WO2004106715A1 - Moteur a piston a quatre temps a combustion comprenant une chambre de cylindre en deux parties - Google Patents

Moteur a piston a quatre temps a combustion comprenant une chambre de cylindre en deux parties Download PDF

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Publication number
WO2004106715A1
WO2004106715A1 PCT/EP2004/005713 EP2004005713W WO2004106715A1 WO 2004106715 A1 WO2004106715 A1 WO 2004106715A1 EP 2004005713 W EP2004005713 W EP 2004005713W WO 2004106715 A1 WO2004106715 A1 WO 2004106715A1
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WO
WIPO (PCT)
Prior art keywords
piston
cylinder
air
combustion chamber
valve
Prior art date
Application number
PCT/EP2004/005713
Other languages
German (de)
English (en)
Inventor
Gerard Rolka
Original Assignee
Gerard Rolka
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 DE10324007A external-priority patent/DE10324007B4/de
Priority claimed from DE102004013461A external-priority patent/DE102004013461B4/de
Application filed by Gerard Rolka filed Critical Gerard Rolka
Publication of WO2004106715A1 publication Critical patent/WO2004106715A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • 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
    • F01L1/12—Transmitting gear between valve drive and valve
    • F01L1/18—Rocking arms or levers
    • 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
    • F01L1/26—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder
    • 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
    • F01L11/00—Valve arrangements in working piston or piston-rod
    • F01L11/02—Valve arrangements in working piston or piston-rod in piston
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/08—Engines with oppositely-moving reciprocating working pistons
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • 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
    • F02B33/08—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with the working-cylinder head arranged between working and pumping cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • 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
    • F01L2305/00—Valve arrangements comprising rollers
    • 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
    • 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 a 4-stroke ner internal combustion engine according to the preamble of patent claim 1.
  • Nerbrenner 4-stroke piston engines with an open process and internal Nerbrenner are the cylinder filling with a fresh charge of optimal temperature and density as well as the optimal Nerburn of the air-fuel mixture in the cylinder for a given engine load states. These aspects are directly related to the engine's performance, its fuel consumption and exhaust emissions.
  • the power of an engine is proportional to the air flow. Since this is proportional to the air density, the performance of a motor specified in terms of stroke volume and speed can be increased by norcompressing the air before entering the cylinder, ie by charging.
  • the degree of charging gives the increase in density compared to Naturally aspirated engine. It depends on the charging system used (achievable pressure ratio) and is greatest at a given pressure increase if the temperature of the compressed air (charge air) is not increased or is cooled back to its initial temperature by the charge air cooling.
  • the degree of charging is limited in the gasoline engine by knocking combustion, in the diesel engine by the maximum permissible peak pressures.
  • the principle of dynamic charging is the conversion of the suction work of the piston into the kinetic energy of the gas column in the inlet channel upstream of the inlet valve, the kinetic energy being converted into the work of compression of the fresh charge.
  • the upper part of the combustion chamber belongs to the cylinder head and closes the cylinder tube at the top, whereas the lower part of the combustion chamber by the piston top side forms.
  • gas exchange elements mostly with control
  • inlet and outlet channels inlet and outlet channels
  • candle spark or glow plug
  • injectors injectors. All bores for intake and exhaust valves, candles and injection valves must be arranged with their openings in the upper part of the combustion chamber. For a given cylinder diameter, it is therefore not possible to place correspondingly large valve diameters.
  • the volume of the inlet channel is also several times smaller than the volume of the cylinder.
  • the pressure of the fresh charge in the inlet duct therefore drops significantly during the intake stroke.
  • the pressure in the cylinder drops even more because the flow of the fresh charge is throttled by the inlet valve in the way.
  • a fresh charge which is significantly thinner than the density in the intake manifold, remains in the cylinder.
  • the known method (Bosch GmbH, KTT, p. 374) opens the exhaust valve shortly before bottom dead center and, in the case of supercritical pressure conditions, approx. 50% of the combustion gases leave the combustion chamber during this pre-discharge.
  • the piston moving upwards then ensures that the combustion gases are almost completely removed from the cylinder, ie from the main combustion chamber, during the exhaust stroke.
  • the fresh charge warms up as it flows through the narrow intake ports into the hot cylinder head.
  • Significant heating occurs at the transition to the inlet channel neck, where the inlet valve is installed.
  • the inlet duct neck and inlet valve are the warmest point in the inlet duct.
  • this transition through the inlet channel neck in addition to the heating of the fresh charge, there is a significant cooling of the inlet valve and the
  • the course of the combustion process in the combustion chamber of engines with a homogeneous air-fuel mixture depends on the temperature of the intake air, the temperature of the combustion chamber wall and the contamination of the fresh charge by the exhaust gas residues.
  • a further hindrance in the combustion process for engines operated with a homogeneous air / fuel mixture can occur if the mixture in the combustion chamber reaches values (parameters) which cause knocking combustion.
  • “Knocking combustion is used when flame speeds in the range of the speed of sound occur. This can occur especially towards the end of combustion, when the tail gas is already highly compressed and has high temperatures. "(Bosch GmbH, KTT, p. 366).
  • the tail gas ignites due to the energy input from the sound wave and burns at a very high burning rate (explodes), which causes a pressure wave at high frequency and consequently leads to thermal and mechanical damage to components (pistons, Seal, bearing) leads.
  • the causes that promote this type of combustion are the excessive distance from the ignition source to the tail gas and the excessive temperature of the tail gas, which is taken from hot parts of the combustion chamber.
  • the hot parts are mostly the exhaust valves that are removed from the ignition source.
  • the cause of the long ignition delay is the sudden drop in temperature during the injection, because the fuel injected and atomized under high pressure requires heat to evaporate.
  • the first injected fuel drops fly through the air and evaporate. During the flight they take heat from the hot air to evaporate and at the same time use oxygen to burn it. The drops flying further back already have less heat and oxygen available and either fly further to get heat and oxygen or reach the wall of the combustion chamber and then evaporate there. As a result, the air temperature and the amount of oxygen in the entire injection zone drop so much that without Supply of heat and oxygen, the auto-ignition is significantly hindered.
  • the invention is intended to eliminate the described problems of heating the fresh charge that is too great due to lack of space in the cylinder head, and reducing the fresh charge density when it flows through the inlet channel to the cylinder. Furthermore, it should be possible to avoid or significantly reduce unfavorable effects such as the residual exhaust gas compression and exhaust gas recirculation during the exhaust stroke.
  • the internal combustion engine according to the present invention comprises cylinders, pistons and crankcases in a manner known per se.
  • the internal combustion engine is characterized in that the cylinder space is subdivided by the piston into a cylinder head-side cylinder upper space and into a combustion chamber on the crankcase side.
  • the inlet valve or the inlet valves are installed in the piston, which enables gas to pass between the cylinder upper chamber and the combustion chamber.
  • the combustion chamber is delimited by the piston crown, cylinder wall and cylinder crown and has at least one exhaust valve in the area of the cylinder crown.
  • Inlet valves enable the cylinder or combustion chamber to be filled with fresh charge, in that the movement of the piston over-pumps or displaces the fresh charge from the cylinder upper space through the inlet valve in the piston to the combustion chamber.
  • Combustion chamber filling initially achieves a higher engine torque in the entire speed range and thus an increase in output.
  • the torque in the internal combustion engine according to the invention is only dependent on the amount of fuel injected.
  • the exhaust gases can also, in particular Due to the much larger flow cross sections of the gas exchange elements compared to the prior art, remove almost completely from the cylinder during the exhaust stroke without residual exhaust gas compression and exhaust gas recirculation effect.
  • the mechanical friction losses and the losses due to gas resistance during the intake stroke and the exhaust stroke are also significantly lower than in known internal combustion engines.
  • Intake cycle can flow almost independently of the engine load conditions and almost unthrottled into the combustion chamber of the cylinder and can be charged.
  • this charge has a stratified charge structure with turbulence in the stratified area in the combustion chamber after overflow through the piston. This means that the warmest layers are on the combustion chamber floor and in the area of the exhaust valves, while layers that are colder and colder follow towards the top of the piston.
  • This stratified charge enables complete, economical and clean combustion in all engine load conditions, at the same time prevents knocking combustion in engines operated with a homogeneous air / fuel mixture and limits hard combustion in engines operated with a heterogeneous air / fuel mixture.
  • the special flow conditions in the cylinder of the internal combustion engine according to the invention make it possible to use fuels other than petrol or diesel oil.
  • Fuels can be used which can contain, for example, water or various ashes (eg silicates) as combustion products. With the downward extension and the additional flushing effect of the flow guide according to the invention, these combustion products can be removed easily and completely, with few or there is no contamination of the cylinder tube, pistons and intake valves.
  • the cylinder can also be made from building materials other than those which are currently in use, in the form of a completely separate component, e.g. made of ceramic.
  • the engine comprises an air circulation pipe between an air outlet valve and an air inlet valve, particularly good dynamic air charging is achieved even at a low engine speed.
  • Air is drawn into the cylinder head from the intake manifold not only every second, but every revolution of the crankshaft through 360 °.
  • the additional air intake during the compression cycle causes the air flow in the intake manifold to reach a speed that is approximately twice as high as the speed in intake manifolds at the same engine speed in conventional engines.
  • An additional advantage of the design with air recirculation pipe is that the air from the cylinder head, which was sucked in during the compression stroke, is pumped over the recirculation pipe to the intake pipe during the combustion stroke, where it in turn increases the air charge.
  • the piston sucks two times dense and cold air from the intake manifold to the cylinder head during the 4-stroke cycle. Once the piston pumps the air through the intake valve in the piston to the main combustion chamber, where it is in the combustion process is used, the second time the air is pumped over the circulation pipe to the intake manifold, which results in a high air speed and thus a good dynamic air charge.
  • part of the air from the cylinder upper chamber can also be transferred to the exhaust pipe so that the catalytic converter can cool down.
  • the size of the proportion of air that is pumped over to the exhaust pipe depends on the air temperature and can be controlled, for example, by a thermostat in the circulation pipe.
  • combustion chamber into the main combustion chamber and combustion bowls or main combustion chamber and separate combustion chamber, which is provided according to further preferred embodiments of the invention, has particular advantages in the area of the combustion process.
  • combustion processes take place in the combustion bowls or in the combustion chamber in the cylinder base, which produce a lot of heat in a short time due to complete fuel combustion, which results in high pressure in the cylinder and high torque.
  • the combustion bowl walls or combustion chamber walls in the vicinity of the injection nozzle promote good evaporation.
  • the exhaust gas temperatures and exhaust gas emissions - although the temperature becomes correspondingly high during combustion - are reduced in comparison with conventional engines.
  • the composition of the exhaust gas emissions is "cleaner" due to the good conditions for after-reactions during the combustion and exhaust cycle.
  • Optimal combustion of the air-fuel mixture is likewise achieved in these embodiments, the combustion taking place first in combustion bowls or combustion chambers and only then in the entire main combustion chamber.
  • pressure and heat of the exhaust gases generated in the closed combustion chamber during combustion are also used very well during part-load operation.
  • the exhaust gases transfer pressure and heat to the excess air in the cylinder, which is converted into additional work.
  • the exhaust gases cool down considerably more than with conventional engines and are "cleaner" due to after-reactions that take place immediately after the combustion chamber opening (bowl separation) in contact with additional air in the cylinder.
  • the two-stage combustion first results in a very good pressure distribution on the pistons in the combustion chamber and then also in the main combustion chamber and subsequently a very even increase in torque, which makes the engine elastic and powerful.
  • Figure 1 in schematic representation of an embodiment of a motor according to the present invention in section through the cylinder center.
  • FIG. 2 in an enlarged representation corresponding to FIG. 1, the crankcase area and exhaust valves of an engine according to FIG. 1 when cut through the valve plane;
  • 3 shows a schematic representation of the cylinder of an engine according to FIG. 1 in cross section looking from the cylinder head onto the cylinder bottom;
  • FIG. 7 shows a schematic detailed illustration of the piston wall, cylinder wall and piston lubrication system of a further embodiment of an engine according to the invention in
  • FIG. 8 in a representation corresponding to FIG. 4 piston area and piston lubrication system of an engine according to FIG. 7 in a graduated section through the piston center and valve;
  • Embodiment for an engine according to the present invention in section through the cylinder center during the intake stroke; 11 shows an illustration corresponding to FIG. 1 of the engine according to FIG. 10 in a graduated section through valves and channels at the end of the combustion cycle;
  • FIG. 13 in a representation corresponding to FIG. 3 cylinder of an engine according to FIGS. 10 to 12 in cross section looking from the cylinder head onto the cylinder bottom with exhaust valves;
  • FIG. 14 shows a representation corresponding to FIG. 9 of the cylinder and piston with intake valves in an engine according to FIGS. 10 to 13, in cross section with the viewing direction from the cylinder head;
  • FIG. 15 in a representation corresponding to FIG. 4 piston area of an engine according to FIG. 10 in a stepped section through valves and combustion chamber;
  • FIG. 17 in a representation corresponding to FIGS. 15 and 16, piston area according to FIGS. 15 and 16 including piston lubrication system, at the moment when the two combustion chamber troughs are separated in a longitudinal section through the piston;
  • FIG. 18 shows a schematic illustration of an enlarged detail from an engine according to FIG. 10 in the area of the exhaust valves including the seal bushing package in a partially broken-away section;
  • FIGS. 10 to 13 shows a schematic illustration of a crosshead of an engine according to FIGS. 10 to 13 in cross section.
  • 1 to 6 show a first exemplary embodiment of an engine operated with a heterogeneous air / fuel mixture (e.g. diesel oil) as a direct injector with two independent lateral combustion bowls.
  • a heterogeneous air / fuel mixture e.g. diesel oil
  • Fig. 1 shows in section A - A (see Fig. 3), the section running through the middle of the cylinder, the crankcase 1, in which the crankshaft 2 with bearings, two camshafts 3 (for the exhaust valves 10) with bearings, two guide strips 4, guide bush 5, two injection nozzles 6, two glow plugs 7, two rocker arm axes 8 and the seal 12 are installed.
  • the crankcase 1 is closed from below, as in conventional engines, with an oil pan 9. At the upper part of the crankcase 1 there are connection grooves in which the cylinder 13 is centered and sealed.
  • the area in the middle of the round centering and sealing groove serves as a cylinder base, which has two combustion bowls.
  • the injection nozzles 6 and the glow plugs 7 are connected to the combustion bowls.
  • In the middle of the cylinder base there is a bore for the guide bush 5 of the piston rod 17.
  • the piston rod 17 and two separating ribs (see FIG. 3) "divide” the cylinder base into two "half-cylinder bases”.
  • Each "half-cylinder base” has an injection nozzle 6 and a glow plug 7.
  • Below the cylinder base there are cooling channels (water space) which cool the entire upper area of the crankcase 1.
  • the cylinder 13 is fastened to the crankcase 1 either as a single tube with the water jacket cooling or as a cylinder block.
  • the piston 14 is located in the cylinder 13 with a cross insert 15 screwed into the center, in which components of the piston lubrication system (see FIG. 6) are installed.
  • the piston crown has an opening (for the piston rod 17), which is also the inlet valve seat.
  • an inlet valve plate 16 is inserted, which is attached to the piston rod 17 with the threaded pin 18.
  • the inlet valve plate 16 can move in this space together with the piston rod 17 either upwards or downwards and thus defines the stroke of the inlet valve.
  • the inlet valve plate 16 closes the opening in the piston head (inlet valve closed) and can thus pull the piston downward.
  • the piston rod 17 moves upward, the inlet valve in the piston head opens, the inlet valve plate 16 presses on the cross insert 15 and can thus push the piston upward.
  • the piston rod 17 is connected to the crankshaft 2 by the crosshead 19 and the connecting rod 20.
  • the crosshead 19 has two lateral carriages that guide the piston rod 17 between the guide strips 4.
  • the slide from the crosshead 19 and the guide rails transmit the side forces caused by the gas force during the combustion cycle in the cylinder 13 and by the mass forces during the movement of the
  • the cylinder hood 21 closes off the cylinder tube 13 from above and accommodates the large air inlet valve 22 and the large air outlet valve 23 with the associated springs, the piston stroke limiting sleeve 24 and the screw-in guide bush 26.
  • the stop nut 27 which is connected by the tension rod 25 to the cross insert 15 in the piston.
  • a disc spring is installed between the piston stroke limiter sleeve 24 and the collar of the stop nut 27. There is also a spiral spring between the screw-in guide bush 26 and the collar of the piston stroke limiter sleeve 24. The two springs reduce the shock that occurs at the end of the extension stroke when the piston 14 reaches its lowest position, so that the flushing gap can open.
  • the cylinder hood 21 and the piston top form the cylinder upper space ZO.
  • the piston underside (piston crown) and the cylinder crown form the main combustion chamber HR (see Fig. 6).
  • the camshaft 29 of the large air inlet valve 22 is located on one side of the cylinder hood 21, and the camshaft 30 of the large air outlet valve 23 is located on the other side.
  • Each of the two camshafts 29, 30 is installed in a housing 31.
  • the housings are filled with lubricating oil and fastened to the intake pipe segment 32 or to the air circulation pipe segment 33.
  • the two segments 32, 33 are laterally connected to the cylinder hood 21.
  • the cams 29, 30 control the large air valves 22, 23 each via a bolt 28 which is screwed into the center of the valve 22, 23 in each large air valve 22, 23.
  • the large air valves -22, 23 are guided and centered by the bolts 28.
  • the bolts 28 have a rectangular cross-section and on the side facing the camshaft 29, 30 a built-in roller which rolls over the cams 29, 30 and which transmits the pressure of the valve spring to the cams 29, 30.
  • the suction pipe 34 is connected to the suction pipe segment 32, the air circulation pipe 35 is connected to the air circulation pipe segment 33.
  • FIG. 2 shows in section BB (see FIG. 3), the section running through the outlet valves 10 and the outlet channels, the installation of outlet valves 10 with valve control and outlet channels.
  • the exhaust valve seats 36 are recessed in the cylinder bottom.
  • Each exhaust valve 10 in the crankcase 1 is guided and sealed by a valve guide sleeve 37.
  • the exhaust valve 10 is actuated by the camshaft 3 through the rocker arm 38 and via the valve lifter nut 39 and pulled back to the seat 36 with the valve spring 40.
  • connections between the cooling in the cylinder water jacket and the cooling in the crankcase 1 are shown.
  • Fig. 3 shows in section CC (see Fig. 2) a view of the cylinder bottom. It shows four exhaust valves 10 and four exhaust valve seats 36, two combustion bowls with the glow plugs 7, a section through the piston rod 17 and two separating ribs on the cylinder bottom ,
  • the combustion bowl and two exhaust valve seats 36 which are recessed in the cylinder base, form a lateral combustion chamber base, which is located on one half of the cylinder base.
  • An identical mirror image is arranged on the second half of the cylinder base Combustion chamber floor.
  • the two combustion chamber floors are delimited from one another by the piston rod 17 and the separating ribs.
  • An exemplary embodiment for a fuel injection is drawn into the combustion chamber floors. It is carried out in three beam directions: two lateral in the horizontal plane and one in the vertical plane. The arrows show the fuel jet during injection and the turbulence caused by it.
  • the piston 14 is drawn in its lowest position at the end of the extension stroke in section D - D (see FIG. 5); there is a gap between the valve seat in the piston and the inlet valve plate 16.
  • the section in FIG. 4 runs through the "windows" in the piston, combustion bowls, injection and suction cylinders of the piston lubrication system in the cross insert 15, injection nozzles 6, piston rod 17 with inlet valve disk 16 and threaded pin 18.
  • the injection pistons 41 and the suction pistons 42 of the piston lubrication system are screwed into the threaded pin 18.
  • the holes for the lubricant are shown in the threaded pin 18.
  • the two injection and suction cylinders of the piston lubrication system serve simultaneously as shock absorbers during the closing and at the end of the full opening of the intake valve 16 (they reduce the impact of the
  • the further downward movement of the piston is limited by the pull rod 25, which is screwed onto the threaded nipple of the cross insert 15.
  • the piston 14 has two oil control rings 43 and two piston sealing rings 44. Between the oil control rings 43 there is a groove for lubricant.
  • FIG. 5 shows a top view of the piston 14 and of the cross insert 15 screwed into the center of the piston with lubricating oil bores and lubricating oil valves in the piston lubrication system on the basis of the cross section E - E through the cylinder 13 (see FIG. 4).
  • the piston 14 and the Cross insert 15 have four common threaded connections, but only in the area of the ribs. Between the ribs there are “windows” through which air can enter the space between the piston crown and cross insert 15 and can be pumped over to the main cylinder combustion chamber HR when the inlet valve 16 is open.
  • the holes and one-way valves for the piston lubrication system are shown in the ribs (dashed lines)
  • a cross section through the tension rod 25 can be seen in the middle of the cross insert 15.
  • FIG. 6 shows the piston 14 during the intake stroke on the basis of the sectional representation F - F (see FIG. 5).
  • the section in FIG. 6 runs through ribs, injection and suction cylinders of the piston lubrication system in the cross insert 15, through the piston 14 in the cross insert rib area and through the lubricating oil channels and lubricating oil valves of the piston lubrication system in the threaded pin and in the piston rod 17.
  • the inlet valve 16 is fully open here.
  • the inlet valve plate 16 presses on the cross insert 15 and can push the piston 14 upwards.
  • the injection piston 41 and the suction piston 42 of the piston lubrication system are in their highest position.
  • In the middle of the injection piston 41 there is a bore through which the oil mist (oil-air mixture) from the oil atomizer 45 in the piston rod 17 can be sucked in through the bore in the threaded pin 18.
  • At the top of the injection cylinder of the piston lubrication system there is a horizontal bore in the piston 14, which is drilled through the center of the ribs in the cross insert 15 and is provided on both sides with one-way valves which are sealed with threaded plugs.
  • the suction cylinder in the cross insert 15 of the piston lubrication system also has holes through which it can extract used lubricating oil from the lubrication groove and the oil scraper rings 43: two vertical holes which are drilled upwards from the suction cylinder and have a connection to short horizontal holes which are connected to the outside thread of the Guide cross insert 15 towards the center of cross insert 15 and are sealed from the outside with a threaded plug.
  • the horizontal short holes are also made in the center of the rib of the cross insert 15 and at the same height as the injection holes drilled through the center, but in the ribs rotated by 90 ° to the above. With these holes, other vertical holes are connected, which have one-way valves and are sealed from below with the thread plug.
  • a washer 48 with a spring which serves as a one-way valve.
  • 7 to 9 contain partial sections of a further exemplary embodiment (piston with four intake valves), in which an engine operated with a heterogeneous air-fuel mixture is shown as a direct injector with two independent lateral combustion bowls.
  • Piston lubrication system that can be used in this embodiment (piston construction with four inlet valves in the piston).
  • the section in FIG. 7 runs through the injection cylinder 49 in the piston lubrication system and the connection of the injection oil channel to the engine piston 52.
  • the injection cylinder 49 is installed in the cylinder hood 50.
  • At the top of the injection cylinder 49 there is a connection to a lubricating oil atomizer with a one-way valve.
  • the injection piston 51 with a one-way valve and a hole in the middle through which the oil mist is injected from the oil atomizer to the piston 52.
  • the injection piston 51 is screwed into the bottom of the piston 52.
  • the oil mist is injected from the injection cylinder 49 to the lubrication groove in the piston through the bores in the piston 52.
  • FIG. 8 shows the piston 52 as an exemplary embodiment with four inlet valves 53 on the basis of the sectional representation G - G (see FIG. 9).
  • the section in FIG. 8 runs through piston 52, inlet valve 53 with inlet valve holders 54, 55, connection of the suction piston 61 to the suction oil channel of the piston lubrication system in the piston 52, and combustion bowls and injection nozzles 6.
  • the piston 52 is at its lowest position at the end of the compression stroke. All intake valves 53 are closed.
  • the inlet valves 53 are installed from the underside of the piston head and are fastened from the top of the piston by means of the inlet valve holders (lower 54, upper 55).
  • Each valve has a valve seat 58 which is pressed into the piston crown from below.
  • the inlet valve holders 54, 55 are centered on the centering bolt 56 and are fastened thereon together with the pull rod 60. Untitled.
  • a spacer sleeve 59 is located between the inlet valve holders 54, 55.
  • the inlet valve holders 54, 55 are connected to one another by four pins 62.
  • the centering pin 56 is centered from below in the threaded pin 57 by a guide with a rectangular cross section and secured against rotation. In the middle of the piston head there is a bore through which the piston 52 is fastened to the piston rod 17 with the threaded pin 57.
  • a connection of the suction piston 61 of the piston lubrication system is shown on the right-hand side of the sectional view according to FIG. 8.
  • the suction piston 61 and holes in the piston 52 Through the hole in the suction piston 61 and holes in the piston 52, the used lubricating oil is sucked out of the lubrication groove and the two oil scraper rings 43 through the suction piston 61 to the suction cylinder.
  • FIG. 9 shows a stepped cross section H - H (see FIG. 8) through the cylinder 13, the centering pin 56, the spacer sleeve 59, the inlet valve stem 53, the injection pistons 51 and the suction pistons 61 of the piston lubrication system, the pull rod 60 and a view of on top of the piston 52, the inlet valve holders - upper 55, lower 54 (partial view), the threaded pin 57 and the inlet valves 53.
  • the piston 14 which is pulled downward by the intake valve plate 16, also moves and pushes the exhaust gases out of the main combustion chamber HR (between the underside of the piston and the cylinder bottom ) through the opened outlet valves 10 to the outlet channels.
  • the exhaust gases have a significantly lower resistance than in conventional engines, because four exhaust valves 10 together result in a large exhaust cross section and short exhaust gas paths facilitate the extension.
  • the upper side of the piston sucks the air from the suction pipe 34 through the opened large air inlet valve 22 to the upper cylinder area ZO (between the cylinder hood 21 and the upper side of the piston) during the piston movement downward.
  • the large air outlet valve 23 is closed.
  • the piston becomes larger and reaches its maximum opening when the edge of the intake valve plate 16 reaches the lower surface of the cross insert 15 (see FIG. 6). Simultaneously with the movement of the piston rod 17 from the bottom dead center to the point where the inlet valve plate 16 reaches the lower surface of the cross insert 15, the oil atomizer 45 in the piston rod 17 is compressed by the injection piston. ben 41 oil mist (oil-air mixture) sucked into the injection cylinder of the piston lubrication system in the cross insert 15.
  • This oil-air mixture is injected through bores and one-way valves into the lubrication groove in the piston. There, oil from oil mist settles on the cylinder wall and reduces friction when the piston moves.
  • Parallel to the injection cylinder the air-exhaust gas mixture extracted in the suction cylinder from the lubrication groove and two oil scraper rings 43 by the suction piston 42 is compressed with used oil. Then the air-exhaust gas mixture compressed with used oil is blown out through the bores in the threaded pin 18 and the one-way valve to the piston rod 17 and further through the bores in the piston rod wall to the crank chamber.
  • the suction cylinder has a stroke volume that is several times greater than that of the injection cylinder because air and exhaust gas are also sucked in during the extraction of used oil.
  • the compression of the oil mist in the injection cylinder of the air-exhaust gas mixture in the suction cylinder causes the piston 14 to start moving upward, even though the edge of the inlet valve plate 16 has not yet reached the lower surface of the cross insert 15.
  • the air flows from the cylinder upper chamber ZO via the inlet valve 16 to the main combustion chamber HR.
  • the first portion of air (first layer) remains with Cylinder bottom and heats up from the hot surfaces of the exhaust valve 10 and the combustion bowl walls. This air has turbulence that was caused in the flow through the inlet valve 16 right at the beginning of the upward piston movement.
  • the additional air that flows into the main combustion chamber HR remains under the piston crown of the piston 14 moving upward due to a suction effect and has much stronger turbulence, which is caused by a higher piston speed than at the beginning of the intake stroke.
  • Valve plate 16 and its seat in the piston 14 is reduced by the damping effect of the injection and suction cylinder of the piston lubrication system and by the gas resistance of the air flowing to the main combustion chamber.
  • the damping effect emanating from the injection and suction cylinder arises at the moment the inlet valve closes, where the injection piston 41 sucks the oil-air mixture from the atomizer 45 in the piston rod 17 over to the injection cylinder and the suction piston 42 the used lubricating oil together with air and exhaust gas from the Lubrication groove and the oil scraper rings sucked over to the suction cylinder.
  • the large air intake valve 22 opens while the intake valve is closing. When the intake valve in the piston closes, the intake stroke ends and the compression stroke begins.
  • fuel is injected simultaneously from the injection nozzles 6 into the two combustion bowls, which are located in the middle of the combustion chambers, and is auto-ignited under very good thermal conditions.
  • the combustion cycle begins from the moment the fuel is injected into the combustion bowls.
  • the large air inlet valve 22 closes and the large air outlet valve 23 opens.
  • the first phase of combustion takes place in parallel in both combustion bowls, but the combustion spreads immediately to the combustion chambers (exhaust valve area). Then the flames from the two combustion chambers combine and spread over the entire main combustion dream.
  • the two combustion sources quickly build up a large flame area and generate a lot of heat, so the pressure in the cylinder 13 increases rapidly. Air not used in the combustion process expands in the cylinder 13 and causes additional pressure.
  • the piston 14 together with the inlet valve plate 16 pulls the piston rod 17 upwards.
  • the tensile force is transmitted from the piston rod 17 to the connecting rod 20, where it is converted into the torque of the engine.
  • the resulting lateral forces are transmitted to the supporting structure of the crankcase 1 by the slides in the crosshead 19 and the guide strips 4. Due to very good lubrication conditions, the friction losses between the crosshead slide and the guide rails are low.
  • the decision depends on the air temperature (control with a thermostat) and the load state of the engine (control with a control system).
  • the piston rod 17 with the piston 52 begins to move upward.
  • the exhaust valves 10 close.
  • the inlet valves 53 are still in their lowest position and move when the threaded pin 57 takes the centering pin 56 upwards.
  • the air from the upper cylinder area ZO flows through the fully opened intake valves in the piston 52 into the main combustion chamber HR.
  • the first air layer remains in the cylinder bottom and heats up due to the hot surfaces of the exhaust valve 10 and the combustion bowl walls. This air has turbulence created by the flow through the intake valves.
  • the piston has four connections for the lubrication system: two injection and two suction connections.
  • the connections have the same distance from the center of the piston and are alternately placed at 90 °.
  • the injection piston 51 With each movement of the piston 52 downward, the injection piston 51 sucks the oil mist (oil-air mixture) through the one-way valves from the oil atomizer into the injection cylinder 49.
  • the piston 52 reaches its bottom dead center and begins to move upward, the one-way valve located at the oil atomizer closes and the one-way valve in the injection piston 51 opens.
  • the oil mist in the injection cylinder 49 is sprayed through the bores in the injection piston 51 and piston 52 to the lubrication groove.
  • the suction piston 61 sucks the used lubricating oil together with air and exhaust gas from the lubrication groove and the two oil control rings through the channels in the piston, the bore and the one-way valve in the suction piston 61 to the suction cylinder with each movement of the piston 52 downward.
  • the suction cylinder has a stroke volume that is at least twice as large as that of the injection cylinder.
  • 10 to 21 show a further exemplary embodiment of an engine operated with a homogeneous air / fuel mixture, for example gasoline, with a divided combustion chamber located in the center of the main combustion chamber HR, into which the fuel is injected directly.
  • a homogeneous air / fuel mixture for example gasoline
  • the air-path profile from the upper cylinder space ZO to the main combustion chamber HR in the cylinder 13 is shown by arrows during the intake stroke.
  • 10 shows in section A - A (section through the cylinder center, see FIG. 13) the crankcase 1, in which the crankshaft 2 with bearings and connecting rods 20, two camshafts 3 (for exhaust valves 10) with bearings, the injection nozzle 6, the spark plug 63, two rocker arm axles 8 and the seal 12 are installed. 10 corresponds to the intake stroke of the engine.
  • the crankcase 1 is closed from below, as in conventional engines, with an oil pan 9. At the upper part of the crankcase 1 there are connection grooves in which the cylinder 13 is centered.
  • the area of the crankcase 1, which is delimited by the cylinder tube, serves as the cylinder bottom.
  • the cylinder base recess which has a raised collar.
  • the injection nozzle 6 and the spark plug 63 are connected in the cylinder bottom recess.
  • the “windows” are closed with covers 11.
  • the cylinder 13 is attached to the crankcase 1 either as a single tube with the water jacket cooling or as a cylinder block.
  • the piston 14 is located in the cylinder 13 with a pneumatic damper 64 installed in the middle (see FIG. 15), which is connected to the intake valve package.
  • the cylinder hood 21 closes off the cylinder tube 13 from above and accommodates the large air inlet valve 22 and the large air outlet valve 23 with the associated springs 78.
  • the cylinder hood 21 and the piston top form the cylinder upper space ZO.
  • the piston underside (piston crown) and the cylinder crown form the main combustion chamber HR.
  • the camshaft 29 of the large air inlet valve is located on one side of the cylinder hood, and the camshaft 30 of the large air outlet valve is located on the other side.
  • Each of the two camshafts 29, 30 is installed in a housing 31.
  • the housings 31 are filled with lubricating oil and fastened to the intake pipe segment 32 or to the circulation pipe segment 33.
  • the two pipe segments 32, 33 are laterally connected to the cylinder hood 21.
  • the cams 29, 30 control the large air valves 22, 23 via the flat slide 65, which are screwed into the middle of the valve in both large air valves 22, 23. At the same time, the large air valves 22, 23 are guided and centered by the slide 65.
  • the sliders 65 have built-in rollers on the sides facing the camshafts 29, 30 which roll over the cams 29, 30 and which transmit the pressure of the valve springs to the cams 29, 30.
  • the suction pipe 34 is connected to the suction pipe segment 32, the circulation pipe 35 is connected to the circulation pipe segment 33.
  • Fig. 11 shows in section BB (see Fig. 13) the installation of the intake valve 53 and part of the intake ports in the piston 14 at the moment of the end of the combustion stroke.
  • the section runs through inlet valves 53 and inlet channels in the piston 14, outlet valves 10, outlet channels and through one of two piston rods 67, 68 with sealing tion bushing package 66 and guide strips 4.
  • the installation of the exhaust valve 10 with control and exhaust channels, one of the two piston rods 67 (68) with a sealing bush 66, the guide strips 4 and the cross-head bolt 69 is shown.
  • Each of the two piston rods 67, 68 is fastened in the piston 14, sealed in the cylinder bottom area with a sealing bush 66 and connected to the crankshaft 2 via the cross-head bolt 69 and the connecting rod 20 (see FIG. 10).
  • each piston rod 67, 68 has two lateral slides which guide the piston rod 67, 68 between the guide strips 4.
  • the carriages of the piston rod heads and the guide strips 4 transmit the side forces which arise from the gas pressure during the combustion cycle in the cylinder 13 and from the inertial forces during the movement of the engine components to the supporting structure of the crankcase 1.
  • the exhaust valve seats 36 are recessed in the cylinder bottom.
  • Each exhaust valve 10 in the crankcase 1 is guided and sealed by the valve guide sleeve 37.
  • the exhaust valves 10 are actuated by camshafts 3 through the rocker arms 38 and the valve tappet nuts 39 and are pulled back to the seats 36 with the valve springs 40.
  • Fig. 12 shows in section A - A (see Fig. 13) the engine during the compression stroke at the moment of fuel injection.
  • fuel jets - one upwards in the direction of the piston recess KM, a second in the direction of the spark plug 63 - are represented by "clouds".
  • air is drawn in from the intake manifold 34 through the piston 14 to the cylinder upper chamber ZO via the open large air inlet valve 22.
  • the arrows show the course of the air movement.
  • section D - D see FIG. 10
  • section through cylinder 13 and piston rods 67, 68 a view of the cylinder bottom with cylinder bottom recess ZM and exhaust valves 10 is shown.
  • FIG. 13 shows four outlet valves 10, the cylinder bottom recess in the middle with the injection nozzle 6 and the spark plug 63, and two piston rods 67, 68 - piston rod 67 with a bore for the supply of lubricating oil and piston rod 68 with a bore for the suction of used lubricating oil.
  • FIG. 14 shows in section E-E (see FIG. 10) a top view of the piston 14, intake valve package and piston rods 67, 68.
  • the piston 14 has two large depressions, each with two intake channels, into which the intake valves 53 are installed.
  • the inlet valves 53 are guided by rounded springs of the piston and are connected to the pneumatic damper 64 via the cross-shaped valve holder 55.
  • the inlet valves 53 open (see FIG. 16) and the air is pumped over from the cylinder upper chamber ZO to the main combustion chamber HR via the inlet channels.
  • section F - F shows in section F - F (see FIG. 14) the piston 14 in its lowest position - bottom dead center - at which the compression stroke ends and the combustion stroke begins.
  • the section runs through inlet valves 53 with guide, inlet channels in the piston 14, inlet valve holders 54, 55, pneumatic damper 64, outlet valves 10, outlet channels and closed combustion chamber KM, ZM.
  • the compressed air in the main combustion chamber HR outside the closed combustion chamber (hollows KM, ZM) is shown by dark dots.
  • the position of the fully open intake valves 53 and exhaust valves 10 is shown with dash-dotted lines.
  • the inlet valves 53 are concluded. They are installed from the underside of the piston crown and are guided with a certain amount of play in the piston springs. Each valve is assigned a valve seat 76 which is pressed into the piston crown from below. At the top, all inlet valves 53 are connected to the cross-shaped valve holder 55 (also with a certain amount of play), which in turn is fastened on the pneumatic damper 64.
  • the valve holder 55 consists of at least two identical, cross-shaped, flat springs which are centered on the shock bushing 70 and are screwed onto it with two nuts.
  • the bolt of the pneumatic damper 64 is screwed into the shock bushing 70 and is secured against loosening with a nut.
  • the bolt is guided in two bushings - upper 71 and lower 72.
  • the upper bush 71 is installed in the screw bush 73, which in turn is screwed into the piston 14.
  • the screw-in bushing 73 serves as a cover for the cylinder of the pneumatic damper 64 and as a stop for the shock bushing 70.
  • the plate spring 74 is fastened with a certain play by means of the screw-in ring 75 so that the screw-in ring 75 simultaneously secures the screw-in bushing 73 against loosening.
  • Fig. 16 shows in section A - A (see Fig. 13) the piston 14 in its lowest position - in the bottom dead center at the end of the extension stroke and the beginning of the intake stroke.
  • the section runs through the cylinder center, piston 14 with pneumatic damper 64 and piston recess KM, cylinder base, cylinder base recess ZM with injection nozzle 6 and spark plug 63.
  • the inlet valves 53 are fully open, the shock bushing 70 presses on the plate spring 74, and the pneumatic damper 64 has reached its lowest point.
  • the exhaust valves 10 are not yet closed, which enables the main combustion chamber HR to be flushed. Arrows show the air movement taking place (the concealed inlet and outlet channels are shown with dashed lines).
  • FIG. 17 shows in section AA (see FIG.
  • the piston has two oil scraper rings 43.
  • One oil scraper ring 43 is located above, the other below the lubrication ring 77.
  • the oil scraper rings 43 collect the used oil from the inside of the cylinder tube in their grooves. The used oil is extracted from these grooves through the channels (at least four channels on the piston circumference), a large channel in the piston 14, the piston rod 68, the cross-head bolt 69, the connecting rod 20 and the crankshaft 2 through the suction pump. Small arrows in the channels show the oil flow in the piston 14.
  • the 18 shows a longitudinal section G - G (see FIG. 14) through the cylinder hood 21 and the piston 14 with a pneumatic damper 64, two piston rods 67, 68 and piston recess KM.
  • the large air outlet valve 23 is installed, which is guided and opened by the slide 65 and then pushed back to its seat by two springs 78. Both piston rods 67 and 68 are fastened in the piston 14.
  • the piston 14 is in its highest position.
  • the large air inlet valve 22 is constructed identically to the large air outlet valve 23 and is a mirror image of the cut surface on the other side of the cylinder 13.
  • FIG. 19 shows the broken-out section through the piston rod 67 and the sealing bush 66, the package of the sealing bush 66 in the vicinity of the exhaust valves 10.
  • the seal bushing packages enable the sealing of the piston rods 67, 68 at the transition through the cylinder base, even if the distance between the two piston rods 67, 68 firmly anchored in the piston changes due to thermal expansion of the piston 14.
  • the seal bushing package consists of the screw-in bushing 79, the sealing bushing 66, the screw-in pressure bushing 80 and the disk spring assembly 81.
  • the screw-in bush 79 has a bore at the top, the diameter of which is approximately twice the thermal expansion between the piston rods than the diameter of the piston rod 17. Below this bore of the screw-in bush 79, inside the screw-in bush 79, there is a small, highly polished surface which the highly polished face of the sealing bush 66 is pressed by the plate spring assembly 81. The plate spring assembly 81 is tensioned by the screw-in pressure bushing 80. Because the inner diameter of the screw-in bushing 79 is larger than the diameter of the sealing bushing 66, the sealing bushing also shifts when the piston rod 17 is displaced. Despite this shift, the seal between the main combustion chamber HR and crank chamber remains. The sealing bush also serves as an oil wiper bush.
  • the exhaust valves 10 with the valve guide sleeves 37 are the crankcase 1 Lassventile 10 with the valve guide sleeves 37, the crankcase 1 and the guide strips 4 shown.
  • FIG. 21 shows an exemplary embodiment in which the piston recess KM and the cylinder base recess ZM are designed as inserts 82 and 83, respectively.
  • the trough inserts 82, 83 can be made from building materials other than those that are used in the piston 14 or crankcase 1.
  • FIGS. 10 to 21 The mode of operation of the engine shown in FIGS. 10 to 21 is shown below, the engine being operated in a 4-stroke process with a homogeneous air / fuel mixture.
  • the exhaust gases have a much lower resistance than in conventional engines, because four exhaust valves 10 together result in a large exhaust cross-section and, in addition, short exhaust gas paths facilitate the extension.
  • the upper side of the piston sucks the air from the suction pipe 34 through the opened large air inlet valve 22 to the cylinder upper chamber ZO (between the cylinder hood 21 and the upper side of the piston) during the piston movement downward.
  • the large air outlet valve 23 remains closed.
  • the piston rods 67, 68 press against the piston 14, whereupon the piston 14 begins to move upward from bottom dead center.
  • the exhaust valves 10 close.
  • the large air inlet valve 22 closes.
  • the air in the cylinder upper chamber ZO is compressed and at the same time the air pressure drops under the piston 14 moving upward in the main combustion chamber HR.
  • the air flows from the upper cylinder area ZO via the intake valves to the main combustion chamber HR.
  • the first portion of air (first layer) remains on the cylinder bottom and heats up on the hot surfaces of the exhaust valves 10 and the trough walls. This air layer has turbulence that was caused in the flow through the inlet valves 53 when the piston moved upward.
  • this turbulent air flushes the two separate troughs KM, ZM from residual exhaust gases.
  • the smaller amount of exhaust gas from the combustion chamber KM, ZM mixes with the fresh air that has just come out of the intake valves. If there is a large excess of air, the small amount of exhaust gas does not have a negative impact on the further course of combustion, but on the contrary acts as a means of reducing nitrogen emissions.
  • this movement is throttled by the action of the pneumatic damper 64 until the collar of the damper 64 leaves the lower fitting bore in the damper cylinder and moves to a wider position in the damper cylinder. Then there is a rapid movement of the intake valve package until the collar of the damper reaches the upper fitting hole in the damper cylinder and throttles the movement of the intake valve package again until the intake valves reach their seats.
  • the pneumatic damper 64 moves upward due to inertia and tensions the cross-shaped valve holders 55.
  • the intake valves are closed, at this moment the intake stroke ends and the compression stroke begins.
  • the large air intake valve 22 in the cylinder hood 21 opens while the intake valve is closing in the piston 14.
  • the piston rods 67, 68 now pull the piston 14 downward.
  • the inlet valves 53 and the pneumatic damper 64 are still under the influence of inertia due to the turning of the piston movement, the inlet valves 53 are pressed against their seats 76.
  • the rapidly increasing pressure in the main combustion chamber HR increases this pressure on the inlet valves 53.
  • the piston 14 moving downward compresses the air in the main combustion chamber HR.
  • the engine control in partial load operation is described below.
  • the injection nozzle 6 injects the fuel jets into the two depressions KM, ZM.
  • the fuel jet sprayed in the direction of the piston bowl KM moves in compressed air, strikes one side of the piston bowl KM (see FIG. 12) and causes a spherical swirl of the air / fuel mixture on the inclined surface of the bowl KM.
  • the second smaller fuel jet is sprayed towards the spark plug 63 at an incline into the trough bottom ZM.
  • This fuel jet also causes a spherical swirl of air-fuel mixture, but which has a different direction of rotation than that in the piston bowl KM.
  • the piston recess KM has a lower temperature (because of longer contact with flowing fresh air during the intake stroke) than the cylinder base recess ZM, which is located between the four exhaust valves 10. Despite the low temperature, the fuel injected into the KM piston bowl has sufficient time to evaporate due to a small amount of fuel, a long way to the KM bowl and an intense swirl. The piston 14 continues to move downward.
  • the collar of the KM piston recess comes into contact with the outer collar of the ZM cylinder base recess. From this moment on, the two troughs KM, ZM form a closed combustion chamber KM, ZM, which closes off the air-fuel vapor mixtures from both troughs KM, ZM.
  • the piston bowl collar plunges into the cylinder bowl bowl with very little play.
  • the compression ratio of the air / fuel vapor mixture grows faster than the compression ratio of the air outside the combustion chamber in the main combustion chamber HR due to the volume loss due to the immersion of the piston recess.
  • the pressure loss in the combustion chamber KM, ZM is low due to the small play between the two coils.
  • the large air intake valve 22 closes and the large air exhaust valve 23 opens.
  • the spark plug 63 ignites the air / fuel vapor mixture and after a short delay in ignition, the flame spreads throughout the combustion chamber KM, ZM.
  • the piston 14 now moves upwards. Shortly before the combustion chamber troughs KM, ZM are separated, burning hot gases contained therein spray through a small gap between the inner collar of the piston troughs. de KM and the outer collar of the cylinder bottom recess ZM, as well as through small recesses in the outer collar of the cylinder bottom recess ZM, targeted upwards and downwards into the main combustion chamber HR to pressurized colder but denser air.
  • the aforementioned specializations are in the area of the federal introductory phase, see Fig. 17.
  • the air in the main combustion chamber HR expands quickly.
  • the pressure in the main combustion chamber HR is growing rapidly.
  • the piston 14 pulls the piston rods 67, 68 upwards.
  • the pulling force is transmitted from the piston rods 67, 68 to the connecting rod 20, where it is converted into the torque of the engine.
  • the piston 14 moving upward forces the air out of the cylinder upper chamber ZO through the large air outlet valve 23 into the circulation pipe 35. This expelled air goes partly into the intake pipe 34, partly into the exhaust pipe.
  • the decision in turn depends on the air temperature (control with a thermostat) and the load state of the engine (control with a control system).
  • fuel is injected into the troughs KM, ZM in appropriate quantities, depending on the need for engine power.
  • the course of the combustion takes place at the moment of the combustion chamber separation, when the still burning gases are "injected” into the compressed air around the combustion chamber into the main combustion chamber HR and further after-reactions are caused.
  • the two-stage combustion combination releases extremely low-emission gases and it becomes one optimal air utilization with very low power losses when changing loads (inflow and outflow).
  • This mixture remains in the lowermost warm air layers near the cylinder floor recess, because it is compressed by the air layers arriving from the intake valves.
  • the piston continues to move upwards and only clean, cool and dense air enters the upper parts of the main combustion chamber HR.
  • the combustion cycle after the combustion chamber separation has a different course than in part-load operation.
  • Hot, burning gases spurt out of the separate combustion chambers (depressions) and cause combustion of the air-fuel vapor mixture, which is concentrated in the cylinder bottom area.
  • the pressure in the main combustion chamber HR then increases much more than in part-load operation and is converted into a significantly higher torque of the engine.
  • the combustion runs optimally, there are also after-reactions and a significant reduction in the temperature of the exhaust gases at the end of the combustion cycle. As a result, the exhaust gases are pushed out of the main combustion chamber HR with as little pollution as in part-load operation.
  • the air is drawn into the cylinder upper chamber ZO unthrottled and is only over-pumped into the main combustion chamber HR during the intake stroke.
  • the engine is only controlled by the amount of fuel injected in various load conditions. In partial load operation, the injection takes place only once in the closing troughs, in full load operation twice (or several times): the first time at the start of the intake stroke in the separating troughs KM, ZM, the second time at the end of the compression stroke in the closing troughs KM , ZM.

Abstract

L'invention concerne un moteur à piston à quatre temps à combustion comprenant une chambre de cylindre en deux parties. Cette chambre de cylindre est divisée par le piston (14) en une chambre supérieure de cylindre (ZO) et une chambre de combustion (HR). Le piston (14) comprend au moins une soupape d'admission (53) et la chambre de combustion (HR) comprend au moins une soupape d'échappement (10) au niveau du fond du cylindre. Dans les moteurs classiques, l'air aspiré ne présente pas la densité appropriée et sa température est excessive, en particulier en raison du manque de place dans la culasse. Par ailleurs, l'étranglement entraîne une perte de puissance lors du changement des gaz en raison des sections d'écoulement réduites. La construction du moteur selon l'invention résout en particulier le problème de place dans la culasse et permet ainsi d'obtenir un air aspiré froid et dense. Les gaz d'échappement sortent du cylindre (13) par les soupapes d'échappement (10) dans le fond du cylindre. Ce moteur fonctionne selon un processus de combustion en deux phases. En charge partielle, la combustion a lieu simplement dans une chambre de combustion séparée dans laquelle du carburant est injecté lors du temps de compression.
PCT/EP2004/005713 2003-05-27 2004-05-27 Moteur a piston a quatre temps a combustion comprenant une chambre de cylindre en deux parties WO2004106715A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE10324007A DE10324007B4 (de) 2003-05-27 2003-05-27 Verbrennungs-4-Takt-Kolbenmotor mit axialstromigem zyklischem Gaswechsel im Zylinder und Verfahren zum Betrieb eines solchen Motors
DE10324007.1 2003-05-27
DE102004013461A DE102004013461B4 (de) 2004-03-18 2004-03-18 Verbrennungs-4-Takt-Kolbenmotor mit axialstromigem zyklischem Gaswechsel im Zylinder und zentral liegender geteilter Brennkammer
DE102004013461.8 2004-03-18

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WO2004106715A1 true WO2004106715A1 (fr) 2004-12-09

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2470630A (en) * 2009-04-18 2010-12-01 Richard Lloyd Leslie Daniel Internal combustion engine with means to extract power from otherwise wasted heat
US20220290625A1 (en) * 2019-08-22 2022-09-15 Save The Planet Co., Ltd. Combustion apparatus that combusts fuel

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NL13152C (fr) *
US2011591A (en) * 1932-07-06 1935-08-20 Camille R Pitre Gasoline engine
GB603589A (en) * 1944-03-01 1948-06-18 Henri Convert Improvements in or relating to two-stroke internal-combustion engines
FR2454521A1 (fr) * 1979-04-20 1980-11-14 Suaire Marc Moteur thermique deux temps a piston alternatif et a combustion interne
US5167208A (en) * 1992-03-09 1992-12-01 Rasiah Randolph R Internal combustion engine
FR2681097A1 (fr) * 1991-09-11 1993-03-12 Barbault Jean Pierre Moteur a explosion a quatre temps avec admission d'air au travers du piston.
DE4134706A1 (de) * 1991-10-21 1993-04-22 Josef Kopiniok Zweistufenkolbenmotor
US6062187A (en) * 1996-07-23 2000-05-16 Pattakos; Manousos Pulling piston engine
DE19906456A1 (de) * 1999-02-16 2000-08-31 Thomas Geyer Verbrennungsmotor

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL13152C (fr) *
US2011591A (en) * 1932-07-06 1935-08-20 Camille R Pitre Gasoline engine
GB603589A (en) * 1944-03-01 1948-06-18 Henri Convert Improvements in or relating to two-stroke internal-combustion engines
FR2454521A1 (fr) * 1979-04-20 1980-11-14 Suaire Marc Moteur thermique deux temps a piston alternatif et a combustion interne
FR2681097A1 (fr) * 1991-09-11 1993-03-12 Barbault Jean Pierre Moteur a explosion a quatre temps avec admission d'air au travers du piston.
DE4134706A1 (de) * 1991-10-21 1993-04-22 Josef Kopiniok Zweistufenkolbenmotor
US5167208A (en) * 1992-03-09 1992-12-01 Rasiah Randolph R Internal combustion engine
US6062187A (en) * 1996-07-23 2000-05-16 Pattakos; Manousos Pulling piston engine
DE19906456A1 (de) * 1999-02-16 2000-08-31 Thomas Geyer Verbrennungsmotor

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2470630A (en) * 2009-04-18 2010-12-01 Richard Lloyd Leslie Daniel Internal combustion engine with means to extract power from otherwise wasted heat
US20220290625A1 (en) * 2019-08-22 2022-09-15 Save The Planet Co., Ltd. Combustion apparatus that combusts fuel
US11754010B2 (en) * 2019-08-22 2023-09-12 Save The Planet Co., Ltd. Combustion apparatus that combusts fuel

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