WO1996034190A1 - Mode de fonctionnement d'un moteur a combustion interne pendant le processus de combustion - Google Patents

Mode de fonctionnement d'un moteur a combustion interne pendant le processus de combustion Download PDF

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Publication number
WO1996034190A1
WO1996034190A1 PCT/IB1996/000340 IB9600340W WO9634190A1 WO 1996034190 A1 WO1996034190 A1 WO 1996034190A1 IB 9600340 W IB9600340 W IB 9600340W WO 9634190 A1 WO9634190 A1 WO 9634190A1
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WO
WIPO (PCT)
Prior art keywords
combustion
piston
elastic structure
elastic
volume
Prior art date
Application number
PCT/IB1996/000340
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English (en)
Inventor
Ovidiu Petru Popadiuc
Original Assignee
Ovidiu Petru Popadiuc
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
Priority claimed from CA 2147770 external-priority patent/CA2147770A1/fr
Application filed by Ovidiu Petru Popadiuc filed Critical Ovidiu Petru Popadiuc
Priority to AU51604/96A priority Critical patent/AU5160496A/en
Publication of WO1996034190A1 publication Critical patent/WO1996034190A1/fr

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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
    • F02B75/00—Other engines
    • F02B75/36—Engines with parts of combustion- or working-chamber walls resiliently yielding under pressure
    • F02B75/38—Reciprocating - piston engines
    • 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
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
    • 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
    • F02F3/00—Pistons 
    • F02F3/0015—Multi-part pistons

Definitions

  • the present invention relates to a method of operating an internal combustion engine for keeping at least partially a quasi-isobaric process during combustion, i.e. , a process in which the combustion pressure keeps nearly steady.
  • thermodynamic efficiencies As shown in FIG. 1, the Otto, dual combustion and Diesel cycles which are superimposed for the same maximum pressure and work done, have their thermodynamic efficiencies ( ⁇ t ) in the following relation:
  • the volume of the space which contains the working fluid must be varied according to a proper variation law.
  • the variation law of the above-mentioned volume is determined by the crank mechanism movement.
  • the increase in pressure and temperature rate during combustion depends not only on the combustion rate but also on the speed of the working chamber variation in volume.
  • the volume variation of the working chamber does not depend on the pressure, and temperature rate of change. It is desirable that at least during combustion, the variation of the combustion chamber in volume be dependent on the increase in gas pressure.
  • the variation of the work volume can be optimally correlated with combustion speed, so as to allow an increase in compression ratio of the engine and at the same time to brake the increase of the gas pressure at the beginning of combustion and partially to replace it by a lengthened substantially isobaric process.
  • a typical high pressure combustion engine if the combustion is violent and the increase of the combustion chamber volume is too slow, the mechanical and thermal engine's superstresses generated by the high pressure and temperature can deteriorate or even destroy the active elements of the engine. Detonation, generally the rapid combustion at approximate constant volume, is typical for this situation.
  • a first object of this invention is to state a method of operating an internal combustion engine to optimize the variation law of the working chamber's volume in the vicinity of the piston top dead center (t.d.c.) position, so as to partially transform the combustion into a substantially isobaric process.
  • This is obtained by means of a piston assembly with a variable geometry in which the height of the piston varies according to existing conditions within the combustion chamber.
  • This specific construction of the piston assembly embodying the present invention produces a combustion chamber having a much greater volume when the piston is located in the vicinity of its t.d.c. position when compared to that of a customary engine with the same compression ratio.
  • the object of the present invention is to provide a method of operating an internal combustion engine during a combustion process, the engine having at least one cylinder and an associated piston for forming a working chamber in which intake, compression, combustion, expansion and exhaust operational events occur as the result of piston movement, the piston containing (1) an upper portion having a working face defining a movable wall of the working chamber, (2) a lower portion having means for connection with a motor mechanism and (3) an elastic means for resiliently connecting the upper portion with the lower portion, the lower portion being operatively connected to the motor mechanism for moving the piston during operational events and thereby generally increasing the working chamber in volume during the combustion, the method containing:
  • the elastic structure In the first phase, towards the end of the compression stroke, after the fuel ignition/autoignition, because of the gaseous pressure which acts on the piston, the elastic structure is compressed, thereby accumulating an energy of deformation. In this way, the piston crown approaches the skirt, decreasing the piston height and simultaneously increasing the volume of the combustion chamber. Subsequently, in a second phase, when the crank mechanism forces the piston to move downwardly, the piston crown has a second opposite movement which is superimposed and combined with the first one, until the elastic structure comes back to the initial, undeformed shape. At the same time, the mechanical energy stored in the elastic structure is, for the most part, given back to the working fluid under the form of an additional pressure which also aids in maintaining and lengthening an quasi-isobaric process within the working chamber. By varying the volume of the working chamber in this manner, any combustion can be turned into a process which is characteristic for a Diesel cycle.
  • the improvement in efficiency for an engine embodying the invention is due to the modification of the Otto and dual combustion operating cycles into an essentially Diesel cycle through: a. an adequate increase of the compression and expansion ratio without a necessary increase of the maximum pressure of the cycle,- b. the combustion is partially changed into a quasi- isobaric process; c. the heat losses are diminished, especially during combustion when they are highest, because of an improved ratio "combustion chamber volume/heat transfer surface" . 2.
  • the shock waves are dampened during violent combustion.
  • FIG.l shows the Diesel, dual combustion and Otto thermodynamic cycles which are superimposed for the same maximum pressure and work done
  • FIGS. 2 (a, b) are schematic representations of the upper portion of an internal combustion engine incorporating the present invention
  • FIGS. 3 (a - d) (X, Y, Z) show several configurations of an elastic structure which originates in a thick walled cylinder;
  • FIGS. 4 (X, Y) show several configurations of an elastic structure which originates in a corrugated cylinder;
  • FIG. 5 is a front section view of the first embodiment of the invention as adapted for the substitution of the piston skirt by the elastic structure,-
  • FIG. 6 is a front section view showing the second embodiment as adapted for the partial substitution of the piston skirt by the elastic structure
  • FIGS. 7 and 8 are front and side section views of the third embodiment of the invention having a pre-compressed elastic structure
  • FIGS. 9 (a, b) are graphical representations showing the correlation between the compression force (the load) against deflection for several configurations of the elastic structure, in an uncompressed and a pre-compressed state,-
  • FIG. 10 is a graphical representation of the piston displacement govern by the crank mechanism movement, described by a function f x ( );
  • FIG. 11 is a graphical representation of the height of the piston against the crank angle, described by a function f 2 ( ⁇ ) ;
  • FIG. 12 and 12X show the resultant variation in volume of the combustion chamber both in the case of an engine incorporating this invention and a comparison engine;
  • FIG. 2 is a schematic cross section view in the upper part of an internal combustion engine having a reciprocating piston 21 fitted within a cylinder 1 so that, as it reciprocates, it defines a variable volume working chamber (and alternatively referred to as a combustion chamber 16) between the top of the piston and the closed end of the cylinder.
  • a reciprocating piston 21 fitted within a cylinder 1 so that, as it reciprocates, it defines a variable volume working chamber (and alternatively referred to as a combustion chamber 16) between the top of the piston and the closed end of the cylinder.
  • the engine may be in two or four stroke cycle, naturally aspirated, supercharged, carburetted or fuel injected, spark ignited or autoignited, or any other combination of the foregoing, operable over a working cycle including intake, compression/combustion and exhaust events.
  • the specific piston constructed according to the present invention comprises an upper portion 3 including a crown 5 with seal rings 7 and a lower portion 4 including a skirt 8 with wrist pin bearings 27 and 28 as shown in FIGS. 5, 6, 7.
  • the upper and lower portions are resiliently connected by an elastic structure 10 fitted between a top wall 6 of the crown 5 and an inward step 9 of the skirt 8.
  • the elastic structure 10 may be uncompressed as shown in FIGS.
  • the pre-compression force of the elastic structure 10 may be for example, comparable with the cylinder gas pressure force which acts on the piston 21 towards the end of the compression stroke.
  • the piston 21 is connected to an output crankshaft by a connecting rod 12 and reciprocates between a top and a bottom dead center positions (t.d.c. and b.d.c.) during the cyclic operational events of the engine, all in accordance with well- known principles.
  • Intake and exhaust valves 14 and 15 allow the exchange of gases between cylinder and surroundings, and the spark plug 13 provides the ignition spark, if necessary.
  • FIGS. 3 and 4 illustrate a few geometric configurations for the elastic structure 10.
  • the elastic structure 10 is configured as a slotted cylinder having cuts out bands of various shapes, dimensions and distributions on the cylinder side walls.
  • the elastic structure 10 is configured as a cylinder with corrugated walls under the form of toroidal surfaces 25, 26 which are ordered along their vertical axis, so that they successively change their concavity, or, as shown in FIG. 4Y, various combinations of them, ordered around their radial axis.
  • the elastic structure 10 exhibits adequate elastic properties in its axial direction.
  • the piston 21 is subjected to a combination of vertical forces that include the cylinder gas pressure and the inertial forces.
  • the net vertical force deflects the elastic structure 10 generating a major stress inside the material.
  • the elastic structure 10 is specially designed with a variable wall thickness so as to achieve a nearly uniform distribution of stress inside the material.
  • the cylinder walls can have various profiles as shown in FIGS. 3X, 3Y, 3Z and in FIG. 4X in order to optimally use the material. The determination of such profiles for the cylinder side walls is made in accordance with a known mathematical routine.
  • FIGS. 5 through 8 illustrate several embodiments incorporating the features of this method.
  • FIG. 5 shows a first embodiment of the method under discussion.
  • This arrangement is characterized by the installation of the elastic structure 10 between the piston crown 5 and the bottom part of the piston.
  • the elastic structure substitutes for the piston skirt 8.
  • the lower part 4 of the piston 21, in this configuration is the structure capable of transmitting the mechanical effort to the pin bearings 27 and 28 which are designed to be recessed inside the elastic structure 10.
  • the elastic structure 10 can have two circular cut-outs 29 and 30 around the pin bearings to facilitate the access to the wrist pin.
  • FIG. 6 shows a second embodiment of the present method.
  • the elastic structure 10 is partially substituting for the piston skirt 8 in the middle part of the piston 21.
  • a specific characteristic for this arrangement is the reduced height of the elastic structure and its geometric details (cut-outs 23) which provide a greater axial deflection.
  • FIGS. 7 and 8 show a third embodiment of the present method where the elastic structure is pre-compressed.
  • the front view shown in FIG. 8 is orthogonal to the view of FIG. 7.
  • the elastic structure 10 is fitted within the piston between the top wall 6 of the crown 5 and an annular rabbet 9 located within the base of the piston skirt 8.
  • the elastic structure 10, one of the previously described types, FIGS. 3 and 4, has two additional cut-outs 39 and 40 around the pin bearings 27 and 28, respectively.
  • Four semicylindrical walls are located in the lower part of the piston crown 5, arranged in pairs, namely 31, 33 and 41, 42, possessing outer surfaces 35,37 and inner surfaces 45,47 respectively; the inner surfaces terminating at the lower end of the specified walls in two semicircular inner steps 17 and 19.
  • the piston skirt 8 has also four semicylindrical walls which are complementary with those above-mentioned, located in the upper part of the skirt and also arranged in pairs, namely 32 , 34 and 43, 44, possessing inner surfaces 36, 38 and outer surfaces 46, 48 respectively; the outer surfaces terminate in two semicircular inner steps 18 and 20.
  • connection between skirt and crown is made by way of conjugated surfaces which slide-fit together.
  • the conjugated semicircular steps are fitted together, namely 17 with 18 and 19 with 20, in such a way as to limit the amount of movement of the crown in relation to the piston skirt and simultaneously interact with the elastic structure 10 to load it with a predetermined tension.
  • this method can be applied to any internal combustion engine that operates using a working space of variable size generated by a piston and a motor mechanism movement.
  • FIGS. 2a, 5, 6, 9a, 10, 11, 12 and 2b, 7, 8, 9b, 10 The principle of the method and operation of the piston assembly are described with reference to FIGS. 2a, 5, 6, 9a, 10, 11, 12 and 2b, 7, 8, 9b, 10 in the case of an uncompressed and a pre-compressed elastic structure 10, respectively.
  • FIG.10 illustrates the piston displacement caused by the crank mechanism versus crankshaft angle, wherein the piston path is described by a movement function f ⁇ ( ⁇ ) and where I c represents the equivalent height of the combustion chamber for both the customary and inventive engines.
  • the 12 piston 21 moves in the direction of the cylinder head, the air/fuel mixture is compressed and, before t.d.c. position of the piston, the fuel is ignited by the aid of the spark plug 13 or the high temperature of the compressed air.
  • the pressure and temperature rapidly increase and generate the thrust necessary to produce the power stroke of the piston.
  • the shock wave and the flame front that propagate to the piston head act on the piston crown and abruptly deform the elastic structure 10.
  • the pressure shock wave that precedes the flame front is absorbed and attenuated by the elastic structure 10.
  • the piston crown 5 moves downwards, abruptly increasing the volume of the combustion chamber 16.
  • the abrupt increase in volume of the combustion chamber 16 creates a greater space for the combustion, and simultaneously generates microturbulences which improve the quality and efficiency of combustion, diminishing the undesirable emissions.
  • Most of the heat transferred to the walls occurs just before, during and after the combustion process in the vicinity of the piston t.d.c. position. In the case of the present invention the heat losses are diminished because of the optimization of the ratio between the combustion chamber volume and the heat transfer surface.
  • curves C lf C 2 , ... , C n illustrate the relationship between the load F c (compression force yielded by the cylinder gases pressure) and deflection rate, in the case of a number "n" of elastic structures 10.
  • Each curve is characteristic for a specific configuration of the elastic structure.
  • FIGS. 9a and 9b show the same possible elastic 13 characteristics C lf C 2 , ..., , on an uncompressed and pre- compressed elastic structure, respectively.
  • f( ⁇ ) f- ⁇ ) + f 2 ( ⁇ )
  • f( ⁇ ) - is a function which describes the compound movement of the piston crown in the vicinity of the t.d.c.,- fj( ⁇ ) - is a function which describes the displacement of the piston crown due to crank mechanism movement
  • f 2 ( ⁇ ) - is a function which describes the displacement of the piston crown due to axial deformation of the elastic structure.
  • the combined movement of the piston crown determines a corresponding modification in the variation of the volume of the combustion chamber, according to the relation:
  • F( ⁇ ), F x ( ⁇ ) and F 2 ( ⁇ ) came from movement functions f( ⁇ ), f ⁇ ( ⁇ ) and f 2 ( ⁇ ) which are multiplied by the cross-sectional surface area of the cylinder 1 in which the piston reciprocates;
  • F( ⁇ ) - is a function which describes the volume variation of the combustion chamber in the vicinity of the piston t.d.c. position;
  • F x ( ⁇ ) - is a function which describes the volume variation of the combustion chamber due to crank mechanism action
  • F 2 ( ⁇ ) - is a function which describes the volume variation of the combustion chamber due to deformation of the elastic structure of the piston.
  • the volume V c2 of the combustion chamber is much greater than the volume V cl of the same chamber in the case of the comparison engine.
  • the result is that the peak pressures are attenuated and at least partially replaced by a substantially isobaric process.
  • the cycles with a constant pressure combustion are more efficient than the corresponding dual combustion and Otto cycles.
  • the combustion process is essentially influenced by the elastic characteristics BC*,., BC 2 , ... , BC n resulting from various configurations of the elastic structure 10.
  • the increase in the volume of the combustion chamber can be varied over a wide range, so as to optimally suit the operational cycle requirements.
  • the increase of the compression ratio does not necessarily increase the maximum pressure of the cycle.
  • both a higher compression and expansion ratio improve the engine efficiency, and higher temperatures towards the end of the compression facilitate ignition and autoignition of the fuel and particularly decrease the strength and delay at autoignition in the case of Otto engines.
  • the mechanical energy provided by the abrupt increase in volume of the combustion chamber is accumulated in the elastic structure 10 through its elastic deformation.
  • the crank mechanism determines the increase in the combustion chamber volume while the piston crown has an opposite movement due to the elastic structure.
  • the elastic structure expands and this counteracts the increase in the combustion chamber volume.
  • the mechanical energy stored in the elastic structure is transferred to the working fluid in the form of an additional pressure which also has the tendency to maintain a quasi- constant pressure within the combustion chamber.
  • this invention allows the homogenization of the air/fuel mixture. Even if the ignition appears to occur instantaneously in multiple points throughout the combustion chamber, due to its rapid increase in volume, the pressure peaks and shock waves are absorbed and eliminated. The ignition and the combustion of each charge produce periodic vibrational shock waves within the combustion chamber. In accordance with the present method, it is desirable that for a short time, to the end of the compression, the piston head be in resonance with the pressure waves and use their energy to improve the combustion process.
  • the elastic structure is pre-compressed by an initial, predetermined load.
  • the advantage of a pre-loaded elastic structure is a more stable operation using only the useful portion of the elastic characteristic to decrease the losses of energy during deformation due to the mechanical hysteresis loop of the material.
  • the combustion process is defined by the pressure and temperature rate and also by the variation law of the volume of the combustion chamber.
  • the combustion process and the piston movement are optimally synchronized.

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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)

Abstract

L'invention concerne un mode de fonctionnement d'un moteur à combustion interne pendant le processus de combustion, qui permet de freiner l'augmentation de la pression des gaz au début de la combustion et de la remplacer partiellement par un processus rallongé sensiblement isobare, à savoir un processus dans lequel la pression de combustion reste pratiquement stable. Cela permet d'optimiser la synchronisation de la vitesse de combustion et des variations de volume de la chambre de combustion, et d'améliorer le fonctionnement du moteur.
PCT/IB1996/000340 1995-04-25 1996-04-17 Mode de fonctionnement d'un moteur a combustion interne pendant le processus de combustion WO1996034190A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU51604/96A AU5160496A (en) 1995-04-25 1996-04-17 Method of operating an internal combustion engine during combustion process

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CA2,147,770 1995-04-25
CA 2147770 CA2147770A1 (fr) 1995-04-25 1995-04-25 Methode pour ameliorer le rendement thermique des moteurs a combustion interne
US42784895A 1995-04-26 1995-04-26
US08/427,848 1995-04-26

Publications (1)

Publication Number Publication Date
WO1996034190A1 true WO1996034190A1 (fr) 1996-10-31

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PCT/IB1996/000340 WO1996034190A1 (fr) 1995-04-25 1996-04-17 Mode de fonctionnement d'un moteur a combustion interne pendant le processus de combustion

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WO (1) WO1996034190A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001075284A1 (fr) * 2000-03-31 2001-10-11 George Frederic Galvin Piston
WO2004090306A1 (fr) * 2003-04-12 2004-10-21 George Frederic Galvin Piston
WO2010066980A1 (fr) * 2008-12-11 2010-06-17 Peugeot Citroën Automobiles SA Moteur a combustion interne a chambre de combustion a geometrie variable
WO2011108120A1 (fr) 2010-03-02 2011-09-09 トヨタ自動車株式会社 Dispositif de commande de pression de combustion

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD5423A (fr) *
GB190607169A (en) * 1906-03-24 1907-03-21 Stephen Arnold Marples Improvements in Internal Combustion Engines.
GB190928897A (en) * 1909-12-10 1910-12-12 Joseph Zeitlin Improvements in Internal Combustion Engines.
US1191174A (en) * 1914-05-28 1916-07-18 John D Gilligan Piston for explosive-engines.
US1240684A (en) * 1917-02-20 1917-09-18 Hubert T Dealy Piston-head for engines.
FR1188466A (fr) * 1956-09-24 1959-09-23 Piston de moteur à explosions
DE2007043A1 (de) * 1970-02-17 1971-09-02 Grossmann Franz Karl, 4032 Lintorf Verbrennungs Kraftmaschine
DE2734447A1 (de) * 1977-07-30 1979-02-08 Bruno Ing Grad Sommer Explosionshubkolbenmotor

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD5423A (fr) *
GB190607169A (en) * 1906-03-24 1907-03-21 Stephen Arnold Marples Improvements in Internal Combustion Engines.
GB190928897A (en) * 1909-12-10 1910-12-12 Joseph Zeitlin Improvements in Internal Combustion Engines.
US1191174A (en) * 1914-05-28 1916-07-18 John D Gilligan Piston for explosive-engines.
US1240684A (en) * 1917-02-20 1917-09-18 Hubert T Dealy Piston-head for engines.
FR1188466A (fr) * 1956-09-24 1959-09-23 Piston de moteur à explosions
DE2007043A1 (de) * 1970-02-17 1971-09-02 Grossmann Franz Karl, 4032 Lintorf Verbrennungs Kraftmaschine
DE2734447A1 (de) * 1977-07-30 1979-02-08 Bruno Ing Grad Sommer Explosionshubkolbenmotor

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001075284A1 (fr) * 2000-03-31 2001-10-11 George Frederic Galvin Piston
US6907849B2 (en) 2000-03-31 2005-06-21 George Frederic Galvin Piston
AU2001242655B2 (en) * 2000-03-31 2006-02-02 George Frederic Galvin Piston
WO2004090306A1 (fr) * 2003-04-12 2004-10-21 George Frederic Galvin Piston
US7334554B2 (en) 2003-04-12 2008-02-26 George F Galvin Piston
AU2004227157B2 (en) * 2003-04-12 2009-10-08 Frederic Galvin George Piston
WO2010066980A1 (fr) * 2008-12-11 2010-06-17 Peugeot Citroën Automobiles SA Moteur a combustion interne a chambre de combustion a geometrie variable
FR2939844A1 (fr) * 2008-12-11 2010-06-18 Peugeot Citroen Automobiles Sa Moteur a combustion interne a chambre de combustion a geometrie variable.
WO2011108120A1 (fr) 2010-03-02 2011-09-09 トヨタ自動車株式会社 Dispositif de commande de pression de combustion

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