WO1999064734A1 - Moteur - Google Patents

Moteur Download PDF

Info

Publication number
WO1999064734A1
WO1999064734A1 PCT/DE1999/001677 DE9901677W WO9964734A1 WO 1999064734 A1 WO1999064734 A1 WO 1999064734A1 DE 9901677 W DE9901677 W DE 9901677W WO 9964734 A1 WO9964734 A1 WO 9964734A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
gas
engine according
chamber
valve
Prior art date
Application number
PCT/DE1999/001677
Other languages
German (de)
English (en)
Inventor
Dirk LÖHR
Original Assignee
Loehr Dirk
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Loehr Dirk filed Critical Loehr Dirk
Priority to AU52776/99A priority Critical patent/AU5277699A/en
Publication of WO1999064734A1 publication Critical patent/WO1999064734A1/fr

Links

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
    • 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
    • F02B33/12—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 the rear face of working piston acting as pumping member and co-operating with a pumping chamber isolated from crankcase, the connecting-rod passing through the chamber and co-operating with movable isolating member
    • 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
    • F02B33/26—Four-stroke engines characterised by having crankcase pumps

Definitions

  • 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
  • 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
  • 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
  • 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
  • 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.
  • a valve in the transfer pipe which opens automatically when negative pressure develops in the pipe and so it can give automatic pressure compensation
  • 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 engine can be operated with mixed lubrication, i.e. petrol is added to 01 and lubrication takes place in this way,
  • the engine receives a new oil lubrication.
  • 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
  • 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
  • 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
  • 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
  • Piston crown (20) is inserted
  • Figure 8 shows a cross section through the engine with one exhaust valve and two
  • 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
  • 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
  • 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 escaping gases help suck in the new gases
  • the first amount of gas drawn in, especially if it is air, can be discharged from the transfer pipe
  • FIG. 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
  • 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
  • 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
  • FIG. 9 shows one possible way of switching off the gas quantity by moving the camshaft (6).
  • 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).
  • the lower piston chamber (7) is equipped with an automatic inlet valve (18) and an automatic outlet valve (19).
  • 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
  • FIG 11 shows an embodiment in which a turbocharger (29) is flanged.
  • the turbo 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)

Landscapes

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

Abstract

L'invention concerne un moteur à piston alternatif qui peut aspirer, dans sa chambre de piston inférieure (7), une quantité de gaz qui est ensuite comprimée dans un tube de passage (9) qui conduit à la tête de cylindre (5), cette quantité de gaz étant mise en attente dans ledit tube de passage. Ensuite, une seconde quantité de gaz est aspirée dans la chambre de piston inférieure (9). Le piston (2) qui descend aspire alors du gaz frais dans la chambre de combustion (15). Vers la fin de l'aspiration directe, les deux quantités de gaz préaspirées sont ajoutées dans la chambre de combustion (15).
PCT/DE1999/001677 1998-06-08 1999-06-08 Moteur WO1999064734A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU52776/99A AU5277699A (en) 1998-06-08 1999-06-08 Engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE1998125490 DE19825490A1 (de) 1998-06-08 1998-06-08 Ansaugverfahren für Hubkolbenmotor
DE19825490.3 1998-06-08

Publications (1)

Publication Number Publication Date
WO1999064734A1 true WO1999064734A1 (fr) 1999-12-16

Family

ID=7870241

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1999/001677 WO1999064734A1 (fr) 1998-06-08 1999-06-08 Moteur

Country Status (3)

Country Link
AU (1) AU5277699A (fr)
DE (1) DE19825490A1 (fr)
WO (1) WO1999064734A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009058289A1 (de) 2009-12-04 2011-06-09 Vladimir Volchkov Viertaktmotor und Verfahren zu seinem Betrieb
DE102009058290A1 (de) 2009-12-04 2011-06-09 Vladimir Volchkov Viertaktmotor, Verfahren zu seinem Betrieb und Kraftstoffeinspritzverfahren
DE102010008225A1 (de) 2010-02-09 2011-08-11 Volchkov, Vladimir, 71638 Viertakt-Gegenkolbenmotor und Verfahren zu seinem Betrieb
DE102011017247A1 (de) 2011-04-07 2014-02-13 Vladimir Volchkov Viertaktmotor und Verfahren zu seinem Betrieb
DE102010056125B4 (de) * 2010-03-01 2015-07-23 Vladimir Volchkov Gegenkolbenmotor
DE102010056126B4 (de) * 2010-02-09 2016-09-01 Vladimir Volchkov Boxermotor
CN110043341A (zh) * 2018-01-17 2019-07-23 安德烈·斯蒂尔股份两合公司 混合物润滑的四冲程发动机

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006038081A1 (de) * 2006-08-16 2008-02-21 Peter Pelz Verfahren zum Aufladen einer Brennkraftmaschine sowie Brennkraftmaschine mit integrierter Aufladung

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2708729A1 (de) * 1977-03-01 1978-09-07 Klaus Metzger Vier-takt-motor mit mindestens einem ueber eine kurbelgehaeusepumpe aufladbaren zylinder
DE3438031C1 (de) * 1984-10-17 1986-04-30 Laszlo 8000 München Peres sen. Vierstaktverbrennungskraftmaschine
DE3832013A1 (de) * 1987-09-17 1990-03-29 Dancho Zochev Dipl Ing Donkov Hubkolben-brennkraftmaschine mit kurbelgehaeuse-ladeluftpumpen
DE3839949C1 (en) * 1988-11-26 1990-03-29 Man B & W Diesel Ag, 8900 Augsburg, De Lubrication system for a set of piston rings
GB2254884A (en) * 1991-04-17 1992-10-21 William Noel Hutton A crankcase supercharged four-stroke engine.
GB2271614A (en) * 1992-10-19 1994-04-20 William Noel Hutton A supercharged four-stroke engine
WO1994015080A1 (fr) * 1992-12-22 1994-07-07 Antonio Bernardini Moteur a combustion interne modifie a distribution par rotation et/ou a exploitation de la reserve d'air dans le carter

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2708729A1 (de) * 1977-03-01 1978-09-07 Klaus Metzger Vier-takt-motor mit mindestens einem ueber eine kurbelgehaeusepumpe aufladbaren zylinder
DE3438031C1 (de) * 1984-10-17 1986-04-30 Laszlo 8000 München Peres sen. Vierstaktverbrennungskraftmaschine
DE3832013A1 (de) * 1987-09-17 1990-03-29 Dancho Zochev Dipl Ing Donkov Hubkolben-brennkraftmaschine mit kurbelgehaeuse-ladeluftpumpen
DE3839949C1 (en) * 1988-11-26 1990-03-29 Man B & W Diesel Ag, 8900 Augsburg, De Lubrication system for a set of piston rings
GB2254884A (en) * 1991-04-17 1992-10-21 William Noel Hutton A crankcase supercharged four-stroke engine.
GB2271614A (en) * 1992-10-19 1994-04-20 William Noel Hutton A supercharged four-stroke engine
WO1994015080A1 (fr) * 1992-12-22 1994-07-07 Antonio Bernardini Moteur a combustion interne modifie a distribution par rotation et/ou a exploitation de la reserve d'air dans le carter

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009058289A1 (de) 2009-12-04 2011-06-09 Vladimir Volchkov Viertaktmotor und Verfahren zu seinem Betrieb
DE102009058290A1 (de) 2009-12-04 2011-06-09 Vladimir Volchkov Viertaktmotor, Verfahren zu seinem Betrieb und Kraftstoffeinspritzverfahren
DE102010008225A1 (de) 2010-02-09 2011-08-11 Volchkov, Vladimir, 71638 Viertakt-Gegenkolbenmotor und Verfahren zu seinem Betrieb
DE102010056126B4 (de) * 2010-02-09 2016-09-01 Vladimir Volchkov Boxermotor
DE102010056125B4 (de) * 2010-03-01 2015-07-23 Vladimir Volchkov Gegenkolbenmotor
DE102011017247A1 (de) 2011-04-07 2014-02-13 Vladimir Volchkov Viertaktmotor und Verfahren zu seinem Betrieb
CN110043341A (zh) * 2018-01-17 2019-07-23 安德烈·斯蒂尔股份两合公司 混合物润滑的四冲程发动机
US10801396B2 (en) * 2018-01-17 2020-10-13 Andreas Stihl Ag & Co. Kg Mixture-lubricated four-stroke engine
CN110043341B (zh) * 2018-01-17 2022-05-10 安德烈·斯蒂尔股份两合公司 混合物润滑的四冲程发动机

Also Published As

Publication number Publication date
DE19825490A1 (de) 1999-12-09
AU5277699A (en) 1999-12-30

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