WO2001057378A1 - Moteur a combustion interne pouvant fonctionner soit a 4 temps soit a 2 temps - Google Patents

Moteur a combustion interne pouvant fonctionner soit a 4 temps soit a 2 temps Download PDF

Info

Publication number
WO2001057378A1
WO2001057378A1 PCT/EP2001/000992 EP0100992W WO0157378A1 WO 2001057378 A1 WO2001057378 A1 WO 2001057378A1 EP 0100992 W EP0100992 W EP 0100992W WO 0157378 A1 WO0157378 A1 WO 0157378A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
stroke
internal combustion
valve
combustion engine
Prior art date
Application number
PCT/EP2001/000992
Other languages
German (de)
English (en)
Inventor
Detlef Jahn
Original Assignee
Detlef Jahn
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 Detlef Jahn filed Critical Detlef Jahn
Publication of WO2001057378A1 publication Critical patent/WO2001057378A1/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
    • F02B69/00—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types
    • F02B69/06—Internal-combustion engines convertible into other combustion-engine type, not provided for in F02B11/00; Internal-combustion engines of different types characterised by constructions facilitating use of same main engine-parts in different types for different cycles, e.g. convertible from two-stroke to four stroke
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an internal combustion engine with a cylinder block with at least one cylinder and a piston oscillating in the cylinder, a cylinder head with at least one intake port and an exhaust port, at least one intake valve per cylinder, which closes the intake port to the cylinder, and at least one exhaust valve per cylinder , which closes the exhaust port to the cylinder, the internal combustion engine being operable either in 4-stroke or 2-stroke operation.
  • Air-fuel mixture located in the cylinder is ignited after one revolution of the crankshaft. Because in internal combustion engines in 2-stroke operation, the ignition for everyone Rotation of the crankshaft takes place, the rotational speed of the exhaust shaft is subject to less fluctuations, since it is driven more evenly by regular ignition in the cylinder. 2-stroke internal combustion engines therefore run particularly quietly.
  • Quantity can be introduced into the cylinder, which enables a good energy conversion rate. 4 tact-
  • a disadvantage of 4-stroke internal combustion engines is that the rotational speed of the drive shaft is subject to large fluctuations due to the reduced number of ignitions, so that 4-stroke internal combustion engines run less smoothly compared to 2-stroke internal combustion engines. Further is the torque generated by 4-stroke internal combustion engines is lower.
  • the known internal combustion engine has a cylinder block with at least one cylinder and a piston oscillating in the cylinder, as well as a cylinder head with at least one intake duct and one exhaust duct, at least one intake valve per cylinder, which closes the intake duct towards the cylinder, and at least one exhaust valve per cylinder , which closes the exhaust port towards the cylinder.
  • the inlet and outlet valves are individually controlled via electro-hydraulically driven sensors. This makes it possible to open the intake and exhaust valve every two revolutions of the crankshaft at the control times customary for 4-stroke internal combustion engines, or else the intake and exhaust valve at the control times required for 2-stroke operation once per revolution of the crankshaft to open.
  • the fuel is mixed with the air in the intake duct or injected into it in a manner known to those skilled in the art, so that from the
  • Intake channel with premixed fresh gas open can be sucked into the cylinder.
  • This has the advantage that the cylinder is even with fresh gas same mixture is filled and thus forms an ignitable mixture in the vicinity of the spark plug at the time of ignition regardless of the mixture movement in the cylinder in a spark ignition internal combustion engine.
  • This makes it possible to burn the fresh gas in the cylinder with each ignition cycle.
  • it is disadvantageous that with the premixed fresh gas more fuel is often introduced into the cylinder than can be burned in a combustion act.
  • the fuel in the cylinder cannot be converted completely, as a result of which internal combustion engines of this type have a lower energy conversion rate than in the event of combustion of all the fuel in the cylinder.
  • Another mechanism for switching from a 4-stroke operation to a 2-stroke operation is known from the European patent application EP 0 584 575 AI.
  • the internal combustion engine equipped with this mechanism has one intake and one exhaust valve per cylinder, the valves being actuated via push rods.
  • the power transmission from a camshaft to the two pushrods takes place by means of hydraulic linkages, whereby each linkage is formed from the master piston, slave piston and a rotary valve with control bore. At least two of these hydraulic linkage arrangements are provided for each valve.
  • the cam of the camshaft actuates the master piston assigned to this part of the camshaft.
  • the master piston is compressed, whereby a liquid stored in it is conveyed to the slave piston through a control hole in the rotary valve. This fluid movement leads to the fact that the slave piston expands and thus opens the valve connected to it.
  • a further master piston is arranged, which is controlled via a further cam arranged next to the cam described first.
  • a control hole in the rotary valve connects either the first or the second master piston with the slave piston.
  • the invention is based on the object of further developing an internal combustion engine of the type mentioned at the outset in such a way that it enables a good energy yield.
  • the object is achieved according to the invention in an internal combustion engine according to the preamble of claim 1 in that at least one injection valve is provided per cylinder, which injects fuel into the cylinder.
  • the fuel Due to the direct injection of fuel into the cylinder, the fuel no longer has to be mixed with the air in the intake duct, as is known from the prior art, instead, the fuel can be introduced into the cylinder in a targeted manner.
  • charge stratification With direct fuel injection, for example, a so-called “charge stratification” can be achieved, in which the fuel in the cylinder is partly present in a mixture cloud, the mixing ratio of fuel to air of which is above the stoichiometric ratio necessary for complete combustion (rich mixture) is present in the remaining parts of the cylinder in a mixing ratio which is below the stoichiometric ratio (lean mixture)
  • the combustion spreads from the rich mixture cloud into the remaining space of the cylinder, the mixing ratios in the mixture cloud and in the rest of the cylinder are selected so that they are sufficient in the mixture cloud to start the combustion and outside the mixture cloud are sufficient to allow the combustion to spread further.
  • the internal combustion engine according to the invention can be both a spark-ignited internal combustion engine, in which case it is then advisable to create a mixture cloud that is used for Time is near the spark plug, or can be designed as a self-igniting internal combustion engine.
  • the camshaft should have two adjacent camshaft circuits per valve. Accordingly, two cams per cylinder should lie side by side on the camshaft, which enable the valves to be actuated at the control times necessary for the respective operation.
  • a mechanism such as is known from European patent application EP 0 584 575 AI can be used here.
  • solenoids it is possible for solenoids to individually control the inlet valve and the outlet valve.
  • a permanent magnet is provided at the upper end of the valve stem, which is guided in two magnet coils lying one above the other. Depending on which magnet coil is magnetized by the application of current, the permanent magnet is moved from the upper to the lower magnet coil or in the opposite direction. In this way the valve is opened and closed.
  • the electrical control of the solenoid coils makes it possible to open and close the valve at the times necessary for optimal gas exchange in the cylinder.
  • a compressor can be provided in the intake duct, for which either a separate drive can be provided, for example an electric drive, or a drive coupled to the rotating crankshaft.
  • a separate drive for example an electric drive, or a drive coupled to the rotating crankshaft.
  • the compressor is part of an exhaust gas turbocharger and is thus driven by an exhaust gas turbine provided in the exhaust duct.
  • Fig. 1, A-D the sequence of 4-stroke operation
  • the internal combustion engine shown schematically in FIGS. 1 and 2 is a spark-ignited internal combustion engine.
  • the structure of the internal combustion engine is the same in FIGS. 1 and 2, so that it is only explained in more detail with reference to FIG. 1A with the aid of the reference drawing.
  • the internal combustion engine has a cylinder block 1 in which at least one cylinder 2 is provided, in which a piston 3 oscillates.
  • the cylinder block 1 is closed off at the top by a cylinder head 4.
  • An intake duct 5 is provided in the cylinder head 4 and can be closed off from the cylinder 2 by an inlet valve 6.
  • an exhaust port 7 is provided in the cylinder head 4 and can be closed off from the cylinder 2 by an intake valve 6.
  • an exhaust port 7 is provided in the cylinder head 4 and can be closed off from the cylinder 2 by an exhaust valve 8.
  • An injection valve 9 is arranged between the inlet valve 6 and the outlet valve 8.
  • the cylinder also has a spark plug, not shown.
  • the so-called intake stroke of the 4-stroke operation is shown.
  • the piston 3 moves downward and sucks fresh air into the cylinder 2 through the opened inlet valve 6.
  • both the inlet valve 6 and the outlet valve 8 are closed.
  • the piston 3 moving upward compresses the gas in the cylinder 2, while fuel is injected into the cylinder through the injection valve 9.
  • the fuel is injected via the injection valve 9 in such a way that at the time of the ignition of the mixture at the end of the compression stroke, a mixture cloud is formed around the spark plug, not shown, which contains at least a stoichiometric mixture.
  • Fig. IC the so-called combustion cycle is shown, in which the mixture is burned in the cylinder 2 and the energy released by the combustion pushes the piston 3 down.
  • Inlet valve 6 is opened, whereupon the intake stroke shown in FIG. 1A connects again.
  • Escape valve 8 escape. Shortly thereafter, the inlet valve 6 is also opened and the fresh air compressed by a compressor (not shown) is pressed into the cylinder 2. During this inflow into the cylinder 2, the fresh air under pressure pushes the exhaust gas out of the opened exhaust valve 8.
  • the outlet valve 8 Shortly after the bottom dead center of the piston 3 has been reached, the outlet valve 8 is closed and shortly thereafter the inlet valve 6 is closed.
  • the piston 3 compresses the gas in the cylinder 2, which is now completely closed by the closed inlet valve 6 and the closed outlet valve 8.
  • the injection valve 9 injects fuel into the cylinder 2, so that a mixture cloud is formed around the spark plug, not shown.
  • the spark plug ignites the mixture and the piston is pushed down as shown in Fig. 2C.
  • the outlet valve 8 and the inlet valve 6 are opened again, so that the cylinder 2 can be purged and filled with new fresh gas. This is followed by a new compression stroke, as shown in FIG. 2D, at the end of which fuel is again injected and the mixture formed is ignited.
  • At least one injection valve (4) is provided per cylinder (2), which injects fuel into the cylinder (2).

Landscapes

  • 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 moteur à combustion interne comportant un bloc cylindre (1) présentant au moins un cylindre (2) et un piston (3) oscillant dans ce dernier (2), une culasse (4) comportant au moins un canal d'admission (5) et un canal d'échappement (7), au moins une soupape d'admission (6) par cylindre (2), qui obture le canal d'admission (5) vers le cylindre (2), et au moins une soupape d'échappement (8) par cylindre (2), qui obture le canal d'échappement vers le cylindre (2). Ce moteur à combustion interne peut fonctionner soit à 4 temps soit à 2 temps. Chaque cylindre comporte au moins une soupape d'injection (4) servant à injecter du carburant dans ce dernier (2).
PCT/EP2001/000992 2000-02-02 2001-01-31 Moteur a combustion interne pouvant fonctionner soit a 4 temps soit a 2 temps WO2001057378A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10004528.6 2000-02-02
DE10004528A DE10004528A1 (de) 2000-02-02 2000-02-02 Wahlweise mit 4-Takt-Betrieb oder 2-Takt-Betrieb betreibbare Brennkraftmaschine

Publications (1)

Publication Number Publication Date
WO2001057378A1 true WO2001057378A1 (fr) 2001-08-09

Family

ID=7629571

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/000992 WO2001057378A1 (fr) 2000-02-02 2001-01-31 Moteur a combustion interne pouvant fonctionner soit a 4 temps soit a 2 temps

Country Status (2)

Country Link
DE (1) DE10004528A1 (fr)
WO (1) WO2001057378A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7231892B2 (en) 2003-06-03 2007-06-19 Robert Bosch Gmbh Method for extending HCCI load range using a two-stroke cycle and variable valve actuation

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4392459A (en) * 1981-02-18 1983-07-12 Societe Nationale Industrielle Aerospatiale Four stroke thermal engine capable of temporary boost
EP0397521A1 (fr) * 1989-05-11 1990-11-14 Isuzu Ceramics Research Institute Co., Ltd. Système de contrôle du cycle d'un moteur
US5271229A (en) * 1992-06-01 1993-12-21 Caterpillar Inc. Method and apparatus to improve a turbocharged engine transient response
EP0584575A1 (fr) 1992-08-22 1994-03-02 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne ayant un mécanisme pour changer les modes opératoires.
US5517951A (en) 1994-12-02 1996-05-21 Paul; Marius A. Two stroke/four stroke engine

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19545153C1 (de) * 1995-12-04 1997-01-09 Max Liebich Verbrennungsmotor mit einem Ventilsystem zum Betrieb im Zweitakt- oder Viertaktmodus

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4392459A (en) * 1981-02-18 1983-07-12 Societe Nationale Industrielle Aerospatiale Four stroke thermal engine capable of temporary boost
EP0397521A1 (fr) * 1989-05-11 1990-11-14 Isuzu Ceramics Research Institute Co., Ltd. Système de contrôle du cycle d'un moteur
US5271229A (en) * 1992-06-01 1993-12-21 Caterpillar Inc. Method and apparatus to improve a turbocharged engine transient response
EP0584575A1 (fr) 1992-08-22 1994-03-02 MAN Nutzfahrzeuge Aktiengesellschaft Moteur à combustion interne ayant un mécanisme pour changer les modes opératoires.
US5517951A (en) 1994-12-02 1996-05-21 Paul; Marius A. Two stroke/four stroke engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7231892B2 (en) 2003-06-03 2007-06-19 Robert Bosch Gmbh Method for extending HCCI load range using a two-stroke cycle and variable valve actuation

Also Published As

Publication number Publication date
DE10004528A1 (de) 2001-08-09

Similar Documents

Publication Publication Date Title
DE69127478T2 (de) Verfahren zum Betrieb einer Brennkraftmaschine
DE102005051847B4 (de) Starten eines Motors ohne Nockenwelle aus dem Ruhezustand
DE4109538A1 (de) Brennkraftmaschine mit verbessertem brennstoffverbrauch
EP1352158B1 (fr) Procede et dispositif pour faire fonctionner un moteur a combustion interne
EP2992195B1 (fr) Moteur à combustion interne à piston alternatif ainsi que procédé pour faire fonctionner un moteur à combustion interne à piston alternatif
DE69209807T2 (de) Nutationsbewegungsbrennkraftmaschine
DE10235974A1 (de) Verbrennungsmotor mit simultaner Dualbetriebsart, und zwar mit Funkenzündung und homogener Ladekompressionszündung
DE69021169T2 (de) Zweitakt-Brennkraftmaschine mit variabler Ventilsteuerung.
DE102017120512B4 (de) Verfahren zum Betreiben eines Wasserstoffmotors für ein Kraftfahrzeug
DE19809300C2 (de) Viertakt-Verbrennungsmotor
DE10348138B4 (de) Verfahren zum Betrieb einer Brennkraftmaschine
DE10301191B4 (de) Verfahren und Vorrichtung zum Betrieb einer Brennkraftmaschine
DE68905094T2 (de) Zweitaktbrennkraftmaschine.
DE102015110558B4 (de) Brennkraftmaschine
WO2001057378A1 (fr) Moteur a combustion interne pouvant fonctionner soit a 4 temps soit a 2 temps
DE2402682A1 (de) Verbrennungskraftmaschine
DE19916853C2 (de) Brennkraftmaschine
DE19731974A1 (de) Hubkolbenbrennkraftmaschine
DE2743495A1 (de) Verfahren zur verbesserung der zuendwilligkeit und abgassauberkeit eines verbrennungskraftmotors und verbrennungskraftmotor
DE4411434C2 (de) Betriebsverfahren für eine Brennkraftmaschine mit mindestens zwei Einlaßventilen
DE19983702B3 (de) Verfahren und Vorrichtung zum Einspritzen von Kraftstoff in eine Verbrennungskraftmaschine und Verbrennungskraftmaschine
DE4023307A1 (de) Kraftstoffeinspritzvorrichtung fuer fremdgezuendete brennkraftmschinen
DE3590313T1 (de) Verfahren zum Verbessern des Betriebes einer Brennkraftmaschine mit kurzem Arbeitstakt und Brennkraftmaschine mit verbessertem Betrieb mit kurzem Arbeitstakt und vereinfachtem Aufbau
EP1290320A1 (fr) Systeme et procede d'injection de carburant
DE3433619A1 (de) Doppelverbrennungsmischgas und waermekraftmaschine

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): CN JP US

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR

121 Ep: the epo has been informed by wipo that ep was designated in this application
DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
122 Ep: pct application non-entry in european phase
NENP Non-entry into the national phase

Ref country code: JP