US20010010211A1 - Operating method of an internal combustion engine and corresponding internal combustion engine - Google Patents
Operating method of an internal combustion engine and corresponding internal combustion engine Download PDFInfo
- Publication number
- US20010010211A1 US20010010211A1 US09/815,230 US81523001A US2001010211A1 US 20010010211 A1 US20010010211 A1 US 20010010211A1 US 81523001 A US81523001 A US 81523001A US 2001010211 A1 US2001010211 A1 US 2001010211A1
- Authority
- US
- United States
- Prior art keywords
- combustion
- chamber
- cylinder chamber
- piston
- fresh gas
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
- This application is a continuation of PCT Application No. PCT/DE99/02945, filed Sep. 16, 1999 and which named the United States as a designated country.
- This present invention involves a method of operation of an internal combustion engine. An internal combustion engine includes a piston that is moved by rapid combustion of a fuel/air mixture, wherein fresh gas is first drawn into a cylinder chamber and then compressed, vaporization of the fuel contained in or introduced into the enclosed fresh gas is carried out, then combustion thereof is commenced and with the pressure of the combustion gases generated thereby the piston is acted upon (power stroke), which after performance of the piston's power stroke expels the exhaust gases from the cylinder chamber.
- With known internal combustion engines the combustion chambers (e.g. of the Ricardo, Perkins, Hercules, Deutz, ACO etc. type) are arranged stationarily in the cylinder head, engine block and/or in the engine piston. In EP-A-1-0 074 174 is disclosed a theoretical proposal which provides a rotating preliminary combustion chamber in which a portion of a rich mixture is to be burnt, which is then intended to serve as an igniter of a leaner mixture in the ordinary combustion chamber.
- A common feature of all embodiments is the design-related and process-related brief time for vaporization of the fuel and for combustion thereof. It is also a drawback that combustion cannot be carried out under a volume which is kept constant, but takes place in a stroke volume between approx. −15° before to +35° after top dead center. This results in incomplete fuel combustion and noxious exhaust gases. In the case of fuels, which require more time for their mixture preparation (diesel), or for their combustion (alcohol), there is in addition a restriction on the maximum possible speed. The available combustion time is within an order of magnitude of about 0.001 s. Forced compromises such as, e.g., an increase in the excess air or tolerance of incomplete combustion lead to a drop in efficiency as well as an increase in emission of pollutants. With the known methods of operation a decrease in the excess air would lead to incomplete combustion, to further energy losses as well as to increased discharge of pollutants. Increasing the theoretical efficiency by lowering the exhaust temperature is possible only with increased expenditure on apparatus.
- To lengthen the mixture preparation and combustion time, the fuel is already mixed with air in the carburetor or, in the case of indirect fuel injection, in the inlet port, with the result however that the problems can be reduced only to a limited extent.
- The present invention is directed to overcoming one or more of the problems set forth above.
- It is an aspect of the present invention for an internal combustion engine with at least one piston that is driven by a crankshaft and guided in a cylinder whose cylinder chamber located above the piston can be alternately connected by a valve control system to an inlet pipe for fresh gas and to an exhaust pipe for the exhaust gases and is connected to a combustion chamber in which vaporization of the fuel contained in or introduced into the compressed fresh gas and then combustion thereof are effected.
- Another aspect of the invention to improve the method of operation described hereinbefore particularly with respect to its efficiency and to develop a suitable internal combustion engine for carrying out this method of operation.
- Starting from the method described hereinbefore, this aspect is achieved according to the invention by the fact that in a compression stroke the fresh gas which is compressed in the process is forced into a first combustion chamber in which, after it is closed off from the cylinder chamber, the vaporization is carried out and the combustion is commenced, while at the same time a second combustion chamber previously closed on all sides is opened to the cylinder chamber and the piston for carrying out a power stroke is subjected to combustion gases expanding from this second combustion chamber and previously generated in the same way, so that at each compression stroke alternately one of the two combustion chambers is filled and for each subsequent power stroke the piston is displaced from the other of the two combustion chambers.
- In this case it is appropriate if both combustion chambers are kept closed during the induction stroke, the vaporization taking place in one combustion chamber while exhaust residues are located in the other combustion chamber, that during the compression stroke only the second combustion chamber is open to the cylinder chamber and in the first combustion chamber the combustion is commenced, that after top dead center, the second combustion chamber is closed off from the cylinder chamber, while the first combustion chamber is open, that in the power stroke during at least the majority of the stroke the first combustion chamber remains open, while in the second combustion chamber the vaporization is commenced, and that shortly before or shortly after bottom dead center for commencement of the exhaust stroke the first combustion chamber is closed and during the exhaust stroke remains closed, while in the second combustion chamber the vaporization is continued during the exhaust stroke.
- Starting from the internal combustion engine described hereinbefore, the above-mentioned aspect is achieved according to the invention by the fact that the combustion chamber is formed by two separate combustion chambers of preferably and substantially equal size, which each have an inlet and/or outlet opening, which can be connected to the cylinder chamber by appropriate control means in adaptation to the strokes of the associated piston alternately one after the other for receiving the compressed fresh gas or for expanding the combustion gases.
- According to the invention the whole of the mixture preparation and the combustion process are separated in time and space from the previously known four-stroke or two-stroke process. In parallel with these known stroke processes runs, according to the invention, a fifth or third “combustion stroke”. By this means sufficient time is gained for mixture preparation and the combustion process and hence better energy exploitation and a reduction in pollutant discharge are obtained. Optimization of the process is effected by an optimum choice of the position and moment for fuel injection and the ignition, by the use of any desired, if necessary slow-burning fuels and fuel mixtures (e.g. naphtha with water), by the combustion of combustion moderators or catalysts (e.g. water, nickel charge for mixture of naphtha with water, ceramic charges for flameless combustion, etc.), by optimization of the degree of compression, or by additional water injection in order to be able to lower the exhaust temperatures without considerable pressure loss.
- In an appropriate embodiment the two combustion chambers can be arranged in a drivable body of revolution which is mounted rotatably in the cylinder head and which is preferably a rotary slide arranged with axis parallel to the crankshaft and sealingly encompassed by a stationary rotary slide housing which comprises a connecting opening to the cylinder chamber.
- Further it is appropriate if the two combustion chambers are located on two parallel chords arranged in inverse symmetry to the axis of rotation of the circular rotary slide and each comprise mutually opposed inlet and/or outlet openings which on rotation of the rotary slide are temporarily brought into register with the connecting opening of the rotary slide housing.
- A modified embodiment is according to the invention characterized in that the rotary slide comprises, axially offset from the two combustion chambers, two through-channels which in a given rotational position of the rotary slide connect an inlet and/or exhaust opening provided in the rotary slide housing opposite the cylinder chamber, to the inlet and/or exhaust pipe.
- In this case it is advantageous if the two through-channels are located on two parallel chords arranged in inverse symmetry to the axis of rotation of the rotary slide, which are offset by ninety (90) circumferential degrees from the combustion chambers also located on chords.
- In this modified embodiment conventional valves as well as the camshaft controlling them can be dispensed with, with the result that the manufacturing costs can be reduced. This embodiment is moreover less susceptible to breakdown and allows higher speeds of rotation. Here it is basically possible to build an internal combustion engine without a separate cylinder head. Instead, the cylinder head can be integrated in the engine body.
- In a further modified embodiment, according to the invention it can be provided that the rotary slide is axially displaceable in order to connect the combustion chambers alternately to the cylinder chamber of an adjacent cylinder.
- Further aspects of the invention are the subject of the subsidiary claims and are described in more detail in conjunction with further advantages of the invention with the aid of practical examples. The above-described aspects are merely illustrative and should not be deemed all-inclusive.
- The method of operation according to the invention allows the construction of engines that are smaller, less complicated and therefore cheaper, with the same performance. Since according to the invention isochoric combustion is possible, the pressure drop that was normal hitherto is avoided during combustion in the power stroke; but at the same time pollutant emission is considerably reduced.
- Reference is not made more particularly to the drawings, which illustrate the best presently known mode of carrying out the invention and wherein similar reference characters indicate the same parts throughout the views.
- FIG. 1 is a vertical section through a cylinder and the associated cylinder head with a piston in its top dead center position;
- FIG. 1a is the view according to FIG. 1 in the induction stroke of the first cycle;
- FIG. 1b is the view according to FIG. 1a in the compression stroke of the first cycle;
- FIG. 1c is the view according to FIG. 1b in the power stroke of the first cycle;
- FIG. 1d is the view according to FIG. 1c in the exhaust stroke of the first cycle;
- FIG. 2 is a modified embodiment in an axial section turned through 90° from FIG. 1, with a rotary slide valve control system arranged axially adjacent to the combustion chambers;
- FIG. 3 is a vertical section through the valve control system along line A in FIG. 2;
- FIG. 3a is the view according to FIG. 3 in the induction stroke of the first cycle;
- FIG. 3b is the view according to FIG. 3a in the compression stroke of the first cycle;
- FIG. 3c is the view according to FIG. 3b in the power stroke of the first cycle;
- FIG. 3d is the view according to FIG. 3c in the exhaust stroke of the first cycle;
- FIG. 4 is a vertical section through the combustion chambers along line B in FIG. 2;
- FIG. 4a is the view according to FIG. 4 in the induction stroke of the first cycle;
- FIG. 4b is the view according to FIG. 4a in the compression stroke of the first cycle;
- FIG. 4c is the view according to FIG. 4b in the power stroke of the first cycle; and
- FIG. 4d is the view according to FIG. 4c in the exhaust stroke of the first cycle.
- FIG. 1 shows a
cylinder 1 of a four-stroke engine with apiston 3 driven by acrankshaft 2 with acylinder head 4 located on top. Thecylinder head 4 includes aninlet pipe 5 with aninlet valve 7 controlled by acamshaft 6 and anexhaust pipe 8 shown in broken lines with an exhaust valve also controlled by thecamshaft 6 but not shown in more detail in the drawings. - The
cylinder head 4 is rotatably mounted with an axis parallel to thecrankshaft 2, arotary slide 9 which is preferably driven by thecrankshaft 2 via a reduction gear in such a way that therotary slide 9 rotates at one-quarter of the speed of thecrankshaft 2. Therotary slide 9 is sealingly encompassed by a stationaryrotary slide housing 10, which in the embodiment shown forms part of thecylinder head 4 and comprises a connecting opening 11 to the cylinder chamber 12 (see FIG. 1a). - The
rotary slide 9 includes twoseparate combustion chambers rotation 9 a of the circularrotary slide 9 and each comprise mutually opposed inlet and/oroutlet openings rotary slide 9 and which on rotation of therotary slide 9 are temporarily brought into register with the connecting opening 11 of therotary slide housing 10. - FIG. 1 further reveals that a
fuel injection nozzle 19 arranged in thecylinder head 4 or in therotary slide housing 10 as well as aspark plug 20 that extends into the peripheral path of the inlet and/oroutlet openings - FIG. 1a shows the system in the induction stroke of the first cycle. The
piston 3 is, as shown by the arrow drawn in, in its downward movement; theinlet valve 7 is open; fresh gas is drawn into thecylinder chamber 12. Bothcombustion chambers combustion chamber 13 being filled with an exhaust residue, while in thecombustion chamber 14 vaporization of the enclosed fuel takes place. - FIG. 1b shows the system in the compression stroke of the first cycle. The
inlet valve 7 is closed; thepiston 3 moves upwards and compresses the fresh gas previously drawn in, in thecylinder chamber 12; thecombustion chamber 13 is connected by itsinlet opening 15 to the connecting opening 11 and hence to thecylinder chamber 12, so that thepiston 3 forces the compressed fresh gas into thecombustion chamber 13. Theinjection nozzle 19 injects fuel via the inlet opening 18 into thecombustion chamber 14 which with its other inlet opening 17 has just been moved past thespark plug 20, by the ignition of which combustion is commenced in thecombustion chamber 14. - FIG. 1c shows the system in the power stroke of the first cycle. By further rotation of the
rotary slide 9, thecombustion chamber 13 is now connected by itsinlet opening 18 to thefuel injection nozzle 19 which injects the fuel into thecombustion chamber 13 filled with the compressed fresh gas. Thecombustion chamber 14 is connected by itsoutlet opening 17 and the connecting opening 11 to thecylinder chamber 12, so that the combustion gases under high pressure in thecombustion chamber 14 expand into thecylinder chamber 12 and here act on thepiston 3. - FIG. 1d shows the system in the exhaust stroke. The
exhaust valve 21 is open; thepiston 3 moves upwards and pushes the exhaust gas into theexhaust pipe 8. Bothcombustion chambers combustion chamber 13 vaporization of the fuel takes place, while thecombustion chamber 14 contains only exhaust residues. - FIGS.2 to 4 show a modified embodiment in which the
rotary slide 9 comprises, axially offset from the twocombustion chambers channels rotation 9 a of therotary slide 9, which are offset by 90 circumferential degrees from the chords of thecombustion chambers channels rotary slide 9 connect an inlet and/orexhaust opening 24 provided in therotary slide housing 10 opposite thecylinder chamber 12, to theinlet pipe 5 and/orexhaust pipe 8. - FIGS. 3a to 3 d show, analogously to FIGS. 1a to 1 d, a respective position of the through-
channels combustion chambers
Claims (19)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19843567A DE19843567C2 (en) | 1998-09-23 | 1998-09-23 | Working method of an internal combustion engine and internal combustion engine |
DE19843567.3 | 1998-09-23 | ||
PCT/DE1999/002945 WO2000017502A1 (en) | 1998-09-23 | 1999-09-16 | Operating method of an internal combustion engine and corresponding internal combustion engine |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE1999/002945 Continuation WO2000017502A1 (en) | 1998-09-23 | 1999-09-16 | Operating method of an internal combustion engine and corresponding internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
US20010010211A1 true US20010010211A1 (en) | 2001-08-02 |
US6318335B2 US6318335B2 (en) | 2001-11-20 |
Family
ID=7881930
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US09/815,230 Expired - Fee Related US6318335B2 (en) | 1998-09-23 | 2001-03-22 | Operating method of an internal combustion engine and corresponding internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US6318335B2 (en) |
JP (1) | JP4246395B2 (en) |
AU (1) | AU1150000A (en) |
DE (1) | DE19843567C2 (en) |
WO (1) | WO2000017502A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11293337B1 (en) * | 2021-04-16 | 2022-04-05 | Ford Global Technologies, Llc | Systems and methods for adjustable pre-chamber |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6880501B2 (en) * | 2001-07-30 | 2005-04-19 | Massachusetts Institute Of Technology | Internal combustion engine |
US6789514B2 (en) | 2001-07-30 | 2004-09-14 | Massachusetts Institute Of Technology | Internal combustion engine |
DE10249003B4 (en) * | 2002-10-21 | 2006-09-07 | Sassin, Wolfgang, Dr. | Method and device for signaling a temporally and spatially varying danger potential for an operator operating a technical device or a machine |
DE102004046951A1 (en) * | 2004-09-28 | 2006-04-13 | Volkswagen Ag | Method for improving the efficiency of direct fuel injection IC engine by a two stage burn with a rich mixture followed by a lean mixture |
DE102009049755A1 (en) * | 2009-10-17 | 2011-04-21 | Bayerische Motoren Werke Aktiengesellschaft | Lifting cylinder internal-combustion engine operating method, involves expanding partially combusted charge under volume increase of chamber and delivery of piston, and discharging combusted fresh charge from chamber |
US8584648B2 (en) | 2010-11-23 | 2013-11-19 | Woodward, Inc. | Controlled spark ignited flame kernel flow |
US9172217B2 (en) | 2010-11-23 | 2015-10-27 | Woodward, Inc. | Pre-chamber spark plug with tubular electrode and method of manufacturing same |
US9476347B2 (en) | 2010-11-23 | 2016-10-25 | Woodward, Inc. | Controlled spark ignited flame kernel flow in fuel-fed prechambers |
DE102011075299A1 (en) | 2011-05-05 | 2012-11-08 | Robert Bosch Gmbh | Method for providing driving information to driver through driver assistance system of vehicle, involves generating information signal in control module of driver assistance system |
US9856848B2 (en) | 2013-01-08 | 2018-01-02 | Woodward, Inc. | Quiescent chamber hot gas igniter |
US9765682B2 (en) | 2013-06-10 | 2017-09-19 | Woodward, Inc. | Multi-chamber igniter |
US9653886B2 (en) | 2015-03-20 | 2017-05-16 | Woodward, Inc. | Cap shielded ignition system |
US9890689B2 (en) | 2015-10-29 | 2018-02-13 | Woodward, Inc. | Gaseous fuel combustion |
Family Cites Families (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2394767A (en) * | 1944-08-22 | 1946-02-12 | Clifford Heald E | Rotary valve |
GB1228156A (en) * | 1967-04-13 | 1971-04-15 | ||
US3730161A (en) * | 1970-05-29 | 1973-05-01 | Bishop H | Rotary valve |
DE2321060A1 (en) * | 1973-04-26 | 1974-11-14 | Volkswagenwerk Ag | PISTON COMBUSTION MACHINE WITH CONTINUOUS INTERNAL COMBUSTION |
AU8732582A (en) * | 1981-08-01 | 1983-02-22 | Kinnersly, R.F. | Improvements relating to internal combustion engines and rotary valve members therefor |
US5000136A (en) * | 1984-11-15 | 1991-03-19 | Hansen Craig N | Internal combustion engine with rotary valve assembly |
CA1292702C (en) * | 1989-06-23 | 1991-12-03 | George Ristin | Rotary valve with facility for stratified combustion in the internal combustionengine |
US5115775A (en) * | 1991-03-21 | 1992-05-26 | Titan Marine Engines, Inc. | Internal combustion engine with multiple combustion chambers |
US5237964A (en) * | 1992-11-30 | 1993-08-24 | Constantin Tomoiu | Internal combustion engine with a new sequence of operation and combustion |
-
1998
- 1998-09-23 DE DE19843567A patent/DE19843567C2/en not_active Expired - Fee Related
-
1999
- 1999-09-16 AU AU11500/00A patent/AU1150000A/en not_active Abandoned
- 1999-09-16 WO PCT/DE1999/002945 patent/WO2000017502A1/en active Application Filing
- 1999-09-16 JP JP2000571125A patent/JP4246395B2/en not_active Expired - Fee Related
-
2001
- 2001-03-22 US US09/815,230 patent/US6318335B2/en not_active Expired - Fee Related
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11293337B1 (en) * | 2021-04-16 | 2022-04-05 | Ford Global Technologies, Llc | Systems and methods for adjustable pre-chamber |
Also Published As
Publication number | Publication date |
---|---|
JP4246395B2 (en) | 2009-04-02 |
US6318335B2 (en) | 2001-11-20 |
DE19843567A1 (en) | 2000-03-30 |
WO2000017502A1 (en) | 2000-03-30 |
AU1150000A (en) | 2000-04-10 |
DE19843567C2 (en) | 2001-02-22 |
JP2002525483A (en) | 2002-08-13 |
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