WO1995032360A1 - Sechs-takt-verbrennungsmotor mit variablem brennraum - Google Patents
Sechs-takt-verbrennungsmotor mit variablem brennraum Download PDFInfo
- Publication number
- WO1995032360A1 WO1995032360A1 PCT/EP1994/001628 EP9401628W WO9532360A1 WO 1995032360 A1 WO1995032360 A1 WO 1995032360A1 EP 9401628 W EP9401628 W EP 9401628W WO 9532360 A1 WO9532360 A1 WO 9532360A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- liquid
- combustion chamber
- cycle
- exhaust gases
- injected
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
- F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/36—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle
- F01L1/38—Valve-gear or valve arrangements, e.g. lift-valve gear peculiar to machines or engines of specific type other than four-stroke cycle for engines with other than four-stroke cycle, e.g. with two-stroke cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
- F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
- F01L3/205—Reed valves
-
- 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
- F02B41/04—Engines with prolonged expansion in main cylinders
-
- 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
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
-
- 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
- F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2800/00—Methods of operation using a variable valve timing mechanism
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
- F02M53/02—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means with fuel-heating means, e.g. for vaporising
-
- 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
Definitions
- the invention relates to a method for using waste heat from an internal combustion engine with additional mechanical power.
- the object of the present invention to provide a method in which at least part of the energy lost via the exhaust gases and the engine block is converted into additional mechanical work.
- the inventive idea of a method for utilizing the waste heat of an internal combustion engine is that at least some of the exhaust gases in a first
- the working cycle consists of six cycles.
- the first three cycles namely intake cycle 1, compression cycle 2 and operating cycle 3, run like this in a normal four-cycle engine.
- a first method according to the invention has the further feature that the exhaust gases are compressed a second time after the first working cycle 3 before being expelled and the liquid to be evaporated is injected at about the time of the highest compression.
- the exhaust gases from the first work cycle 3 remain completely in the cylinder space during the following cycle 4. There they are compressed again by the piston.
- the pressure and temperature of the exhaust gases rise to very high values. This results in a very large temperature gradient to the injected liquid, so that it is heated to its boiling temperature very quickly and evaporates suddenly. This rapid evaporation is particularly desirable in order to do so
- the piston has moved as little as possible from the position of the highest compression. Since the energy transferred to the crankshaft is proportional to the product of the pressure force and the stroke of the piston under the influence of this pressure force, the increased pressure can then best be used in the second work cycle 5.
- the mixture of exhaust gases and liquid vapor is expelled in the cycle 6 following the second cycle 5.
- This exhaust stroke 6 is essentially identical to the emission of a four-stroke engine.
- the exhaust gases are at a lower temperature.
- Part of the injected liquid can also be recovered by condensation by means of a suitable device through which the expelled gases pass. This avoids excessive fluid consumption.
- the heat of condensation can also be used for preheating the liquid to be injected.
- the liquid should be at high pressure via a separate injection pump and the shortest possible connection line to a multi-hole nozzle. This ensures that the liquid in finely atomized aerosols can be injected directly into the combustion chamber.
- the piston In the piston there is a trough-shaped depression, which could be filled with a fine knitted copper wire. Since copper has a very high thermal conductivity, a faster heat transfer from the stored heat from the first working cycle 3 is achieved and evaporation takes place in a few milliseconds. Likewise, in the case of direct injection through the evaporation of the liquid, the residual heat from the first work cycle 3, which is present in the cylinder head, piston and engine block, is immediately taken over.
- a liquid with high thermal conductivity is injected. This measure ensures that both the liquid and its vapor can absorb a lot of heat in a short period of time.
- the injected liquid heats up to its boiling point in a short period of time.
- the liquid vapor can also continuously absorb a large amount of the amount of heat stored in the engine block while it remains in the cylinder space.
- a liquid with a low boiling temperature is injected.
- the evaporation process can thus start immediately after the injection. If necessary, the liquid can be heated to just below the elevated boiling point during injection before injection.
- an injection nozzle for fine atomizing injection of the liquid is additionally arranged on the cylinder head in a reciprocating piston engine for carrying out the method according to the invention.
- Commercial injection nozzles for fuel can be used for this.
- special care must be taken to ensure that the liquid is atomized as finely as possible during injection.
- the finer the liquid is atomized the larger the surface of a liquid droplet in relation to its volume. This fact is important for a fast evaporation process.
- Fig.l dei- functional sequence of the 6-stroke engine In Fig.l the six cycles of the inventive method according to claims 1 to 3 are outlined.
- the cylinder 1 of a reciprocating piston engine is shown in a highly simplified form. In the cylinder head 2, this has an inlet valve 3, an outlet valve 4 and an injection nozzle 5 for fuel and an injection nozzle 6 for the liquid. Furthermore, the piston 7, the connecting rod 8 and their eccentric bearing 9 on the crankshaft are shown.
- the piston 7 is drawn in the position at the beginning of the respective cycle.
- the first three cycles of the cycle comprising a total of six cycles, namely the intake cycle 2, the compression cycle 2 and the first operating cycle 3 are identical to the first three cycles of the conventional four-cycle engine.
- the inlet valve 3 is opened so that the piston 7 moving downward sucks fresh air into the cylinder space 10.
- the inlet valve 3 is closed.
- the fresh air heated due to the pressure increase becomes the predetermined amount of fuel 14 injected. Due to the high temperatures in the combustion chamber 10, the injected fuel 14 ignites and burns. The energy released increases the pressure in the combustion chamber and generates an increased pressure force on the surface 15 of the piston 7.
- This force has an accelerating effect on the crankshaft via the connecting rod 8.
- the combustion energy does mechanical work.
- a very significant part of the combustion energy in the form of heat and pressure remains stored in the burned gases and on the walls.
- the burned gases are not expelled after the first work cycle 3. They remain in the cylinder chamber 12 and are compressed again by the piston 7, with work being removed from the crankshaft for this purpose.
- This compression stroke 4 is essentially identical to the compression stroke 2, with the difference that the gases already have a high pressure and a high temperature " at the beginning of the compression stroke 4.
- the piston 7 has reached the top dead center 17 , liquid 18 is injected into the combustion chamber 10 from a specially provided injection nozzle 6. The liquid is passed through the hot gases and especially heated by the hot surfaces 15 and 2 of the combustion chamber 10, and by the Kupferdrahtge ⁇ knit within the piston 7 and evaporated suddenly.
- Hc is the height of the combustion chamber, which was designated as No. 10 in Fig.l.
- FIGS. 4 to 7 there are several possibilities, which are shown in FIGS. 4 to 7 and are within the scope of the present invention.
- a spring connecting rod is shown in FIG. 4, which has the task of deflecting at excessively high pressures and thus reducing the compression. This also reduces the pressure and temperature in cycle 4.
- the energy stored in the plate springs 4 is converted into mechanical energy again in the second half of the working cycle 5 and presses on the crankshaft with the lower connecting rod 1.
- a dowel pin 5 gives the disc springs 4 a calculated preload and prevents the piston from rotating.
- Fig. 5 shows another possibility of shortening the connecting rod 8 in cycles 4 + 5.
- the jelly connecting rod 8 is moved out of the central axis with an eccentric 1 and a lever 2 and changes the pivot point from B to Bl.
- the connecting rod 8 is shortened from A to AI and the combustion chamber 10 is enlarged.
- the same change as that described under FIG. 4 is thus achieved with this inventive method.
- Fig. 6 represents another variant to increase the height Hc of the combustion chamber 10 in the cycle 4 + 5.
- the bearings 1 of the crankshaft 2 are lowered in time 4 + 5 by an eccentric shaft 3 by the height Hc2.
- the combustion chamber 10 is thus enlarged and the same effect is achieved as is shown in FIG. After the second working cycle 5, the bearings 1 of the crankshaft 2 are moved upwards in cycle 6 with the eccentric shaft 3.
- FIG. 7 shows a reciprocating piston 1 which works with a prestressed compression spring 2 in a cylinder 3.
- the pressure in the combustion chamber 10 rises very strongly and presses the reciprocating piston upward against the spring pressure.
- the combustion chamber is thus enlarged and the compression E is reduced accordingly.
- the spring force and the piston travel are adapted to the increasing pressure and thus prevent the pressure and temperature from rising too high in the second work cycle 5.
- the reciprocating piston 1 then acts as a safety overflow valve and allows the gas to escape into the exhaust port 5 of the cylinder head 6.
- FIG. 7a shows a switch which enables both the fresh gas 10 and the exhaust gas to be sucked in or expelled via a valve 15. This enables the reciprocating piston to be installed in the opening of an existing valve, thereby converting standard diesel or petrol engines into 6-stroke engines without major changes.
- the flutter valve 12 is fastened to the holder 14 with a pretension and moves when the Fresh gas 10 with valve 15 open from point A to AI. After the suction process is complete and the valve 15 is closed again, the flutter valve 12 moves back to the starting point A due to the pretension.
- the valve 15 opens and the cooled exhaust gases 11 flow through the flap valve 13 into the exhaust port. The flap valve 13 prevents the exhaust gases 11 from being sucked in again during the subsequent intake stroke 1 and when the valve 15 is open.
- Another possibility to enlarge the combustion chamber is to limit the lifting piston at heights 9-10 not by spring force, but with a hydraulic line which is connected to a piston pump.
- the piston pump is actuated by a camshaft with the ratio 1: 3.
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP94918344A EP0775256A1 (de) | 1994-05-19 | 1994-05-19 | Sechs-takt-verbrennungsmotor mit variablem brennraum |
PCT/EP1994/001628 WO1995032360A1 (de) | 1994-05-19 | 1994-05-19 | Sechs-takt-verbrennungsmotor mit variablem brennraum |
DE4480924T DE4480924D2 (de) | 1994-05-19 | 1994-05-19 | Sechs-Takt-Verbrennungsmotor mit variablem Brennraum |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/EP1994/001628 WO1995032360A1 (de) | 1994-05-19 | 1994-05-19 | Sechs-takt-verbrennungsmotor mit variablem brennraum |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1995032360A1 true WO1995032360A1 (de) | 1995-11-30 |
Family
ID=8165858
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP1994/001628 WO1995032360A1 (de) | 1994-05-19 | 1994-05-19 | Sechs-takt-verbrennungsmotor mit variablem brennraum |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP0775256A1 (de) |
DE (1) | DE4480924D2 (de) |
WO (1) | WO1995032360A1 (de) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0875671A1 (de) * | 1997-04-30 | 1998-11-04 | von Görtz & Finger Techn. Entwicklungs Ges.m.b.H. | Neues Spülverfahren für Verbrennungsmotoren |
US6443108B1 (en) | 2001-02-06 | 2002-09-03 | Ford Global Technologies, Inc. | Multiple-stroke, spark-ignited engine |
WO2007042022A2 (de) * | 2005-10-14 | 2007-04-19 | Ip2H Ag | Verbrennungsmotor |
CN102325976A (zh) * | 2008-12-22 | 2012-01-18 | 卡特彼勒公司 | 执行稀燃6冲程循环的发动机控制系统 |
CN102691571A (zh) * | 2012-05-22 | 2012-09-26 | 清华大学 | 一种内燃机气缸及其气缸内NOx还原并二次做功的方法 |
DE102011052502A1 (de) * | 2011-08-08 | 2013-02-14 | von Görtz & Finger Techn. Entwicklungs GmbH | Verbrennungsmotor |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN115234940B (zh) * | 2022-06-21 | 2023-11-24 | 清航空天(北京)科技有限公司 | 一种可调环腔的旋转爆震燃烧室 |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB214697A (en) * | 1923-01-18 | 1924-04-22 | George Devancourt Westropp | Improvements in internal combustion engines |
US1794799A (en) * | 1929-09-07 | 1931-03-03 | Holloyt Motors Corp | Art of internal-combustion engines |
US3964452A (en) * | 1973-08-04 | 1976-06-22 | Toyota Jidosha Kogyo Kabushiki Kaisha | High compression internal combustion engine using a lean charge |
US3964263A (en) * | 1974-12-31 | 1976-06-22 | Tibbs Robert C | Six cycle combustion and fluid vaporization engine |
US4111164A (en) * | 1977-09-27 | 1978-09-05 | Wuerfel Robert P | Variable displacement arrangement in four cycle, reciprocating internal combustion engine |
EP0126812A1 (de) * | 1983-05-06 | 1984-12-05 | Leonhard Johann Gerhard Pal | Brennkraftmaschinen mit innerer Verbrennung |
DE3613270A1 (de) * | 1986-04-19 | 1986-08-28 | Helmut 32427 Minden Nowack | 6 takt brennkraftmaschine mit einspritzung von kraftstoff und wasser |
US4736715A (en) * | 1985-09-25 | 1988-04-12 | Medicor Science, N.V. | Engine with a six-stroke cycle, variable compression ratio, and constant stroke |
DE8711149U1 (de) * | 1987-05-08 | 1988-06-09 | Mederer, Gerhard, 8501 Allersberg, De | |
US5215051A (en) * | 1992-10-19 | 1993-06-01 | Nicholas J. Lopiccolo | Modified aspirated internal combustion engine |
-
1994
- 1994-05-19 WO PCT/EP1994/001628 patent/WO1995032360A1/de not_active Application Discontinuation
- 1994-05-19 DE DE4480924T patent/DE4480924D2/de not_active Expired - Lifetime
- 1994-05-19 EP EP94918344A patent/EP0775256A1/de not_active Withdrawn
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB214697A (en) * | 1923-01-18 | 1924-04-22 | George Devancourt Westropp | Improvements in internal combustion engines |
US1794799A (en) * | 1929-09-07 | 1931-03-03 | Holloyt Motors Corp | Art of internal-combustion engines |
US3964452A (en) * | 1973-08-04 | 1976-06-22 | Toyota Jidosha Kogyo Kabushiki Kaisha | High compression internal combustion engine using a lean charge |
US3964263A (en) * | 1974-12-31 | 1976-06-22 | Tibbs Robert C | Six cycle combustion and fluid vaporization engine |
US4111164A (en) * | 1977-09-27 | 1978-09-05 | Wuerfel Robert P | Variable displacement arrangement in four cycle, reciprocating internal combustion engine |
EP0126812A1 (de) * | 1983-05-06 | 1984-12-05 | Leonhard Johann Gerhard Pal | Brennkraftmaschinen mit innerer Verbrennung |
US4736715A (en) * | 1985-09-25 | 1988-04-12 | Medicor Science, N.V. | Engine with a six-stroke cycle, variable compression ratio, and constant stroke |
DE3613270A1 (de) * | 1986-04-19 | 1986-08-28 | Helmut 32427 Minden Nowack | 6 takt brennkraftmaschine mit einspritzung von kraftstoff und wasser |
DE8711149U1 (de) * | 1987-05-08 | 1988-06-09 | Mederer, Gerhard, 8501 Allersberg, De | |
US5215051A (en) * | 1992-10-19 | 1993-06-01 | Nicholas J. Lopiccolo | Modified aspirated internal combustion engine |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0875671A1 (de) * | 1997-04-30 | 1998-11-04 | von Görtz & Finger Techn. Entwicklungs Ges.m.b.H. | Neues Spülverfahren für Verbrennungsmotoren |
US6443108B1 (en) | 2001-02-06 | 2002-09-03 | Ford Global Technologies, Inc. | Multiple-stroke, spark-ignited engine |
WO2007042022A2 (de) * | 2005-10-14 | 2007-04-19 | Ip2H Ag | Verbrennungsmotor |
WO2007042022A3 (de) * | 2005-10-14 | 2007-08-02 | Ip2H Ag | Verbrennungsmotor |
CN102325976A (zh) * | 2008-12-22 | 2012-01-18 | 卡特彼勒公司 | 执行稀燃6冲程循环的发动机控制系统 |
DE102011052502A1 (de) * | 2011-08-08 | 2013-02-14 | von Görtz & Finger Techn. Entwicklungs GmbH | Verbrennungsmotor |
DE102011052502B4 (de) * | 2011-08-08 | 2013-05-16 | von Görtz & Finger Techn. Entwicklungs GmbH | Verbrennungsmotor |
CN102691571A (zh) * | 2012-05-22 | 2012-09-26 | 清华大学 | 一种内燃机气缸及其气缸内NOx还原并二次做功的方法 |
Also Published As
Publication number | Publication date |
---|---|
EP0775256A1 (de) | 1997-05-28 |
DE4480924D2 (de) | 1997-11-27 |
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