WO1988004359A1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
WO1988004359A1
WO1988004359A1 PCT/EP1986/000727 EP8600727W WO8804359A1 WO 1988004359 A1 WO1988004359 A1 WO 1988004359A1 EP 8600727 W EP8600727 W EP 8600727W WO 8804359 A1 WO8804359 A1 WO 8804359A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure chamber
fuel
cylinder
internal combustion
combustion
Prior art date
Application number
PCT/EP1986/000727
Other languages
German (de)
English (en)
Inventor
Clemens Kiefer
Original Assignee
WEBER, Hans-Jürgen
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by WEBER, Hans-Jürgen filed Critical WEBER, Hans-Jürgen
Priority to EP19870900114 priority Critical patent/EP0294369A1/fr
Priority to PCT/EP1986/000727 priority patent/WO1988004359A1/fr
Publication of WO1988004359A1 publication Critical patent/WO1988004359A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F7/00—Casings, e.g. crankcases or frames
    • F02F7/0085—Materials for constructing engines or their parts
    • F02F7/0087—Ceramic materials
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound cylinders

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • the object of the present invention is to create an internal combustion engine which, on the one hand, causes no or at least substantially reduced impact load and, on the other hand, the operation of which brings with it significantly smaller temperature jumps than the known engines.
  • an internal combustion engine having the features set out in patent claim 1, in which the functional features of a compressor, a steam engine and an internal combustion engine are combined with one another in an ideal manner, with the use of any liquid as a further essential advantage and gaseous fuel is possible, ie the machine can also be operated in pure gas mode with hydrogen, the likely energy source of the future. It also enables energy storage, so that, for example, when used as a drive for motor vehicles by recovering braking energy, a high acceleration capacity, easy starting and a considerable reduction in the size of the transmission is possible.
  • Fig. 1 shows the schematic representation of the function of a
  • FIG. 2 shows a schematic sectional illustration through a swash plate arrangement according to the invention
  • the internal combustion engine shown in the drawing consists of a combustion cylinder 3 formed in an engine block 14, into which the fuel and the combustion air are introduced under pressure.
  • De combustion cylinder 3 are a pressure chamber 8 the combustion air and a pressure chamber 10 for the fuel upstream, which completely or partially enclose the combustion cylinder 3 or otherwise i direct heat exchange with the combustion cylinder 3, so that the heat generated by the combustion directly under preheating and if necessary - when using liquid fuel - evaporation of the fuel or the air is recovered.
  • the pressure chamber 10 projects for the fuel with its essential part into the pressure chamber for the expansion air 8 and is thus enclosed by this, so that for safety reasons only indirect heat exchange takes place.
  • the outlet valve 6 of the combustion cylinder 3 is expediently controlled in dependence on the piston stroke in such a way that the valve closes prematurely before the top dead center position of the piston is reached, so that the same occurs when the top dead center position is reached Pressure as in the pressure chambers 8, 10- ' for the combustion air.
  • the power regulation or Energy storage is expediently carried out by changing the valve opening times or the passage cross sections in such a way that more gas mass is conveyed by compression into one - or more - pressure chamber (s) than it (s) releases for combustion and expansion.
  • the pressure chambers 7, 8, 9, 10 can, for the purpose of exhaust gas energy recovery, be connected to a water reservoir (not shown), from which, if necessary, water flows into one or more of the pressure chambers 7, 8, 9,
  • the engine block can be provided with pressure channels or pressure lines for guiding cooling water, cooling or return air or fuel, so that the steam formed.
  • the preheated gas is mixed with the gas flowing into the engine cylinder 3, 4 and thus the stored heat can be recovered.
  • a swash plate drive with a substantially frustoconical, on its outer Ran connecting rod 12 swash plate 13 is provided, which is mounted on the engine block 1 by means of a wide end centrally fastened universal joint 15 and on the narrow side with one in one Centered bore 19 is provided inclined crank pin 18 which is fixed in a shaft 17 firmly connected to the shaft 16.
  • the combustion of the first stage takes place in the (small) engine cylinder 3, into which the fuel and the air meter via valves from the pressure chambers 8 and 10, i.e. only flow in when the cylinder pressure is lower than the pressure in the pressure chambers 8 and 10. Larger pressure peaks therefore do not occur, also because the working space is connected to the 15 l pressure chamber 8 during the main combustion, so that the pressure can equalize. This avoids a shock load dangerous for ceramics. Due to the two-stage compression and expansion, the temperature jumps in the cylinders are significantly smaller compared to those of the diesel engine, which also favors the use of ceramic as a material.
  • the combustion gas is pushed into the pressure chamber 9, the combustion gases being pushed out before the top dead center (0T) is reached by closing the valve 6, so that the residual gas remaining in the working area in turn is compressed to approximately the pressure prevailing in the pressure chambers 8 and 10.
  • the pressure chamber 9 acts like an afterburning system, which makes the internal combustion engine environmentally friendly.
  • the combustion gases enter the engine cylinder 4 from the pressure chamber 9, the inflow quantity also being regulated via a valve 5.
  • the gas in the engine cylinder 4 expands (second stage expansion).
  • the pushing outwards is also ended here before the 0T is reached. As a result, the remaining gas is compressed up to the pressure of the pressure vessel 9 in 0T.
  • Exhaust gas energy recovery is also possible via steam generation, bypassing the exhaust gas turbocharger (ATL) which is unfavorable for the acceleration case.
  • Water is pumped into the pressure chamber 8 through or around which the exhaust gas flows, so that there is always a small amount of water in it.
  • the steam which forms is mixed with the gas for combustion before it enters the engine cylinder 3 in the pressure vessel 8.
  • the steam expands in the engine cylinder 3 doing work. It can be warmed up prior to expansion by being led past hot engine components to be cooled. With this engine cooling there are no energy losses.
  • the steam generation and admixture to the working gas enables more effective exhaust gas utilization than an ATL.
  • a ceramic internal combustion engine is shown in an exemplary embodiment for power transmission, a swash plate drive.
  • Swashplate drives have spatial advantages due to the axial cylinder arrangement, they allow full mass balancing and have small connecting rod deflection angles. The lack of impact loading means that the conrod bearings, which are common in conventional internal combustion engines, no longer occur. With the swash plate drive shown in FIG. 2, the generally existing difficulties of mounting such a drive can be overcome.
  • a frustoconical swash plate 13 is by means of a motor block

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ceramic Engineering (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Le moteur décrit comporte au moins un cylindre de combustion (11) formé dans un bloc-moteur (14). En amont du cylindre de combustion (3) sont agencées respectivement une chambre de compression (8, 10) pour l'air de combustion et une pour le carburant, lesquelles entourent totalement ou partiellement ledit cylindre (3). La chambre de compression (10) destinée au carburant est partiellement entourée par la chambre de compression (8) destinée à l'air de combustion, deux cylindres de compression (1, 2) étant agencés, en amont de la chambre de compression (8), en série avec une chambr de compression (7) intercalée. La soupape d'échappement (6) du cylindre de combustion (3) est réglée en fonction de la course du piston, de sorte qu'elle se ferme avant que le point mort haut du piston soit atteint. Pour la transmission de puissance, il est prévu un entraînement à plateau oscillant comportant un plateau oscillant sensiblement tronconique portant sur son bord extérieur des bielles (12), lequel plateau est monté sur le bloc moteur (14) au moyen d'un joint de cardan fixé au centre sur l'extrémité large, et est pourvu, du côté étroit, d'un maneton incliné de vilebrequin, maintenu dans un alésage centré, et fixé dans un volant d'inertie solidaire de l'arbre.
PCT/EP1986/000727 1986-12-08 1986-12-08 Moteur a combustion interne WO1988004359A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP19870900114 EP0294369A1 (fr) 1986-12-08 1986-12-08 Moteur a combustion interne
PCT/EP1986/000727 WO1988004359A1 (fr) 1986-12-08 1986-12-08 Moteur a combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP1986/000727 WO1988004359A1 (fr) 1986-12-08 1986-12-08 Moteur a combustion interne

Publications (1)

Publication Number Publication Date
WO1988004359A1 true WO1988004359A1 (fr) 1988-06-16

Family

ID=8165165

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1986/000727 WO1988004359A1 (fr) 1986-12-08 1986-12-08 Moteur a combustion interne

Country Status (2)

Country Link
EP (1) EP0294369A1 (fr)
WO (1) WO1988004359A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007058995A1 (de) 2007-12-04 2009-06-10 Technische Universität Ilmenau Axialkolbenmotor

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3789807A (en) * 1972-06-19 1974-02-05 J Pinkerton Dual combustion process for an internal combustion engine
DE2703316A1 (de) * 1977-01-27 1978-08-03 Ewald Dipl Ing Renner Verbrennungs-motor und -verfahren
GB2104593A (en) * 1981-07-03 1983-03-09 Elemer Voros Two stroke internal combustion engine
DE3518031A1 (de) * 1985-05-20 1986-12-11 Schließmann, Kurt, 6050 Offenbach Brennkraftmaschine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3789807A (en) * 1972-06-19 1974-02-05 J Pinkerton Dual combustion process for an internal combustion engine
DE2703316A1 (de) * 1977-01-27 1978-08-03 Ewald Dipl Ing Renner Verbrennungs-motor und -verfahren
GB2104593A (en) * 1981-07-03 1983-03-09 Elemer Voros Two stroke internal combustion engine
DE3518031A1 (de) * 1985-05-20 1986-12-11 Schließmann, Kurt, 6050 Offenbach Brennkraftmaschine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007058995A1 (de) 2007-12-04 2009-06-10 Technische Universität Ilmenau Axialkolbenmotor

Also Published As

Publication number Publication date
EP0294369A1 (fr) 1988-12-14

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