and the need for homogeneous dispersion of the fuel in the compression space 1.3, which can be one meter or more in diameter), the filling rings 1 can also be installed from the lower side of the engine head 4, also from the side or in all possible ways or in some other known way, which is not the subject of this invention.

1 filler rings per cylinder or one piston of the engine 5 can be from at least one to any number, which is not limited above, but is required according to the size of the engine and its function.

In seconds, the volume 1.2 can have a built-in guide vane 1.2.3 of different or. of any known shapes, which is shown in Figure 4.

The introducer can also be made as a ring that has built-in ring blades 1.2.4, which is shown in Figure 5.

These inlets and rings are designed similarly to the inlet vanes of Kaplan water turbines or similar known established systems.

Their function is to additionally swirl the mixture with the purpose of giving it an even more homogeneous redistribution and with the purpose of adding kinetic energy to it, which (in addition to the function of the ring 1.0) further pushes the mixture towards the spark plug 3.1 or, in the case of diesel engines, towards the glow plug 32 and of course, after igniting the mixture in the reverse direction towards the top of the piston 5.3, thus ensuring even faster and more homogeneous combustion of the lean mixture in the secondary volume 1.2.

The inlets, their guide vanes 1.2.3, rings and their vanes 1.2.4 can be of any known shape intended for the function of the respective engine in which the filling ring 1 is installed and are known state of the art and are not the subject of the present invention, therefore we do not describe them separately.

The filled ring 1 can also be an integral part of the spark plug 3.1 or the glow plug 3.2, i.e., in this case, the lower part of the plug would be the filling ring 1, but in a single piece.

The described invention of the filling ring 1 has two possibilities of use in practice, namely:

A. In new engine designs.

B. As a revision of existing engines to achieve cleaner exhausts and greater economy (for conversions with the aim of reducing emissions and consumption in large e.g. marine engines).

Variant Β is intended primarily for heavy, powerful engines with high consumption, whose service life is expected to last for a longer period.

This ^is primarily marine 2-stroke and 4-stroke diesel engines and engines of heavy machinery, which can be translated into operation in accordance with the standards of the highest permissible emissions, while at the same time significantly reducing their fuel consumption, using the described invention.

We emphasize that the described technical invention of the charging ring 1, in addition to the primary function of new engine designs, is also extremely important for the reconstruction of existing internal combustion engines, which can be translated with minimal costs into economical and ecologically cleaner operation with relatively small interventions. The reconstruction is intended primarily for expensive, heavy engines with a long service life, which do not meet the requirements for emissions and efficiencies, but because they are very expensive, users do not replace them until they wear out.

The fuel injectors 2 for fuel injection can be installed in the engine head 4 and further into the filling ring 1 in various ways, some of which are described below:

In the ring 1.0 with this, the injection channel is divided into the primary fuel injection channel for the primary volume 1.1.1, which, through the nozzles through which the fuel is injected into the primary volume E 1.2, is led into the primary volume 1.1 and second injection channel after second volume 1.2.1, sticks, through the nozzles through which the fuel is injected in seconds volume 1.2.2, driven in seconds volume 1.2 of the filling ring 1 Such an arrangement is shown in figures 1 A, 2A, 3 and 7A.

First 2.0.1 fuel injector, through the primary volume fuel injection channel

1.1.1, through the nozzles through which the fuel is injected into the primary volume 1.1.2, directly into the primary volume 1.1 and the expensive fuel injector 2.0.2 through the injection channel for seconds volume 1.2.1, through the nozzles through which the fuel is injected in seconds volume 1.2.2, directly in seconds volume 1.2. or also directly or parallel to the compression space 1.3.

Figures 4 and 5 show such a setup.

- Placement of the injector in the compression space 1.3 is shown in Figure 7B.

Of course, various other placements of the injectors 2 and different fuel calibrations are also possible, via only one injector, via different shapes, dimensions and surfaces of the injection channels, in the primary and secondary chambers, which are different depending on the construction and intended use of a particular engine. Since these methods are a known state of the art, we do not describe them in particular, but only emphasize the possibilities of use and adaptation.

Some of them are shown in Figures 6A, 6B and 6C.

Description of operation or the function of the filling ring 1, whose operation or the process that enables it functionally is called Dual Expansion Activation DEA:

Injectors 2 are controlled via electrical signals 2.2, and fuel enters them via connectors 2.1, which is a known state of the art. Injectors can also be controlled mechanically as shown in Figure 3C.

When using the filling ring 1, we supply fuel through the injectors to the primary volume 1.1 and in seconds volume 1.2, or only in some cases only in seconds volume 1 2 or only to the ring 1.0 or only to the compression space 1.3 or as a combination of all the listed methods. Some of them are shown in Figures 1 to 7.

Injectors 2 are usually controlled via electrical signals 2.2, and fuel is supplied via fuel connections on injector 2.1.

When using special fuel injectors for primary volume 2.0.1 and special fuel injectors for secondary volume 2.0.2, only these can be controlled electrically or mechanically (eg for large diesels) without electrical signals, or a combination of all options.

We describe the essence or the meaning of which is that only this amount of fuel is fed into the primary volume 1.1 in order to achieve the so-called a rich mixture that has the advantage of function to quickly and reliably ignite with a spark between electrodes 3.1.1 and 3.1.2 of the spark plug 3.1 (for gasoline and gas engines) or due to the temperature of the glow plug 3.2 (for diesel engines).

While we supply in seconds the volume 1.2 or to the ring 1.0 or directly to the compression space 1.3 or as a combination of the above, only enough fuel to achieve t and a lean ah a very lean mixture, the weakness of which is that the spark plug 3.1 or the glow plug 3.2 independently does not could ignite and there would also be detonations (rattling), and the advantages are in higher power, economy or the efficiency of the engine and significantly lower emissions of harmful emissions, and when using charging ring 1, the mentioned rich mixture from the primary volume ignites it for sure, quickly and homogeneously, so the engine can run on a lean mixture.

The combination of both volumes (mainly because the primary volume 1.1 is quite small) or their mixtures allow us to make the engine work in the so-called lean regime or with a lean mixture, since the percentage of rich mixtures in the total volume of the compression space is 1.3, very small or negligible part and is only necessary for reliable ignition of the fuel or mixture and for the resulting controlled, fast and homogeneous ignition of the lean mixture in the secondary volume of 1.2 m in the lower part of the compression space 1.3.

Since the mentioned volumes are significantly different from each other (the primary volume 1 1 is significantly smaller compared to the compression space 1.3), the same amount of fuel could be fed into both volumes at the same time, which, due to the different volumes, would be distributed in such a way as to reach the primary volume 1.1 i.e. rich (rich) mixture, in the secondary volume 1.2 times the lean (lean) mixture. Due to the ratio of fuel quantities to the volume difference.

The filling ring 1 is usually made centrically, as this shape is the most suitable for placement in the heads 4 of four-cylinder engines, and in addition, its production is inexpensive and enables optimal mixing or turbulation of the fuel mixture when passing from both volumes of the filling ring 1, through the ring 1.0.

In some cases, the filling ring 1 can also be made oval, heart-shaped, triangular, square, or any other shape.

Figure 6C shows the heart shape.

Of course, the placement of the filling ring 1 depends on the placement of the intake valves 4.1 and exhaust valves 4.2, the cooling chambers 8 and partially also the flow channels 6.1 and the exhaust channels 6.2 in unconventional layouts.

The filling ring can also be mounted in the engine head using a special insert block 4.3. Said insert block 4.3 can be made of a special material that is a heat insulator and enables the filling ring 1, or at least its primary volume 1.1 retains heat or temperature that allows the fuel mixture to ignite more easily and quickly. In the case of diesel engines, if it is also equipped with a heating system for diesel engines, which is called heating 3.2.1, it completely replaces the glow plug 3.2 Such designs are shown in Figures 3D 4, 5 and 7B.

The rich mixture of fuel and air in the primary chamber, which was easily ignited by the spark plug 3.1 (or in the case of diesel engines, the glow plug 3.2) (because this part of the mixture is rich or saturated with fuel), burns and spreads in the direction through the ring 1.0 , which can represent the narrowing, expansion or unchanged cross-section of the two volumes at the contact with each other, towards the secondary volume 1.2 and further into the compression space 1.3.

Due to its relatively high burning energy, it easily and extremely homogeneously and quickly ignites the so-called lean mixture in the secondary volume 1.2 and the connected compression space 1.3., which pushes the piston 5 or. the piston with the connecting rod 5.2 (for large marine diesel engines) downwards, while the sealing piston rings 5.1 seal against the wall of the engine cylinder 6, and the mentioned piston, via the piston rod 7.1, presses on the connecting rod of the engine 7.

Since in the case of detonations due to poor mixtures, which we want to improve efficiency and reduce emissions, the forces on the connecting rod of the engine 7 are extreme, the designers cannot allow the engines to operate in such a regime for a long time.

When using the charging ring 1, the occurrence of detonations is significantly reduced, since there is no fuel in the compression chamber 1.3 that could cause detonations, but the fuel spreads homogeneously from the primary volume 1.1 through the ring 1.0 in seconds, volume 1.2 is connected to the compression chamber 1.3 during ignition.

Such a lean mixture could not be ignited by the spark plug 3.1 (or, in the case of diesel engines, the glow plug 3.2) by itself, since it has too little energy, while this part of the rich mixture ignited by the spark plug 3.1 in the primary volume 1.1 of the charging ring 1 , (due to the relatively high burning energy), ignites easily and very quickly and homogeneously. As a result, there is no detonation (clunking) and it allows the engine to work, in general, with a very lean fuel mixture and achieve extraordinary efficiency, while at the same time extremely reducing the emissions of harmful gas emissions.

In some cases, we can upgrade the heating 3.2.1 of the outer surface of the primary volume 1.1, which in diesel engines replaces the glow plug 3.2, since the heated inner surface of the primary volume acts as a glow plug 3.2 with an even larger surface.

The heating method can be inductive, electric. resisted or carried out in any other way in all known ways, which are not the subject of the proposed invention, as the state of the art is known.

Technical solution or the invention of the method of retaining the heat of the primary volume 1.1, which is carried out via the insert block 4.3, which can be a heat insulator, is an invention from this field.

The shape of the charging ring 1, and especially its ring 1.0, allows the fuel-air mixture to pass upwards towards the spark plug 3.1 during the compression phase or, in the case of diesel engines, towards the glow plug 3.2.

When passing through the ring 1.0, the mixture gains speed and loses pressure (in accordance with the gas equation), as a result of which large turbulences occur when passing through the ring 1.0, which contribute to the fact that the fuel injected from the fuel injectors 2 is additionally and extremely homogeneous mixes with air.

Uniform homogeneity of the fuel mixture is extremely important for controlled ignition and determination of the minimum amount of fuel to achieve a stoichiometric ratio that is optimal for safe ignition.

Claims (17)

PATENT CLAIMS 1. Filling ring for internal combustion engines characterized by the fact that it consists of the following elements; - of the upper primary part, which we call the primary volume (1.1), - of the lower secondary part, which we call the second volume (1.2), of the narrowing, parallelism or expansion between the said secondary and primary volume, which we call the ring (1.0), the said filling ring (1) can be divided in place of the ring (1.0) as follows , gives the primary volume (1.1) one part, and the secondary volume (1.2) the other part, and the two mentioned parts are structurally connected to each other, but the ring (1.0) can also be an independent element and structurally connected to both mentioned volumes; the inner surface of the filler ring (1) is smooth or has embedded spirals, or the surface is rough, a spark plug (3.1) can be screwed into the mentioned primary volume (1.1), and in diesel engines a glow plug (3.2), the mentioned filler ring ( 1) is part of the compression space (1.3) or engine head (4). 2. Filling ring for internal combustion engines according to claim 1, characterized in that the filling ring (1) is also a single lower part of the spark plug (3.1) or glow plugs (3.2), but its primary volume (1.1) can be heated inductively or in all possible ways, thereby replacing the glow plug (3.2). 3. Filling ring for internal combustion engines, according to claim 1, characterized in that the second volume (1.2) has a built-in guide vane (1.2.3) of different shapes. 4. Filling ring for internal combustion engines, according to claim 3, characterized in that it has the volume (1.2) of the built-in ring vane (1.2.4) of any shape in seconds. 5. Filling ring for internal combustion engines, according to claim 1, characterized in that it can be used in new engine designs or as a revision of existing engines. 6. Filling ring for internal combustion engines, according to claim 1, characterized in that the fuel injectors (2) for fuel injection are installed in the engine head (4) and indirectly in the filling ring (1) in various known ways, namely ; a- one fuel injector (2) in the ring (1.0) so that the injection channel is divided into primary injection channels for the primary volume (1.1.1), which is through the nozzles through which the fuel is injected into the primary volume (1.1.2), led into the primary volume (1.1) and in seconds the injection channel after seconds the volume (1.2.1), sticks, through the nozzles through which the fuel is injected in seconds the volume (1.2.2), led in seconds the volume (1.2) of the filling ring (1) , and the mentioned channels and nozzles can be of different surface cross-sections and shapes; b- the first fuel injector (2.0.1), through the injection channel for the primary volume (1.1.1) through the nozzles through which the fuel is injected into the primary volume (1.1.2), directly into the primary volume (1.1) and the second fuel injector (2.0.2), through the injection channel in seconds volume (1.2.1) through the nozzles through which the fuel is injected in seconds volume (1.2.2), directly in seconds volume (1.2); c- the first fuel injector (2.0.1), through the injection channel for the primary volume (1.1.1) through the nozzles through which the fuel is injected into the primary volume (1.1.2), directly into the primary volume (1.1) and the second fuel injector ( 2.0.2), through the injection channel in seconds volume (1.2.1) through the nozzles through which the fuel is injected in seconds volume (1.2.2), directly into the compression space (1.3); d- the first fuel injector (2.0.1), through the injection channel for the primary volume (1.1.1) through the nozzles through which the fuel is injected into the primary volume (1.1.2), directly into the primary volume (1.1) and the second fuel injector ( 2.0.2), through the injection channel in seconds volume (1.2.1) through nozzles through which the fuel is injected in seconds volume (1.2.2), directly in seconds volume (1.2) and in parallel also, through nozzles (1.3.1) , directly into the compression space (1.3). 7. A charging ring method for internal combustion engines, according to claim 6, characterized in that the primary injection channel for the primary volume (1.1.1) and the second injection channel for the second volume (1.2.1) supply the same amount of fuel. 8. The charging ring method for internal combustion engines, according to claim 6, characterized in that the injection channel for the primary volume (1.1.1) and the injection channel for the second volume (1.2.1) supply different amounts of fuel. 9. Filling ring for internal combustion engines, according to claims 1, 7 and 8, characterized in that the possible placement of the fuel injectors (2) relative to the filling ring (1) radially, tangentially, centrically in which the fuel sprays from the injector (2 ) distributes the ring (1.0), which is made in the shape of a cross-section of a heart or similar, and distributes the fuel in all possible ways. 10. The charging ring process for internal combustion engines, characterized in that the control of the fuel injectors (2) is carried out via electrical signals (2.2) or in a mechanical way, and fuel enters them via connections (2.1); when using the filling ring (1), fuel is supplied through the fuel injectors (2) through the injection channels for the primary volume (1.1.1) through the nozzles through which the fuel is injected into the primary volume (1.1.2), into the primary volume (1.1) and through injection channels in seconds volume (1.2.1), via nozzles through which the fuel is injected in seconds volume (1.2.2), in seconds volume (1.2) and optionally in parallel also via chambers (1.3.1) into the compression space (1.3) , or only into the compression space (1.3) and only into the ring (1.0) via one or more of the aforementioned injectors and one or more of the aforementioned injection channels and nozzles; fuel is fed into the primary volume (1.1) only to the extent that a rich mixture is reached, which is between the electrodes of the spark plug (3.1.1) and the electrodes of the mass part of the spark plug (3-1.2) of the spark plug (3.1), or due to the temperature of the heating candle (3.2), it ignites homogeneously, quickly and reliably, while the volume (1.2) or directly into the compression space (1.3), only enough fuel to achieve a lean or very lean mixture, which the spark plug (3.1) or the glow plug (3.2) would not be able to ignite independently. 11. The charging ring method for internal combustion engines, according to claim 10, characterized in that we inject the same or different amounts of fuel in one cycle in the primary volume (1.1) and the same or different amounts of fuel in one cycle in the second volume (1.2) or into the compression space (1.3). 12. Filling ring for internal combustion engines, according to claim 1, characterized in that the filling ring (1) is made centrically. 13. Filling ring for internal combustion engines, according to claim 1, characterized in that the filling ring (1) is made oval, heart-shaped, triangular, square or any known shape. 14. The charging ring method for internal combustion engines, according to claim 1, characterized in that the rich mixture of fuel and air, which the spark plug (3.1) or in diesel engines, the glow plug (3.2) ignites easily, burns and spreads in the direction towards the secondary volume (1.2) and further into the compression space (1.3) and, due to its relatively high combustion energy, easily and extremely homogeneously and quickly ignites the so-called lean mixture in the secondary volume (1.2) and the associated compression space (1.3). 15. Filling ring for internal combustion engines, according to claim 1, characterized in that the primary volume (1.1) is performed by heating (3.2.1) with an external source as a resistance heater, inductive or otherwise. 16. Filling ring for internal combustion engines, according to claim 15, characterized in that when heating (3.2.1) of the primary volume (1.1) is used in diesel engines, glow plugs (3.2) are not needed. 17. Filling ring for engines with internal combustion, according to claim 16, characterized in that the primary volume (1.1) performed by heating (3.2.1) is inserted into the engine head 4 via the insertion block 4.3, which represents a heat insulator.