WO1999064734A1

WO1999064734A1 - Engine

Info

Publication number: WO1999064734A1
Application number: PCT/DE1999/001677
Authority: WO
Inventors: Dirk LÖHR
Original assignee: Loehr Dirk
Priority date: 1998-06-08
Filing date: 1999-06-08
Publication date: 1999-12-16
Also published as: DE19825490A1; AU5277699A

Abstract

The invention relates to a reciprocating engine which can draw a quantity of gas into the lower piston chamber (7) thereof, can then press this quantity of gas into a delivery tube (9) which leads to the cylinder head (5) and can hold it there. Next, a second quantity of gas is drawn into the lower piston chamber (7). The downward traveling piston (2) then draws fresh gas into the combustion chamber (15). At the end of the direct intake process, the two pre-drawn quantities of gas are additionally fed into the combustion chamber.

Description

Designation engine

TECHNICAL FIELD The invention relates to an internal combustion engine, which has a reciprocating piston and transmits the combustion force with a connecting rod (3) from the piston (2) to the crankshaft (4), the gas play taking place with intake and exhaust valves

State of the art

Today there are four-stroke engines in which the intake valve opens when the piston moves down. Gas is drawn in. When the suction is finished, the intake valve is closed and the piston moves upwards, which compresses the gas drawn in. As soon as the piston is in TDC Area, the gas is ignited and the combustion pressure pushes the piston back down and the work cycle takes place The exhaust valve is opened by the camshaft and the burned gases leave the combustion chamber The piston that goes up pushes all gases out of the combustion chamber Two-stroke engine that draws gas into the crank chamber under the piston, when the piston goes up and exposes an opening in the cylinder wall, gas flows into the crank chamber. When the piston goes down, the inlet opening is closed by the piston and the gas becomes lightly compressed Then the piston releases the exhaust gas free and the largest amount of the burned gases leave the combustion chamber Then the piston releases the overflow channels and the pressurized gas from the crank chamber is brought into the combustion chamber by the piston going further down and the fresh gas drives the exhaust gases out of the combustion chamber and then goes the piston goes up again, closes the overflow channels and then the outlet opening and compresses the gas and under the piston At the same time, gas is sucked in again through the opened inlet opening. When the piston is in the TDC area, the ignition is started and the work cycle takes place

With two crankshaft revolutions, the piston sucks gas once on the four-stroke engine and twice on the two-stroke engine

In my patent application DE 197 38 441 AI I already suggested the use of compact lower piston spaces. However, there was the disadvantage that two cylinder units always had to work together. For example, a single-cylinder engine with the proposal described there was only possible with two combustion chambers

Task and slogan

The problem is based on the fact that a four-stroke engine only sucks gas once at two crankshaft revolutions and can only suck in a maximum of the engine's displacement. Mostly, however, only 80% of the engine's displacement is reached open gas exchange

My patent application DE 197 38 441 AI has shown the compact lower piston chamber, but the disadvantage that two cylinder units always have to work together and then two pistons run up and down at the same time and therefore an unpleasant imbalance occurs on the crankshaft or a cylinder unit must have two combustion chambers, but what is technically difficult to solve

This new invention gives the possibility that the arrangement of the cylinders, the intended firing order and the piston movement of the neighboring cylinder are irrelevant and that the increase in power can still be achieved by 2 x gas from the lower piston chamber

A cylinder is independent of the neighboring cylinder It is possible to additionally add the gases from two piston upward movements to the normally sucked-in gas in the combustion chamber and thus to enable a significantly higher output.This possibility is achieved by the gas being sucked into the compact lower-piston chamber is pressed into the transfer pipe by the downward moving piston and is locked there. Then the upward moving piston sucks gas again and the downward moving piston sucks conventionally into the combustion chamber

Then the gas in the lower piston chamber, which is compressed, is brought into the combustion chamber together with the gas in the transfer pipe So there is the possibility to increase the degree of filling, which is currently 80%, to significantly more than 100%

The advantage of this technique is that each cylinder can use its own gas intake without having to take into account what the neighboring cylinder is doing and also single-cylinder engines are possible that use 3 of 4 piston movements for intake and all 3 gas quantities for common combustion As a result of the fact that the first amount of gas that is sucked into the lower piston chamber is first stored in the transfer tube, it is possible to additionally spend the first gas amount together with the second amount of gas in the combustion chamber. It is possible to implement these additional processes with conventional poppet valves. that can be opened and closed individually

It is advantageous if the entire filling and final emptying process of the lower-piston chamber is possible with a single part, such as, for example, a cylindrical rod which has cutouts and can thereby open and close channels

In this way it is possible to fill and empty and transport into the combustion chamber with a cam on the camshaft. With an engine concept that provides one exhaust valve and two intake valves per cylinder, it is possible to use one intake valve for direct intake and that the other is also the flow valve and is opened when the two gas quantities are brought from the lower piston chamber into the combustion chamber

When the exhaust gas has left the combustion chamber, the exhaust gases go into the exhaust and the exhaust valve is closed.It would be possible to open the exhaust valve again at about 30 ° before UT and in this way the pre-compressed gases from the lower piston chamber and the transfer pipe into to spend the combustion chamber

As soon as the gases are in the combustion chamber, the exhaust valve and inlet valve are closed again. Both mechanical and automatic valves can be used to control the gases from the lower piston chamber, and these gases can be brought into the combustion chamber for combustion, although it is also possible to refrain from doing this, e.g. when the vehicle is not in motion, if no greater power is required.This means that you can specifically dispense with certain gas units by moving the camshaft.There is a valve in the transfer pipe, which opens automatically when negative pressure develops in the pipe and so it can give automatic pressure compensation

Overall, the opening time of the exhaust valve, if it is also used for intake purposes in addition to the outlet, can be up to 440 ° of 720 °. It is a great advantage that the gas drawn in creates a kind of air cushion under the piston, so that - k - the crankshaft is protected from too hard knocks by the combustion pressure that acts on the piston

The new engine concept naturally also requires a new lubrication system. There are four solutions

1 Ceramic pistons and piston pin bearings are used that do not require lubrication,

2 The engine can be operated with mixed lubrication, i.e. petrol is added to 01 and lubrication takes place in this way,

3 The piston is guided by compressed air so that there is almost no friction,

4 The engine receives a new oil lubrication. To this end, the crankshaft is bored, as is common today, then 01 is pumped through the connecting rod to the piston pin. 01 is pumped through pipes to bores in the piston skirt, and since the piston has oil rings at the top and bottom, 01 remains only between these limits Of course, the respective compression ring, like today, is also lubricated. The 01 runs back into the oil pan through both sides in the piston pin and through a corresponding hole in the connecting rod. From there it drips into the oil pan

Preferred embodiments

There are many ways to implement this engine concept. A version in which the camshaft is displaceable would certainly be preferred.This means that the three gas units can be used or specifically omitted, the following illustration mainly being considered for diesel and injection engines by displacing the camshaft using displacement technology it is possible to close the valve for direct suction and only the outlet valve and the inlet valve for the pre-sucked gas quantities are actuated

A further movement activates a valve that sits in the transfer pipe and that is, by means of a cam on the camshaft. Direct intake is now switched off and the first amount of gas that is otherwise stored in the transfer pipe is discharged. Only the last amount of gas is brought into the combustion chamber

So it is possible to choose at times when full performance is not required.

If the vehicle rolls only two quantities of gas to burn and to fill the engine with only one quantity of gas when stationary

But of course it is also possible to use a turbocharger, which is used to increase both the gas quantity of the direct intake and the two gas quantities that are drawn into the lower piston chamber The advantage that the turbo brings to today's engines is used three times with this design

Drawing description

In particular to further clarify the basic principle of the invention, a first embodiment of the motor is shown in the drawings. Preferred embodiments and details are also shown

Show it

FIG. 1 shows a cross section through the engine with mechanical valves for controlling the lower piston chamber,

FIG. 2 shows a cross section through the engine with partially automatic valves for controlling the lower piston chamber,

FIG. 3 shows a cross section through the engine with an inlet channel to the outlet valve,

FIG. 4 shows a cylindrical control rod in the position in which gas is brought from the lower-piston chamber into the transfer tube,

FIG. 5 shows a cylindrical control rod in which all channels are closed,

Figure 6 A cylindrical control rod in which gas in the

Combustion chamber is pressed,

Figure 7 A variable seal on the boundary plane (8) and in

Piston crown (20) is inserted,

Figure 8 shows a cross section through the engine with one exhaust valve and two

Inlet valves,

FIGS. 9 and 10 show a cross section through the engine with a displaceable camshaft,

FIG. 11 shows a cross section through the engine with the turbocharger connected,

Figure 12 pistons with rings and oil system

A piston (2) moves up and down in a cylinder (1). With the connecting rod (3), the piston (2) is connected to the crankshaft (4). When the piston (2) moves upwards, the boundary plane ( 8) and the piston crown (20) an intake chamber For intake, the inlet valve (10) is via a cam

(21) opened on the crankshaft (4) and remains open up to 270 ° after subdivision because the inertia of the gases allows them to continue to flow even though the piston (2) is already going down again

The inlet valve (10) is closed approx. 0 to 90 ° after TDC. The gas is then compressed by the piston (2) and the outlet valve (11) is opened from approx. 60 ° before UT

The gases now flow into the transfer tube or the transfer container (9). As soon as all gas has left the lower piston chamber (7), the outlet valve (11) is closed. The pre-compressed gas is now in the transfer tube (9) as soon as the piston (2) is again Moved away from UT, the inlet valve (10) is opened again and gas is sucked in just like the first time

When the piston (2) moves downwards, the combustion chamber (15) above the piston (2) is in the intake stroke. The inlet valve (12) is open and gas is conventionally drawn in. At approx. 60 ° before subterranean valve, the valve (22) the opening (14) is free and at the same time the outlet valve (11) is opened and the two gas quantities are added to the intake gas flow

The gas from the lower piston chamber (7) pushes the gas in the transfer tube (9) to a certain extent and both gas quantities combine with the direct gas flow and come into the combustion chamber (15). When the gases have left the lower piston chamber (7), the exhaust valve (11 ) together with the valve (22) in the opening (14) closed approx. 30 ° after TDC If the inlet valve (10) already opens 0 to 30 ° before TDC, the overlap effect that is used in combustion chambers can also be used in the lower piston chamber

The escaping gases help suck in the new gases

When considering this intake system, there are many possibilities how to use the different gas quantities 1 You can do without direct intake entirely, or 2 you can switch off direct intake

3 The first amount of gas drawn in, especially if it is air, can be discharged from the transfer pipe

4 You can discharge the second pre-sucked gas

5 You can discharge both pre-sucked-in gas quantities unused. In this way, you can add or omit gas quantities at idle, part-load range and at full load There is also the valve (17). It has the task of opening when there is negative pressure in the transfer pipe, because a negative pressure that has not been compensated leads to losses in performance, which are prevented in this way

Figure 2 shows an embodiment of the engine in which the inlet valve (18) and the outlet valve (19) are diaphragm valves which control themselves through the pressure conditions. If there is negative pressure in the lower piston chamber (7), the inlet valve (18) opens and the outlet valve (19) increases, with overpressure it is exactly the opposite

This engine has a proven remedy against the throttling that today's engines have in the high speed range.The cross-sections of the intake pipes are not sufficient to achieve a similar degree of filling, as in the partial load range. With this engine concept, the exhaust valve (13) can be used to spend pre-sucked gases in the combustion chamber (15)

Today the exhaust valve (13) closes approx. 30 ° after TDC, then almost all the burned gases are expelled. The intake valve is open at approx. 30 ° before TDC and the exhaust gases escaping helped to suck in the fresh gases

The directly sucked gases are through the open inlet valve (12) in the

Combustion chamber (15) sucked approx. 30 ° after TDC, the outlet valve (13) is no longer closed, but remains open and the valve (22) in the opening (14), which is connected to the outlet valve (13) in FIG. 3, is opened and the gases, which were locked under pressure in the transfer pipe (9) can now get into the combustion chamber, together with the new gases from the lower piston chamber, but it can also shift in time 30 ° after TDC, the gases from the transfer pipe (9) become directed the combustion chamber and then about 120 ° after TDC, the second gases from the lower piston chamber (7) come after

Another option looks like this

The outlet valve closes at 0-30 ° after TDC. The direct suction valve (12) is open. About 60 ° to 10 ° before UT, the outlet valve (13) is opened again, as is the valve (22) in opening (14) and the gas quantities from the lower piston chamber (7) and the transfer pipe (9) are discharged via the outlet valve (13 ) brought into the combustion chamber (15)

The outlet valve (13) would thus be open until the piston (2) in the UT is open and also beyond. It would be conceivable that the opening time of the outlet valve (13) could be up to 440 ° if it is used for filling

The feed valve (23) consists of a cylinder in which there are recesses (24, 25, 26) which allow the gas to flow when the recess coincides with an opening. The advantage of this valve (23) is that a control cam (27) can control two openings. If the valve (23) is in the lowest position, the Open path from the lower piston chamber (7) to the transfer pipe (9). In the middle position, all passages are closed

Both passages are open in the uppermost position. Figures 4, 5, 6 show all three possible positions

Angle specifications were made more often in the text, these are not binding, and if one builds an engine according to these ideas, it may well be that in practice, for example, the inlet valve (10) is not 30 ° before UT, but 40 ° after UT opens

There are many ways of implementing the basic idea. The basic idea is that a "combustion chamber sucks in" gas conventionally and gets twice the amount of gas in the lower piston chamber, whereby one must be stored for a short time until the other is sucked in

Another possibility looks like this, when the piston (2) moves down, the inlet valve (12) is opened and the direct suction begins, when the piston is 60 ° to 20 ° before UT, the inlet valve (32) is opened and the amount of gas from the transfer pipe (9) and the amount of gas from the lower piston chamber (7) are brought into the combustion chamber (15)

Before the pre-compressed gases begin to expand again or leave the combustion chamber (15) through the inlet valve (12), the valves (12) and (32) must be closed. In this version, the filling and emptying of the lower piston chamber is done automatically Valves (inlet valve (18) and outlet valve (19)) realized

FIG. 9 shows one possible way of switching off the gas quantity by moving the camshaft (6). In the lower piston chamber (7), two gas quantities are sucked in as described above; the camshaft (6) was moved by the sliding device (30) so that that the inlet valve (12) is no longer actuated by the camshaft (6). It remains closed and therefore there is no direct intake. The power flow is ensured by the internally toothed sleeve (33). Thus, only the two gas quantities from the lower piston chamber (7) are brought into the combustion chamber (15) for combustion by the inlet valve (32). The lower piston chamber (7) is equipped with an automatic inlet valve (18) and an automatic outlet valve (19). There is also another drain valve (31) which is not actuated by the camshaft (6) in this phase and is therefore closed

In the construction there is the possibility to bring only one of the gas quantities into the combustion chamber (15). For this purpose, the camshaft (6) is shifted even further, the flow of force still being ensured by the internally toothed sleeve (33) Furthermore, the valve (31) is now actuated by the camshaft (6), so that the first amount of gas, which is otherwise compressed and stored in the transfer pipe (9), is released by opening the valve (31)

Then the valve (31) is closed again and the last amount of gas which is sucked into the lower piston chamber (7) is brought into the combustion chamber (15) by opening the inlet valve (32). That is, of three possible only one gas quantity is used

Figure 11 shows an embodiment in which a turbocharger (29) is flanged. When the exhaust valve (13) is opened, the turbo is driven with the exhaust gases and the propellers on the intake side increase both the amount of gas passing through the intake valve (12) and directly The amount of gas sucked in, as well as the two indirectly drawn amounts of gas, which are drawn in via the lower piston chamber (7). The turbo (29) results in an increased degree of filling with all three gas amounts

FIG. 12 shows a piston (2) with the fresh oil supply (37), the 01 being pumped via lines through the oil bores (38) for lubricating the piston. The oil scraper piston rings (35) prevent the 01 from leaving the defined hinge area

The 01 leaves the lubrication area via the piston pin (39) and the oil drain (36) and can easily drip out at the outlet (40)

Reference number list

I cylinder piston

3 connecting rod crankshaft

5 Camshaft cylinder head 7 Lower piston chamber

8 boundary plane (with variable seal) transfer pipe (or container)

10 inlet valve

I I exhaust valve 12 intake valve

13 exhaust valve

14 opening (with valve)

15 combustion chamber

16 timing chain 17 valve for pressure equalization

18 Inlet valve diaphragm

19 Exhaust valve diaphragm 0 piston crown 1 control cam 2 valve

23 Precursor valve rod 4 recess

25 recess

26 recess 27 control cam

28 variable seal

29 turbo

30 camshaft adjustment

31 valve 32 inlet valve

33 internally toothed sleeve

34 compression piston ring

35 Oil scraper piston ring

36 Oil drain 37 Fresh oil supply

38 oil hole

39 piston pin

40 exit

Claims

claims

1 reciprocating piston engine with a cylinder in which a piston runs and the power is transmitted to the crankshaft via the connecting rod, with the gas exchange on one

Side of the piston takes place, for which there are intake and exhaust valves in the cylinder head and it is therefore usually a 4-stroke engine, characterized in that

Gas (air / fuel-air mixture) is sucked into a compact lower piston chamber, then shifted into the transfer tube and locked up and stored there until another quantity of gas is sucked into the lower piston chamber and the normal suction process of the combustion chamber takes place and then the pre-sucked gases are also added to the Combustion chamber are spent

Reciprocating engine according to claim 1, characterized in that the total gas yield which the piston sucks into the cylinder, whether in the combustion chamber or sub-piston chamber, comes exclusively to the combustion in the same cylinder which has only one combustion chamber

Reciprocating engine according to claim 1 or 2, characterized in that one side of the piston sucks in once, while the other side sucks in twice, but all three sucked-in gas quantities are burned together in the combustion cycle. Reciprocating engine according to claims 1-3, characterized in that the The amount of gas that the lower piston chamber receives first through the piston upward movement is brought into the transfer pipe that leads to the combustion chamber and is temporarily locked there

5 reciprocating piston engine according to claim 1-4, characterized in that the second amount of gas which is sucked into the lower piston chamber, with the first, which has been locked in the transfer pipe, is brought together into the combustion chamber in the same intake stroke

6. Reciprocating engine according to claims 1-5, characterized in that the access of the gases from the lower piston chamber to the feed lines in the cylinder head is equipped with the usual poppet valves with "pilot valves", these valves being controlled so that you can use them for timing the gas- can determine feed from the lower piston chamber

Reciprocating engine according to claim 6, characterized in that a feed valve consisting of a cylinder is provided with cutouts, and so can simultaneously control the outlet on the lower piston chamber and the access to the cylinder head by up and down movement, the output being twice and the access to the cylinder head once in 720 ° is opened reciprocating engine according to claims 1-7, characterized in that the normal inlet valve is at the same time flow valve reciprocating engine according to claims 1-8, characterized in that the fresh gas from the lower piston chambers is brought into the combustion chamber via the opened exhaust valve

10 reciprocating engine according to claims 1-9, characterized in that direct intake takes place in the intake stroke and the pre-sucked gases are additionally brought into the combustion chamber, these two types of gas supply can be combined as desired, and can also be switched off and on 11 reciprocating engine according to claim 1 -10, characterized in that the valves which mechanically actuate the filling and emptying of the lower piston chamber and the transfer pipe (or container)

12 reciprocating piston engine according to claims 1-10, characterized in that the valves mentioned in claim 11 are automatic diaphragm valves or pressure relief valves

13. Reciprocating engine according to claims 1-12, characterized in that the degree of filling of the lower piston space is increased by the use of a turbocharger or other supercharger

14. Reciprocating engine according to claims 1-13, characterized in that

Gases that are sucked into the lower piston chamber can also be discharged unused

15. Reciprocating engine according to claim 1-14, characterized in that a valve on the transfer pipe (-behalter) is active when there is a vacuum through the flow of gases, so that there is the possibility of also reaching the outside atmospheric pressure inside

16. Reciprocating engine according to claim 1-15, characterized in that the opening time of the exhaust valve is around UT, since the gas cushion in the lower piston chamber protects the crankshaft from too hard knocks

17 reciprocating engine according to claim 1-17, characterized in that the total opening time of the exhaust valve, if it is used universally, can be 440 °

18 reciprocating piston engine according to claim 1-17, characterized in that the exhaust valve is also used as an intake valve

19 reciprocating piston engine according to claims 1-18, characterized in that the piston has at least one compression piston ring and at least one oil scraper ring both in the upper part and that at least one oil scraper piston ring and at least one compression piston ring also has in the lower part.

20. Reciprocating engine according to claim 1-19, characterized in that the oil that lubricates the piston, piston pin and rings is returned to the oil pan through channels in the piston pin and connecting rod