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
  • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
• • 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
  • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working 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
  • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
  • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
  • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
  • F02B33/10—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder
  • F02B33/14—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the pumping cylinder situated between working cylinder and crankcase, or with the pumping cylinder surrounding working cylinder working and pumping pistons forming stepped piston
• • 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
  • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
  • F02B2275/14—Direct injection into combustion chamber
• • 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 an internal combustion engine with one or more pistons making it possible to considerably improve the efficiency compared to conventional engines by using pseudo-isothermal compression and two thermally nested hot cycles.
• the object of the present invention is to overcome the five preceding drawbacks and to propose an engine with improved efficiency.
• the volumetric direct injection thermal engine comprising at least one piston driven by a longitudinal reciprocating movement, is characterized in that it comprises three working chambers:
• the piston is of the wasp-cut type and is pivotally mounted on the connecting rod head, a jacket ensuring the distribution of the gases by matching conduits and lights.
• FIG. 4A a cross section showing the sophistication of the upper part of the distribution jacket and the adjustment sheath locating the arrangement of the exhaust and start lights at the combustion chamber to allow the engine to rotate in one way or the other;
• - Figure 4B a developed from the same area as Figure 4A;
• FIG. 4C a longitudinal section of the same area as Figure 4A showing a starting light which will open into the exhaust light to start the engine in a given direction, if and only if the rotation of the adjustment ring corresponds in the direction of rotation of the requested engine and the immobilization position of the crankshaft allows it, otherwise the start-up will be carried out by the recovery chamber;
• FIG. 5A a cross section showing the sophistication of the lower part of the distribution jacket and the adjustment sheath locating the arrangement of the exhaust and starting lights at the recovery chamber to allow the rotation of the engine in one way or the other;
• FIG. 5B a developed from the same area as Figure 5A;
• FIG. 5C a longitudinal section of the same area as Figure 5A showing a starting light which will open into the exhaust light to start the engine in a given direction, if and only if the rotation of the adjusting ring corresponds in the direction of rotation of the requested engine and the immobilization position of the crankshaft allows, otherwise the start will be made by the combustion chamber
• FIG. 6A a cross section showing the sophistication of the middle part of the adjustment sheath to allow the supply of the recovery chamber, whether the motor turns upside down or upside down with the position of the adjustment sheath associated, here the adjustment sheath is in the "reverse position” position, and the piston in top dead center;
• FIG. 7A a cross section showing the sophistication of the middle part of the adjustment sleeve to allow the supply of the combustion chamber, whether the engine turns upside down or upside down with the position of the adjustment sleeve associated, here the adjustment sheath is in the "on-the-spot" position, and the piston in top dead center;
• FIG. 9A the arrangement of the auto-injector in the combustion chamber and the arrangement in the cylinder head of the fuel vaporization chamber
• the jacket (5) made integral in rotation with the piston by means of a lug (6), or by a spline junction, ensures part of the distribution of the gas flows by means of moving lights compared to others fitted in the piston (1), the adjustment sheath (7) and the engine block (8) The other part of the distribution is ensured by the relative displacement of lights provided on the piston (1) , the engine block (8) and the intake control ring (9)
• the description of the operating mode in order to facilitate understanding is made by following in the order of progression of the gases from the intake to the two discharges of these gases out of the engine.
• the gas paths are carried out discontinuously and partially simultaneously from room to room at the rate of the volumetric variations of the three working rooms (10,11, 12).
• the volume of the compression chamber (10) will be sized according to the air requirements of the two other working chambers (1) and (12) so as to obtain in the volume (16) a constant pressure of the order of 25 bars.
• the reservoir (47) is of variable volume thanks to the piston (48), movable under the antagonistic effects of the pressure prevailing in the volume (47) in communication with the volume (16) and the force exerted by the pre-compressed spring (49 ).
• the pressurized air is divided into two distinct flows. We will first describe the air flow circuit that feeds the combustion chamber (12). We will indicate in the following text when we will describe the circuit of the second air flow supplying the recovery chamber (11).
• the air in the volume (21) first circulates on the upper part of the cylinder head (26) then on the outside of the adjustment sheath (7) thus cooling these structures while increasing its pressure and its temperature.
• This phase of air circulation in the volume (21) is executed halfway down the piston when the air is supplied to the volume (21) and during the following supply phase from the combustion chamber (12) at the start of the next descent of the piston.
• the chamber (21) When the piston begins to descend, the chamber (21) is placed in communication with the combustion chamber (12) by means of the lights (27) of the adjustment sleeve, the lights (28) of the jacket (5) and of the piston transfer channel (29).
• the pressure in the chamber (12) is equalized with that of the volume (21) as long as the lights maintain communication.
• the fuel is injected into the combustion chamber (12) by the flame catching injector of which only the housing (30) is shown.
• the combustion of the fuel heats the resulting gas mixture without the pressure significantly increasing.
• the effect of increasing the quantity of fuel injected is to increase the temperature of the mixture, therefore to decrease its density at constant pressure and consequently decrease the mass of air transferred from the volume (21) to the combustion chamber (12).
• the necessary regulation of the air flow admitted into the engine is carried out at the intake of the compression chamber (10) by means of the intake regulation ring (9). This regulation is done on the basis of maintaining the nominal pressure in the volume (16).
• the communication between the volume (21) and the expansion combustion chamber (12) continues until a fixed volume of the chamber (12) and the fuel injection ends at the latest at this time.
• the choice of this fixed volume is determined in order to obtain, at the end of the expansion of the gases at the bottom dead center of the piston (1) and taking into account the heat losses on the cooled walls, the atmospheric pressure prevailing outside the engine. Obtaining this criterion throughout the power adjustment field by varying the quantity of fuel injected is favored by the fact that the heat losses by convection with the walls are a function of the temperature and density of the gases, characteristics varying in reverse.
• the following description relates to the second air flow coming from the volume (16).
• the volume (16) filled with cold air under pressure of about 25 bars is placed in communication with the chamber (11 ) via the counter-current exchanger (34).
• the air After the air has passed through the exchanger (34), its temperature rises to about that of the gases arriving through the channels (33) at the inlet of the exchanger (34).
• the air continues to flow through the channels (35), the lights (36) of the adjustment sleeve (7), the lights (37) of the distribution jacket (5) and the transfer channels (38) of the piston ( 1).
• the communication between the volume (16) and the chamber (11) remains established until a fixed value is obtained.
• This value is dimensioned so that after expansion taking into account the thermal losses the pressure has dropped to the value of atmospheric pressure after the piston (1) has reached top dead center. Obtaining this criterion throughout the power adjustment field is favored by the fact that the heat losses by convection with the walls are a function of the temperature and the density of the gases, characteristics varying in opposite directions. From the start of the descent of piston (1) the chamber (11) is placed in communication with the outside by means of the lights (39) of the distribution jacket (5), the lights (40) of the adjustment sleeve (7) and the pipes (41) of the engine block (8). The exhaust of air from the chamber (11) continues until the bottom dead center of the piston (1).
• the maximum efficiency is obtained if the calorific capacity of the mass of air admitted into the chamber (11) is equal to the calorific capacity of the mass of the exhaust gases coming from the chamber (12). This optimization will be valid for all engine power regimes because the gas flow rates of the two chambers (12) and (11) are inversely proportional to their temperature which are themselves linked to each other.
• An over-power operating mode is obtained by prolonging the injection of fuel into the combustion chamber (12) after the normal closing of the fresh air supply lights (27, 28) in FIG. 3B. This is only possible if before the closing of the fresh air supply lights, the fuel injection has first been reduced or eliminated so that oxygen remains in the combustion chamber. Under these conditions the pressure in the combustion chamber (12) may exceed the normal operating pressure which we have arbitrarily set at 25 bars.
• a second over-power mode can be obtained by delaying the closing of the fresh air supply lights (27,28) in modifying the angular position of the adjustment sheath (7)
• a combination of the two preceding modes can also be used In all these cases of operation with over power the expansion of the gases to a pressure of one atmosphere will no longer be obtained and the efficiency of the engine will be reduced The thermal efficiency of the exchanger (34) will also be reduced In fact the mass flow and the temperature of the burnt gases increase, the temperature of the heated air supplying the recovery chamber (1 1) also increases, leading to a decrease in its mass flow, thus deviates from the optimization criterion (equality of the two flows in the counter-current exchanger (34))
• thermal energy accumulator made of a material, the melting of which occurs just above the maximum temperature of the exhaust gases in the case of operation under normal conditions. could be sodium for example, should be placed close to the outlet of the exhaust gases from the combustion chamber (12) in the manifold at its mark (33)
• additional exchanger supplied by a by-pass during operation on over power, this additional exchanger being located at the level of the chamber (21) Under these conditions the surplus thermal energy is recovered in two complementary ways during operation in over power mode by heating the air in the chamber (21), then after operating on power, always recovering with the air in the chamber (21) the energy of resolidifi cation of the phase change material, melted during operation in overpower mode
• Idling is naturally obtained by reducing the quantity of fuel injected into the combustion chamber (12), which has the effect of reducing the heating of the gases, and consequently of increasing the mass admitted at constant volume
• the volume of the compression chamber (10) does not at least tend (without taking into account the needs of the recovery chamber (11)) towards the volume of the combustion chamber (12)
• the operation of the engine under these conditions is not desirable, since the gas flow is important for a low power.
• the yield caused by different pressure drops will be decreased.
• This adjustment will have the effect of reducing the volume of the combustion chamber (12) filled with gas at the pressure prevailing in the chamber (21) (approximately the arbitrary value of 25 bars in our example). Under these conditions, full expansion up to 1 bar will be obtained before the piston (1) descends completely. This point will be compensated for by the fact that the adjustment by rotation of the adjustment sheath (7) will have caused a delay in opening the exhaust. The pressure will decrease below 1 bar near the bottom dead center, but will rise again when the exhaust light (31) opens.
• the rotation of the adjustment sheath (7) will also have resulted in an advance of the exhaust closure and will recompress some of the exhaust gases before the admission of compressed air, thereby reducing its admitted mass; these two phenomena from an energy point of view compensate each other (borrowing mechanical energy to compress the remaining exhaust gases, reducing the intake of pre-compressed fresh air).
• the exhaust must also be prohibited to avoid air transfers by it which would cause loss of mechanical energy.
• width of the light (40) itself dependent on the choice of the deflection cycle of the distribution jacket (5) two solutions are possible: the first is automatic if the adjustment of the adjustment sheath (7) removes the correspondence between the light (40) and the exhaust channel (41) Figure 3C otherwise you must add a ring provided with a light, adjustable in rotation and placed outside and concentric with the adjustment sheath ( 7).
• FIGS. 1 to 3 relate to a motor turning in one direction which is named by convention "direction at the place ⁇ " in Figure 1, the other direction will therefore be called “upside down”.
• the third possibility is stopping.
• Figures 4A to 7D They relate to improvements in the number and arrangement of distribution lights.
• the engine is stopped for the position of the adjustment sleeve (7) drawn on the diagrams of FIGS. 4A to 4C representing the exhaust ports (31) and (32) of the combustion chamber (12) and on the diagrams of FIGS. 5A to 5C representing all of the exhaust lights (39 and 40) of the recovery chamber (11).
• the distribution jacket (5) occupies the extreme angular position obtained at mid-stroke of the piston during its ascent in the direction from the place. The other extreme position is obtained at mid-stroke of the piston when it descends.
• the light (31) in FIG. 4A will position itself at the other extreme angular position symmetrical with respect to the light (32) during the next passage at mid-stroke.
• the light (32) faces the tongue (53). Under these conditions, the exhaust from the combustion chamber remains blocked.
• the light (39) in FIG. 5A will position itself at the other extreme angular position symmetrical with respect to the light (56) during the next passage at mid-stroke.
• the light (39) oscillates angularly between two lights (40) without ever communicating with one of them.
• the lights (40) are closed by the engine block (8). Under these conditions, the exhaust from the recovery chamber always remains condemned.
• FIGS. 7A to 7D are shown sections through a fixed plane perpendicular to the axis of displacement of the piston at the level of the intake ports (27, 27a and 28) of the combustion chamber.
• Another fixed plane also perpendicular to the axis of displacement of the piston at the level of the intake ports (36, 36a and 37) of the recovery chamber determines the sections for FIGS. 6A to 6D.
• the two FIGS. 6A and 7 A represent (engine running at the place) the relative angular positions of the adjustment sleeve (7), of the distribution jacket (5) and of the piston (1) for which the longitudinal position is the point. dead high indicated on the drawing.
• the adjustment sheath (7) is positioned in the on position at the location.
• the intake ports (27 and 27a) of the combustion chamber placed on the adjustment sleeve (7) will be positioned symmetrically with respect to the reference axis of FIGS. 7A to 7D.
• the intake ports (36 and 36a) of the recovery chamber placed on the adjustment sheath (7) will also be positioned symmetrically with respect to the reference axis of FIGS. 6A to 6D.
• FIG. 4A shows the adjustment sheath (7) in the off position.
• the position of the light (31) corresponds to the exhaust phase when the engine turns upside down and the piston is at mid-stroke.
• the exhaust light (31) oscillates angularly between the position opposite the tongue (53), the extreme angular position shown to return to the face position with the tongue (53)
• the adjustment sheath (7) is turned anticlockwise, to bring the light (32) opposite the outlet of the channel (33)
• the light (32) is positioned normally to ensure exhaust when the engine is running in the right place During this path the light (54) passed in front of the light (55), itself in communication with the chamber (21) filled compressed air But the light (54) is blocked by the jacket distribution (5) preventing any transfer of compressed air from the chamber (21) to the combustion chamber (12).
• FIG. 5A shows the arrangement of the exhaust lights of the recovery chamber (11) for the same angular position of the crankshaft as previously, always with the adjustment sheath (7) in the off position.
• the position of the exhaust light (39) does not correspond to the exhaust phase when the engine is running upright and the piston is halfway.
• the exhaust port (39) oscillates angularly between the middle position (midway between the ports (57 and 57A) ) and the extreme position shown here in FIGS. 5A to 5C, to return to the middle position.
• the lights (55a and 54a) which will inject compressed air into the combustion chamber and the light (57a) into the recovery chamber in place of the lights (55,54 and 57) in the case of starting in the sense of place.
• Positioning the adjustment sleeve (7) in the reverse on position also normally places the intake lights.
• the light (27a) takes the symmetrical position with respect to the angular reference axis of the position of the light (27) shown in Figures 7A to 7D.
• the light (36a) takes the symmetrical position with respect to the angular reference axis of the position of the light (36) shown in Figures 6A to 6D. It is then these lights (27a and 36a) which will normally supply the combustion and recovery chambers at the intake instead of the lights (27 and 36) in the case of walking on the spot.
• the position of the crankshaft is theoretically random, the two positions corresponding to top dead center and bottom dead center. do not allow the engine to start.
• the shutdown is done by putting the adjustment sleeve in the "off" position, which prevents any introduction or draining of gas into the combustion and recovery chambers. Under these conditions, blocking the piston at top dead center or bottom dead center is less likely than at any other position, because these positions correspond to the maximum pressure in the chambers.
• the recovery chamber (11) will play the role of compression chamber, thereby eliminating the chamber (10) by reducing the mass and the size of the piston;
• the lubrication of the engine is done as follows.
• the piston (1) is guided in the jacket (5) at the wasp waist and on the lower part of the piston.
• this guide is done on its lower part corresponding to the minimum internal diameter.
• Lubrication is possible without risk of oil loss on the one hand to the chambers (10) and (11) thanks to the segments (42) for the central part and to the segment (43) for the lower part, on the other hand towards the lights thanks to the segments (52) arranged outside the jacket (5).
• the hot part of the jacket (5) located above the lights (39) is itself non-lubricated; this part does not transmit radial forces.
• the reservoir (44) acts as a radiator for cooling the compression chamber (10) at the same time as a source of oil for the lubrication of the jacket (5) and of the wasp size of the piston (1).
• the tanks (46) and (45) act as a collector for returning oil to the tank.
• the supply and return to the cover are done by channels not shown in the drawings in the engine block (8).
• the lower part of the piston is lubricated by spraying the bottom of the piston necessary for cooling the compression chamber (10).
• An additional cooling water circuit not shown in the drawings can be arranged on the engine block (8) at the height of the compression chamber (10).
• the connecting rod, crank, piston system proposed so far corresponds to a conventional system in which the connecting rod axis is inclined (this no longer being parallel to the head axis being mounted on the crankpin of the crankshaft, but only coplanar).
• the connection of the connecting rod with the piston is then ensured by a cardan-type spider. This arrangement ensures the alternating rotation of the piston during its linear displacement to allow distribution.
• the big end is now also connected to the crankpin of the crankshaft by a universal joint.
• the axis of the crankshaft crankpin is no longer parallel to the axis of the crankshaft.
• the projection of the axis of the crank pin on the plane defined by the axis of the crankshaft and the point of competition of the axis of the crank pin with the axis of the arm of the connecting rod makes an angle of do with the crankshaft axis.
• the projection of the axis of the crank pin on the plane (perpendicular to the plane D and passing through the axis of the crankshaft), (plane B), makes an angle of (bo - 90) with the axis of the crankshaft.
• the big end axis is now arbitrary and is no longer in the plane of the drawing sheet seen along P (plane A).
• the projection of the connecting rod axis in the plane defined by the longitudinal axis of the connecting rod and the axis of the connecting rod head (plane S) makes an angle of s with the longitudinal axis of the connecting rod.
• the projection of the connecting rod axis in the plane defined by the longitudinal axis of the connecting rod and perpendicular to the plane S (plane A) makes an angle of (90 - a) with the longitudinal axis of the connecting rod.
• the construction characteristics will determine the desired operating characteristics for the distribution.
• the following five examples illustrate some possibilities.
• the first corresponds to the geometry of the connecting rod-crank system of the engine described in figure 1.
• the first three examples correspond to a normal crankshaft with crank pin parallel to the crankshaft axis and do not require a universal joint on the side of the connecting rod head .
• the pressurized air arrives via the piston transfers (29), passes through the channel internal of the diffuser (60) of the flame catching injector, the lower part of which has penetrated into the central piston lumen formed by the confluence of the different transfers (29)
• the fuel injection is carried out by the holes (59) arranged in a fan shape.
• the ignition of the sprayed fuel / air mixture is carried out either by maintaining the incandescence of the wires (61) by an electric current circulation, either like a spark plug by causing electric arcs between the different wires at the start or throughout the injection phase
• FIG. 9B shows an example by way of illustration. limitation of such a device
• a movable injector head (67) delimits two chambers filled with fuel (62,64), at rest the head is in the low position under the effect of the pre-compressed spring (71)
• the high pressure causes the injector head to move back until the channel (63) is closed by the sheath (68)
• the fuel contained in the chamber (62) is then brought to a pressure higher than that prevailing in the combustion chamber (12)
• the ball (72) under the combined effects of pressure and acceleration detaches from its seat and allows the injection of fuel through the channels (59) Injection ends when the injection head (67) abuts on the adjustment cylinder (69) whose longitudinal position is adjustable
• the spring (71) pushes the head injection down to its initial position, the fuel arriving through the channel (66) fills the volume (64), then by the transfer (63) the volume (62).
• the needle (70) When the engine is hot, in particular the fuel vaporization chamber (73), the needle (70) is lowered so as to close off the channel (65) when the injector head is in the low position. Simultaneously the adjusting cylinder (69) is rotated so as to establish communication between the channels (74 and 75) via a dotted hole on the cylinder (69). In this configuration, when the injector head (67) rises, the fuel can no longer escape through the channel (65), but passes through the channels (74 and 75) pushes the non-return ball (76 ) and is projected by the channel (77) on the hottest underside of the vaporization chamber (73).
• the injection speed can also be modulated by acting on the precompression of the spring (71) by means of an additional adjustment cylinder disposed between the cylinder (68) and the cylinder (69). You can get the same effect by having in the supply channel (66) a variable pressure drop adjustment which will exert a variable back pressure in the chamber (64) at the moment when the injector head (67) moves back while forcing fuel into the channel (66 ).

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

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Publications (1)

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Cited By (3)

Citations (5)

• 1994
  • 1994-12-22 FR FR9415457A patent/FR2728623A1/fr active Granted
• 1995
  • 1995-12-01 WO PCT/FR1995/001585 patent/WO1996019649A1/fr active Application Filing

Patent Citations (5)

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