WO2001046572A1 - Moteur a quatre courses - Google Patents

Moteur a quatre courses Download PDF

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Publication number
WO2001046572A1
WO2001046572A1 PCT/GB2000/004975 GB0004975W WO0146572A1 WO 2001046572 A1 WO2001046572 A1 WO 2001046572A1 GB 0004975 W GB0004975 W GB 0004975W WO 0146572 A1 WO0146572 A1 WO 0146572A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
combusted gases
fuel
stroke
exhaust
Prior art date
Application number
PCT/GB2000/004975
Other languages
English (en)
Inventor
Daniel Ronald Kemp
Jeffrey Allen
Donald Law
Edward Thomas Lewis Copland
Peter Williams
Original Assignee
Lotus Cars Limited
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 GBGB9930380.2A external-priority patent/GB9930380D0/en
Application filed by Lotus Cars Limited filed Critical Lotus Cars Limited
Publication of WO2001046572A1 publication Critical patent/WO2001046572A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/02—Engines characterised by means for increasing operating efficiency
    • F02B43/04—Engines characterised by means for increasing operating efficiency for improving efficiency of combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0253—Fully variable control of valve lift and timing using camless actuation systems such as hydraulic, pneumatic or electromagnetic actuators, e.g. solenoid valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a four-stroke internal combustion engine.
  • AI auto-ignition
  • a mixture of combusted gases, air and fuel is created which ignites after compression without the need for a spark.
  • the process is sometimes called self-ignition. It is a controlled process and thus differs from the undesirable pre- lgnition which has been known in some spark ignition engines. It differs from compression ignition in diesel engines because in a diesel engine the diesel fuel ignites immediately on injection into a pre- compressed high temperature charge of air, whereas in the auto-ignition process the fuel and air and combusted gases are mixed together prior to combustion.
  • Use of the auto-ignition process in two- stroke engines is well known.
  • the present invention relates to the application of this process to a four- stroke internal combustion engine.
  • US 6082342 describes a four-stroke internal combustion engine in which combustion is achieved at least partially by an auto-ignition process and in which flow of fuel-air charge into and flow of combusted gases from at least one combustion chamber is regulated by valve means in order to ensure that the fuel-air charge is mixed with the combusted gases so as to generate conditions in the combustion chamber suitable for auto-ignition. In one embodiment this is achieved by closing of the exhaust valve before the end of the exhaust stroke to trap combusted gases. This can create a problem that when an inlet valve is subsequently opened in the next intake stroke the pressure of the trapped and combusted gases (compressed after closure of the exhaust valve) will impede delivery of fresh fuel-air charge.
  • the present invention provides a method of operating a four-stroke internal combustion engine in which combustion is achieved at least partially by an auto-ignition process and in which flow of fuel-air charge into and flow of combusted gases from at least one combustion chamber is regulated by valve means in order to ensure that the fuel-air charge is mixed with the combusted gases so as to generate conditions in the combustion chamber suitable for operation of an auto-ignition process, wherein the valve means stops the flow of combusted gases from the combustion chamber before the end of an exhaust stroke in order to trap combusted gases in the combustion chamber to be subsequently mixed with the fuel-air charge introduced into the combustion chamber and thereby to promote the auto-ignition process, characterised in that the valve means allows flow of the fuel-air charge into the combustion chamber during the intake stroke only after the previously trapped combusted gases have a volume which is equivalent to the volume of the trapped combusted gases at the point in the previous exhaust stroke at which the flow of combusted gases from the combustion chamber was stopped.
  • Preferred embodiments of the present invention will
  • Figures 2a and 2b are valve timing diagrams for the exhaust and inlet valves of a single cylinder of a single cylinder four-stroke internal combustion engine operating according to a conventional method of operation;
  • Figures 3a, 3b and 3c are valve timing diagrams for the exhaust and inlet valves of a single cylinder four-stroke internal combustion engine operating according to the method of the present invention, in a first regime;
  • Figures 4a and 4b are valve timing diagrams for the exhaust and inlet valves of a single cylinder four-stroke internal combustion engine operating according to the method of the present invention, in a second regime.
  • FIG. 1 A schematic representation of a single-cylinder four stroke internal combustion engine is given in Figure 1.
  • a piston 10 is movable in a cylinder 11 and defines with the cylinder 11 a variable volume combustion chamber 12.
  • An intake passage 13 supplies a mixture of fuel and air into the combustion chamber 12.
  • the flow of the fuel-air charge into the combustion chamber 12 is controlled by an intake valve 15.
  • Combusted gases can flow from the combustion chamber 12 via an exhaust passage 14 and flow of combusted gases through the exhaust passage 14 is controlled by the exhaust valve 16.
  • the inlet valve 15 and the exhaust valve 16 are hydraulically actuated. It can be seen in the Figure that the stem 17 of the inlet valve 15 has provided thereon a piston 18 which is movable in a cylinder 19. Similarly, the stem 20 of the exhaust valve 16 has a piston 21 provided thereon which is movable in a cylinder 22.
  • Flow of hydraulic fluid to the cylinder 19 is controlled by a servo-valve 23.
  • the servo-valve 23 is electrically controlled.
  • the servo-valve 23 is controlled by control signals generated by the electronic controller 24.
  • the servo-valve 23 can control hydraulic fluid to flow into an upper chamber 25 of an arrangement of the piston 18 and the cylinder 19 whilst controlling flow of hydraulic fluid out of a lower chamber 26.
  • the servo-valve 23 can also control flow of hydraulic fluid to and from the cylinder 19 such that hydraulic fluid is delivered to the bottom chamber 26 whilst hydraulic fluid is expelled from the upper chamber 25.
  • the fluid supplied to and expelled from the cylinder 19 is metered, so as to control exactly the position and/or velocity of the inlet valve 15.
  • a servo-valve 27 is provided to control flow of hydraulic fluid to and from the cylinder 22.
  • the servo-valve 27 is controlled electrically by the electronic controller 24.
  • the servo-valve 27 can operate to supply hydraulic fluid under pressure to an upper chamber 28 of the cylinder 22 whilst allowing hydraulic fluid to be expelled from the lower chamber 29 of the cylinder 22.
  • the servo-valve 27 can allow pressurised hydraulic fluid to be supplied to the lower chamber 29 whilst allowing hydraulic fluid to be expelled from the upper chamber 28.
  • the servo-valve 27 meters the flow of hydraulic fluid to and from the cylinder 22 in order to control the position and/or the velocity of the exhaust valve 16.
  • Both of the servo-valves 23 and 27 are connected to a pump 30 and a sump 31. Hydraulic fluid under pressure is supplied by the pump 30 and when hydraulic fluid is expelled from either or both of the cylinders 19 and 22 it is expelled to the sump 31.
  • the pump 30 will in practice draw fluid from the sump 31 to pressurise the fluid and then supply the pressurised fluid to the servo-valves 23 and 27.
  • the electronic controller 24 will control the movement of the inlet valve 15 and exhaust valve 16 having regard to the position of the inlet and exhaust valves 15 and 16 as measured by two position transducers 32 and 33.
  • the controller 24 will also have regard to the position of the engine, which will be measured by a rotation sensor 34 which is connected to a crank shaft 35 of the internal combustion engine, the crank shaft 35 being connected by a connecting rod 36 to the piston 10 reciprocable in the cylinder 11.
  • the engine of the present invention has a hydraulically controlled valve train with an electronic controller 24 which is programmable and hydraulically controls the opening and closing of both the inlet 15 and exhaust 16 valves. This enables control of the motion of the inlet 15 and exhaust 16 valves and in particular the time (in terms of the engine cycle) when the inlet 15 and exhaust 16 valves open and the duration of time for which they are open.
  • cam shafts which drive the inlet and exhaust valves.
  • the cam shafts have cam profiles which are designed to maximum the gas flow through the engine.
  • Such engines rely on a spark plug to ignite the mixture. They also rely on an intake throttle to reduce gas flow and therefore control the power output of the engine.
  • the movement of the inlet 15 and exhaust 16 valves will be used for total gas flow management, controlling both the amount of fuel-air charge to flow into and out of the combustion chamber 12 during each stroke of the engine and also controlling the internal mixing process between the different gas species inside the combustion chamber 12 and also to an extent inside the inlet passage 13 and exhaust passage 14.
  • the valve motion in the internal combustion engine according to the present invention will be very different from the motion of inlet and exhaust valves controlled by a conventional mechanical cam shaft.
  • the valve motion will comprise different duration valve opening periods, different height lifts and a different number of lifts in each stroke. This will allow the engine valves 15 and 16 to control gas flow, engine load/power and also the timing of combustion within the engine. There will therefore be a reduced need for a throttle system and a reduced need for a spark plug. It may be that a spark plug is used only on start up of the engine or at low temperatures .
  • the auto-ignition process is already well-known in two-stroke engines. It provides improved fuel consumption, a lower engine emission (principally lower hydrocarbons and carbon monoxide) and improved combustion stability.
  • the two-stroke engine is an ideal engine for auto-ignition because auto-ignition relies upon the retention of some exhaust gas in the combustion chamber and a two-stroke engine can easily facilitate this, because the process of scavenging exhaust gases can be controlled to leave the required residual amount of exhaust gas in the mixture of fuel and air ready for combustion. Auto-ignition can provide reproducible combustion time after time.
  • Figures 3a, 3b, 3c, and 4a and 4b show typical valve motion in a standard four-stroke internal combustion engine. The zero degree position is the beginning of the expansion stroke of the engine.
  • Figure 2a shows that the exhaust valve opens in the expansion stroke roughly 30 degrees before bottom dead centre and
  • Figure 2b shows that the exhaust valve remains open throughout the exhaust stroke to close at the beginning of the induction stroke at roughly 10 degrees after top dead centre.
  • Figure 2a also shows that the inlet valve begins to open at the end of the exhaust stroke about 10 degrees before top dead centre, remains open throughout the induction stroke and Figure 2b shows that the inlet valve closes in the beginning of the compression stroke at about 45 degrees after bottom dead centre.
  • a fuel-air charge is drawn into the combustion chamber via the open inlet valve, the charge is subsequently compressed and then ignited by spark. The combusted gases expand during the power stroke. Then the four stroke cycle starts again.
  • Figures 3a and 3b graphically illustrate in a first format exhaust and inlet valve motion according to a first operating regime of the present invention.
  • Figure 3c illustrates the same valve motion in a second graphical format.
  • the hydraulically operated exhaust valve 16 begins to open at approximately 10 to 15 degrees before bottom dead centre in the expansion stroke, and closes earlier, closing during the exhaust stroke in a range of 90 to 45 degrees before top dead centre.
  • the inlet valve is opened later in the engine cycle than m an ordinary engine, being opened m a range of 45 to 90 degrees after top dead centre in the induction stroke.
  • the inlet valve 15 is then closed roughly 30 degrees after bottom dead centre in the compression stroke.
  • the engine operated according to the cycle illustrated in Figures 3a, 3b and 3c is operated to specifically control the flow of gases to achieve auto-ignition of the fuel-air charge in the four- stroke engine.
  • the exhaust valve is controlled to close early during the exhaust stroke and thereby trap a significant volume of exhaust gas inside the combustion chamber 12 for the purpose of generating a mixture o ⁇ f fuel, air and combusted gases suitable for auto-ignition at the end of the next compression stroke or beginning of the next expansion stroke.
  • the fuel and air are supplied as fuel/air mixture via the inlet passage 13 under control of the inlet valve 15.
  • the combustion of the mixture following auto-ignition causes the gases to expand during the power stroke.
  • the number of degrees of crankshaft rotation before top dead centre at which the exhaust valve 16 closes is at least approximately equivalent to the number of degrees after top dead centre at which the inlet valve 15 opens.
  • the reason for this is the trapped combusted gases will be compressed after the closure of the exhaust valve 16 and thus it is necessary to expand the trapped compressed exhaust gases to the same degree before the inlet valve 16 is opened, so that the pressure in the combustion chamber 12 is not a raised pressure when the inlet valve 16 is opened. Otherwise there will be a raised pressure in the combustion chamber 12 at the time of opening of the inlet valve 13 which would prevent inflow of fresh fuel-air charge or would require supercharging or turbocharging of the fuel-air charge.
  • Figures 4a and 4b illustrate a second operating regime according to the present invention. Comparing Figure 2a with Figure 4a, it can be seen that exhaust valve 16 opens slightly earlier (about 45 degrees before bottom dead centre at the end of the expansion stroke) and closes earlier (about 45 degrees before top dead centre in the exhaust stroke) in order to trap a significant volume of combusted gases in the combustion chamber for mixing with the inlet charge of fuel and air.
  • the inlet valve opening regime comprises a plurality of pulsed short duration (each approximately 10 degrees of crankshaft rotation) openings starting at about 60 degrees after top dead centre in the induction stroke and stopping about 45 degrees after bottom dead centre in the compression stroke.
  • the inlet valve opening in the induction stroke is delayed until the number of degrees of crankshaft rotation from the beginning of the induction stroke exceeds the number of degrees of crankshaft rotation prior to the end of the compression stroke at which the exhaust valve is closed. This ensures that the combusted gases are expanded to an extent equal to or greater than the extent of compression of the gases prior to opening of the inlet valve.
  • the inlet valves could be controlled to have differing motions and thereby create swirl of the gases in the combustion chamber to promote mixing and to promote the correct conditions for auto- ignition.
  • the simple engine shown above does not have a spark plug, it may prove necessary to use a spark plug to complement the auto- ignition-process, particularly in start-up conditions. It may also be preferable to run the engine with auto- ignition only in part load/low speed conditions and run the engine with spark ignition in full load/high speed conditions.
  • inlet valve 15 and exhaust valve 16 in the above embodiments are both hydraulically actuated, they could be valves actuated purely electrically or by electromagnetic forces.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un procédé d'exploitation de moteur à combustion interne à quatre courses, consistant au moins en partie en un processus d'auto-allumage. L'entrée d'une charge carburant-air dans au moins une chambre à combustion (12) et la sortie de gaz en combustion de ladite chambre à combustion (12) sont régulées par des organes (15, 16) de soupape afin d'assurer le mélange de la charge carburant-air avec les gaz en combustion, de façon à générer dans la chambre à combustion (12) les conditions appropriées pour le fonctionnement du processus d'auto-allumage. Les organes (16) de soupape arrêtent le flux des gaz en combustion en provenance de la chambre à combustion (12) avant la fin d'une course d'échappement afin de bloquer les gaz en combustion dans la chambre à combustion (12) pour les mélanger ensuite avec la charge carburant-air introduite dans la chambre à combustion (12) et activer ainsi le processus d'auto-allumage. Les organes (15) de soupape permettent le passage de la charge carburant-air pendant la course d'admission seulement lorsque les gaz à combustion bloqués atteignent un volume équivalent au volume des gaz en combustion au moment où le flux des gaz à combustion en provenance de la chambre à combustion (12) a été stoppé.
PCT/GB2000/004975 1999-12-22 2000-12-22 Moteur a quatre courses WO2001046572A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GBGB9930380.2A GB9930380D0 (en) 1999-12-22 1999-12-22 A four stroke engine
GB9930380.2 1999-12-22
GB0018225.3 2000-07-25
GB0018225A GB0018225D0 (en) 1999-12-22 2000-07-25 A four stroke engine

Publications (1)

Publication Number Publication Date
WO2001046572A1 true WO2001046572A1 (fr) 2001-06-28

Family

ID=26244715

Family Applications (3)

Application Number Title Priority Date Filing Date
PCT/GB2000/004976 WO2001046573A1 (fr) 1999-12-22 2000-12-22 Moteur a quatre temps a injection directe a auto-allumage
PCT/GB2000/004974 WO2001046571A1 (fr) 1999-12-22 2000-12-22 Moteur quatre temps a charge homogene, a auto-allumage
PCT/GB2000/004975 WO2001046572A1 (fr) 1999-12-22 2000-12-22 Moteur a quatre courses

Family Applications Before (2)

Application Number Title Priority Date Filing Date
PCT/GB2000/004976 WO2001046573A1 (fr) 1999-12-22 2000-12-22 Moteur a quatre temps a injection directe a auto-allumage
PCT/GB2000/004974 WO2001046571A1 (fr) 1999-12-22 2000-12-22 Moteur quatre temps a charge homogene, a auto-allumage

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WO (3) WO2001046573A1 (fr)

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6971365B1 (en) 2004-07-12 2005-12-06 General Motors Corporation Auto-ignition gasoline engine combustion chamber and method
US6994072B2 (en) 2004-07-12 2006-02-07 General Motors Corporation Method for mid load operation of auto-ignition combustion
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EP1953366A1 (fr) 2001-04-19 2008-08-06 Lotus Cars Limited Moteur à auto-allumage à quatre temps
US6994072B2 (en) 2004-07-12 2006-02-07 General Motors Corporation Method for mid load operation of auto-ignition combustion
US7080613B2 (en) 2004-07-12 2006-07-25 General Motors Corporation Method for auto-ignition combustion control
US6971365B1 (en) 2004-07-12 2005-12-06 General Motors Corporation Auto-ignition gasoline engine combustion chamber and method
US7228839B2 (en) 2004-07-26 2007-06-12 Gm Global Technology Operations, Inc. NOx emission control for a controlled auto-ignition four-stroke internal combustion engine
US7370633B2 (en) 2005-03-03 2008-05-13 Gm Global Technology Operations, Inc. Load transient control methods for direct-injection engines with controlled auto-ignition combustion
US7367313B2 (en) 2005-03-03 2008-05-06 Gm Global Technology Operations, Inc. Speed transient control methods for direct-injection engines with controlled auto-ignition combustion
US7367308B2 (en) 2005-03-03 2008-05-06 Gm Global Technology Operations, Inc. Method for load transient control between lean and stoichiometric combustion modes of direct-injection engines with controlled auto-ignition combustion
US7370616B2 (en) 2005-03-03 2008-05-13 Gm Global Technology Operations, Inc. Method for transition between controlled auto-ignition and spark ignition modes in direct fuel injection engines
US7287497B2 (en) 2005-04-22 2007-10-30 Gm Global Technology Operations, Inc. Engine valve actuation system and method
US7275514B2 (en) 2005-04-28 2007-10-02 Gm Global Technology Operations, Inc. Method of HCCI and SI combustion control for a direct injection internal combustion engine
US7337762B2 (en) 2005-10-06 2008-03-04 Gm Global Technology Operations, Inc. Fuel adaptation in a homogeneous charge compression ignition engine
US7958864B2 (en) 2008-01-18 2011-06-14 Sturman Digital Systems, Llc Compression ignition engines and methods
US8887690B1 (en) 2010-07-12 2014-11-18 Sturman Digital Systems, Llc Ammonia fueled mobile and stationary systems and methods
US9206738B2 (en) 2011-06-20 2015-12-08 Sturman Digital Systems, Llc Free piston engines with single hydraulic piston actuator and methods
US9464569B2 (en) 2011-07-29 2016-10-11 Sturman Digital Systems, Llc Digital hydraulic opposed free piston engines and methods

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