WO2005019619A1 - Moteur a combustion interne et cycle de fonctionnement ameliores - Google Patents

Moteur a combustion interne et cycle de fonctionnement ameliores Download PDF

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Publication number
WO2005019619A1
WO2005019619A1 PCT/US2004/026861 US2004026861W WO2005019619A1 WO 2005019619 A1 WO2005019619 A1 WO 2005019619A1 US 2004026861 W US2004026861 W US 2004026861W WO 2005019619 A1 WO2005019619 A1 WO 2005019619A1
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WIPO (PCT)
Prior art keywords
closing
intake
stroke
engine
point
Prior art date
Application number
PCT/US2004/026861
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English (en)
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Bryant, Clyde, C.
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.)
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Application filed by Bryant, Clyde, C. filed Critical Bryant, Clyde, C.
Publication of WO2005019619A1 publication Critical patent/WO2005019619A1/fr

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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
    • F02D13/0223—Variable control of the intake valves only
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0412—Multiple heat exchangers arranged in parallel or in series
    • 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
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • F02B41/02—Engines with prolonged expansion
    • F02B41/04—Engines with prolonged expansion in main cylinders
    • 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
    • F02D13/0273—Multiple actuations of a valve within an engine cycle
    • 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
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • 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
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • 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
    • 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
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F02B29/0418—Layout of the intake air cooling or coolant circuit the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
    • 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
    • F02D13/0269—Controlling the valves to perform a Miller-Atkinson cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D23/00—Controlling engines characterised by their being supercharged
    • 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

  • This invention relates to a method of deriving mechanical work from combusting gas in an internal combustion engine by means of a new thermodynamic working cycle and to reciprocating internal combustion engines for carrying out the method.
  • Increasing air charge density increases both power and fuel efficiency due to further thermodynamic improvements.
  • Typical objectives for an efficient engine are to provide a high- density charge, begin combustion at maximum density and then expand the gases as far as possible against a piston
  • the present invention comprises an internal combustion engine system (including methods and apparatuses) for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power and torque while minimizing polluting emissions.
  • the method includes the steps of (i) producing an air charge, (ii) controlling the temperature, density and pressure of the air charge (iii) transferring the air charge to a power cylinder of the engine such that an air charge having a weight and density selected from a range of weight and density levels ranging from atmospheric weight and density to a heavier-than-atmospheric weight and density is introduced into the power cylinder, and (iv) then compressing the air charge at a low "effective" compression ratio, (v) causing a pre-determined quantity of charge-air and fuel to produce a combustible mixture, (vi) causing the mixture to be ignited within the power cylinder, and (vii) allowing the combustion gas to expand against a piston operable in the power cylinder with the expansion ratio of the power cylinder being substantially greater than the effective compression ratio of the power cylinders of the engine.
  • the invented method is capable of producing mean effective [cylinder] pressures ("mep") which are much higher than produced by traditional Otto, Miller and Diesel cycle engines.
  • mean effective cylinder pressure is alternatively, selectively variable (and selectively varied) throughout a wide range during the operation of the engine.
  • the apparatus of the present invention provides a reciprocating internal combustion engine with at least one ancillary compressor for compressing an air charge, an intercooler through which the compressed air can be directed for cooling, power cylinders in which the combustion gas is ignited and expanded, a piston operable in each power cylinder and connected to a crankshaft by a connecting link for rotating the crankshaft in response to reciprocation of each piston, transfer conduit communicating an atmospheric inlet port to the inlet of at least one compressor, a transfer conduit communicating the compressor outlet to a control valve and to the intercooler, a transfer manifold communicating the intercooler with the power cylinders through which manifold the compressed charge is transferred to enter the power cylinders, an intake valve controlling admission of the compressed charge from the transfer manifold to said power cylinders.
  • the intake valves of the power cylinders are timed to operate such that charge air which is (by weight of air per liter) equal to or heavier than charge air utilized in traditional Otto, Miller and Diesel cycle engines can be maintained within the transfer manifold when required and introduced into the power cylinder during the intake stroke, with the intake valve closing at some point during the compression stroke, to provide a low "effective" compression ratio.
  • the intake valve is held closed during the initial portion of the piston intake stroke and then opened and closed in a manner to create and maintain a compression ratio less than the expansion ratio so that ignition can commence at substantially maximum charge density.
  • Means are provided for causing fuel to be mixed with the air charge to produce a combustible gas.
  • the intake valve can open twice, once opening and closing during the intake stroke and again opening during the later part of the intake stroke, or later, and closing during the compression stroke at a point which captures a charge weight needed to power the engine and at such a time that the effective compression ratio of the engine will be less than the expansion ratio so that ignition can commence at substantially maximum charge density.
  • Means are provided for causing fuel to be mixed with the air charge to produce a combustible gas.
  • combustion chambers of the power cylinders are sized with respect to the displaced volume of the power cylinders such that the exploded combustion gas can be expanded to a volume substantially greater than the effective compression ratio of the power cylinders of the engine
  • the combustion chambers are of a size to establish compression ratios similar to those of a typical Otto or Diesel cycle engines or alternatively are enlarged for more power In some embodiments where combustion chambers are enlarged, engine stroke and/or cylinder bore are increased to match, concurrently, the increase in charge-air expansion.
  • one or more expansion valves are provided in the path of air introduction to the intake valve to effect a chilling of entry air; and the expansion valve can be provided with one or more controllable, variable orifices.
  • FIG. 1 is a perspective view (with portions schematically illustrated or in cross-section) of sections of an internal combustion engine operating in a four- stroke cycle showing a portion of the engine block, one cylinder with piston, and a section of the head showing an intake valve and an exhaust valve with compressors, inter-coolers and controls from which a first method and a second method of operation can be performed and will be described.
  • Fig. 2 is a perspective view of a partial engine block and head in cross- section and showing a cylinder of an engine with the intake valve operated by a camshaft and cam, the cam having two lobes for opening and closing the intake valve twice during each power cycle.
  • the engine of this invention is a high efficiency engine that attains both high power and torque with low fuel consumption and low polluting emissions.
  • the new working cycle is an external compression type combustion cycle.
  • the intake air is selectively compressed by at least one ancillary compressor 1, 2.
  • the temperature rise during compression can be suppressed by use of air coolers 10, 11, 12, which cool the intake air, and by a shorter effective compression stroke.
  • this first embodiment comprises a supercharged internal combustion engine in which, selectively, atmospheric air or air-fuel mix is compressed and cooled externally to the engine and introduced during the intake stroke or shortly thereafter, and the intake valve is then closed during the compression stroke at a point that the retained charge weight within cylinder/combustion chamber is sufficient, when mixed with fuel and ignited at piston top-dead-center (TDC), to produce the power and torque desired of the engine.
  • TDC piston top-dead-center
  • the intake valve is held closed during the initial part of the stroke. In this system, this first stroke expands any residual gases in the combustion chambers. These expanding gases cool piston and cylinder and enhance the entrance of the air charge which is inducted at some point before or after piston bottom-dead-center (BDC) of the first stroke.
  • Atmospheric air is received by port 8, filtered, compressed by compressor of turbo charger 1, is passed through after cooler 10, then alternatively, further compressed and temperature adjusted by wholly or partially passing through compressor 2, wholly or partially through intercooler 11 (which is alternatively water cooled), then passed wholly or partially through after-cooler 12 and through conduit B, through intake valve 16 and intake port 416 into chamber 407.
  • the chamber 407 is that chamber formed, in this embodiment by the piston 7 top, cylinder 7 walls, and engine head 404.
  • conduit B contains an expansion valve 410 (or, again optionally, intake port 416 is fitted with an expansion valve) as shown and illustrated in conduit B.
  • conduit to compressor 2 is fitted with an air bypass system consisting of bypass valve Rl and conduit XI ;
  • conduit to intercooler 11 is fitted with bypass valve R2 and bypass conduit X2,
  • conduit from intercooler 11 to intercooler 12 is fitted with a bypass valve R3 and bypass conduit X3, whereby the valving and bypass system so constructed that said R control valves, activated by sensors within the system, send messages concerning temperatures of the passing fluid to alternate engine control module, ECM-27 to alternatively cause R valves to individually pass the transmitted fluids wholly or partially through intercoolers or cause wholly or partially to bypass the compressor 2 or cooler 12, 13, in order to adjust pressure and temperature to that desired for best engine performance.
  • Expansion valves so constructed that said R control valves, activated by sensors within the system, send messages concerning temperatures of the passing fluid to alternate engine control module, ECM-27 to alternatively cause R valves to individually pass the transmitted fluids wholly or partially through intercoolers or cause wholly or partially to bypass the compressor 2 or cooler 12, 13, in order to adjust pressure
  • variable orifice opening
  • ECM-27 which adjusts the size of the orifice, if present, to that producing a desired temperature of the charge air.
  • the very high pressure air or air-fuel charge is delivered to intake valve 16 and inlet port 416 and is utilized in this fashion:
  • Valve 16 and inlet port 416 are kept closed through the first part of the first (normally intake) stroke.
  • intake valve 16 and inlet port 416 open to induct the cool, dense air or air- fuel charge into the chamber 407.
  • the valve 16 is held open long enough that the charge inducted has time to fill chamber 407 and, possibly for piston 22, during compression (2 n ) stroke, (alternatively) to expel a portion of charge back through intake port 416 and valve 16 and into manifold 14. Alternatively any excess charge is expelled through an ancillary valve (not shown) with proper back pressure to prevent pressure drop.
  • Port 416 and valve 16 are then closed at a predetermined point of piston 22 travel in the compression stroke.
  • the point of closure of intake valve 16 and inlet port 416 is variable and varied using, for example, valve controlling devices known in the industry. When the port and valve are closed, a charge is trapped and retained which when mixed with fuel, if not already present, and ignited will cause the engine to produce the power and torque required of the engine at that moment.
  • the point of closure of the intake valve 16 and inlet port 416 occurs after the piston has traveled through a meaningful portion of the compression stroke, for example, at or after 25% and, preferably, after 50% of the compression stroke has been traveled.
  • the closure takes place as late as possible in the compression stroke while still providing enough time after the closure for the trapping of air to be complete and ignition of the fuel/air combination to take place no later than at the point of piston top dead center at the end of the compression stroke.
  • the closure of intake valve 16 and inlet port 416 occurs at a point in piston travel of approximately 15°-20° before top dead center.
  • Compression continues on the trapped portion of charge and near piston 22 top-dead-center, the charge is fueled, if fuel is not present, and ignited, producing great power, for the power/expansion (3 rd ) stroke, followed by the scavenging (4 th ) stroke to complete one power cycle.
  • Model ll Single Valve - or Multiple Valves in Unison Intake Valve Opens Twice Per Power Cycle
  • Atmospheric air or air-fuel is inducted by inlet duct 8, filtered into and compressed by turbo charger 1 , further compressed by compressor 2, cooled by at least one of intercoolers 10, 11 and 12.
  • the charge has its temperature and pressure adjusted by compressor and cooler system the same as for the engine of Model I.
  • the optimal charge is inducted, cool or "chilled", by intake conduit B, intake valve 16B and inlet port 416B (shown in Fig. 2).
  • the chief difference of this engine operation as compared to Model I is that inlet port 416B is opened and closed twice by valve 16B of Fig. 2, for example, with double-lobed cam 21, with lobes 21C and 2 ID each opening valve 16B and inlet port 416B once during each power cycle.
  • the air or air-fuel charge alternatively, has its pressure and temperature adjusted by the compression-cooling-bypass system, alternatively controlled by engine control module (ECM-27), Fig. 1.
  • the cool, high-pressure air as in the engine of Model I, can be thermodynamically "chilled” by being expanded by expansion valve 410 as indicated within conduit B of Fig. 1 and Fig. 2, or by the same system at valve inlet port 416 A.
  • Atmospheric air inducted by port 8 of Fig. 1 and pressure and temperature adjusted as specified is introduced by valve 16B and port 416B, of Fig. 2, in the following manner: (a) Intake valve 16B of Fig. 2, (being either cam 21 operated with cam 21 having two lobes 2 ID and 21C, or operated by a quick-acting valve controller such as valve controller 21' of Fig. 1, including but not limited to electrical, hydraulic, or mechanical operation) is opened quickly with low valve lift during part of the intake (1 st ) stroke of piston 22. Intake valve 16B, with cam lobe 21D of Fig. 2 or valve controller 21' of Fig. 1 closes quickly, capturing a light charge in the initial charge intake. This small air charge is expanded during any further piston 22 intake movement, providing some cooling to piston and cylinder, with little air charge remaining to create heat during the compression stroke.
  • Intake valve 16B of Fig. 2 being either cam 21 operated with cam 21 having two lobes 2 ID and 21C, or operated by a
  • the port 416B is held open long enough for the cylinder 7 (shown in Fig. 1 and Fig. 2) to receive sufficient charge to fill the chamber 407 and possibly for piston 22 (shown in Fig. 1 ), during the compression stroke, to expel any excess portion of charge back through intake port 416B and valve 16B and back into manifold 14 (of Fig. 1). Alternatively, excess charge is expelled through an ancillary valve (not shown) with proper back pressure to prevent pressure drop.
  • Port 416B and valve 16B are held open by lobe 21C of cam 21 , Fig. 2 or by quick-acting valve 16 of Fig. 1 , during the last part of the intake stroke and/or first part of the compression stroke. Port 416B and valve 16B are then closed at a predetermined point of piston 22 travel in the compression stroke.
  • the point of closure of intake valve 16B and inlet port 416B is variable and varied using, for example, valve controlling devices known in the industry.
  • the point of closure of the intake valve 16B and inlet port 416B occurs after the piston has traveled through a meaningful portion of the compression stroke, for example, at or after 25% and, preferably, after 50% of the compression stroke has been traveled. More preferably, in alternate embodiments, the closure takes place as late as possible in the compression stroke while still providing enough time after the closure for the trapping of air to be complete and ignition of the fuel/air combination to take place no later than at the point of piston top dead center at the end of the compression stroke. According to one example, the closure of intake valve 16B and inlet port 416B occurs at a point in piston travel of approximately 15°-20 c before top dead center.
  • valve 16A has a cam 21B on which a single lobe 2 IE has a profile matching lobe 21C on cam 21, which cam 21 opens and closes valve 16B and inlet port 416B.
  • Lobe 21D of cam 21 is missing on cam 21B.
  • this arrangement is constructed such that during each firing cycle: (a) lobe 2 ID first opens and closes valve 16B during an intake stroke of piston 22; and (b) subsequently, and in unison or approximately in unison, lobe 21 C and lobe 2 IE open and close their respective valves 16B, 16A and ports 416B, 416A.This permits much faster charging of the chamber 407.
  • the engine can operate in this mode continuously as "steady-state" power for heavy duty operation.
  • Mode Three the engine can operate in Mode One for cruising or at any time less power is required, and can then be switched to Mode Two at anytime great power is needed.
  • Engaging and disengaging the cam 21B can be accomplished in any of numerous ways known in the art of valve and cam control.

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

Abstract

La présente invention se rapporte à un moteur à combustion interne, qui permet un cycle de fonctionnement à une température moins élevée et, sélectivement, une pression cylindre effective moyenne supérieure à celle des agencements de moteurs à cycle Otto et à cycle Miller classiques. Dans un mode de réalisation, au cours de chaque cycle, la soupape d'admission est maintenue fermée lors de la première partie du temps d'admission, puis elle est ensuite ouverte et fermée. Dans un autre mode de réalisation, au cours de chaque cycle, la soupape d'admission s'ouvre deux fois, s'ouvrant et se fermant d'abord pendant le temps d'admission, puis s'ouvrant et se fermant à nouveau. Dans tous les modes de réalisation, la dernière fermeture de la soupape d'admission du cycle a lieu pendant le temps de compression à un point qui capture un poids de charge nécessaire à l'alimentation du moteur et à un moment tel que le rapport de compression effectif du moteur soit inférieur au rapport d'expansion. Les chambres de combustion, la course du piston et/ou l'alésage du cylindre sont dimensionnés de manière sélective. Une autre variante comprend une soupape d'expansion, qui sert à refroidir l'air d'entrée et peut posséder un orifice variable réglable.
PCT/US2004/026861 2003-08-18 2004-08-18 Moteur a combustion interne et cycle de fonctionnement ameliores WO2005019619A1 (fr)

Applications Claiming Priority (2)

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US49599703P 2003-08-18 2003-08-18
US60/495,997 2003-08-18

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WO2010118847A1 (fr) * 2009-04-17 2010-10-21 Behr Gmbh & Co. Kg Canal d'air de suralimentation pour moteur à combustion interne
US10036336B2 (en) 2006-09-08 2018-07-31 Hawar Technologies Limited Apparatus to improve the efficiency of internal combustion engines, and method therefor

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US20140305415A1 (en) * 2013-04-15 2014-10-16 Volvo Car Corporation Combustion control for combustion engines
US9739213B2 (en) * 2014-04-04 2017-08-22 Ford Global Technologies, Llc Methods for turbocharged engine with cylinder deactivation and variable valve timing
US9422902B2 (en) 2014-08-14 2016-08-23 Elwha Llc Heat transfer systems for internal combustion engines and methods
US9546631B2 (en) * 2014-08-14 2017-01-17 Elwha Llc Heat transfer systems for internal combustion engines and methods
US20160108861A1 (en) * 2014-10-15 2016-04-21 Matthew G. Riddle Engine Management System
US11852056B2 (en) 2018-02-05 2023-12-26 Volvo Truck Corporation Method for controlling lubrication of a connecting rod bearing

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