WO2009007878A2

WO2009007878A2 - Supercharged engine and derived hybrid propulsion system

Info

Publication number: WO2009007878A2
Application number: PCT/IB2008/052650
Authority: WO
Inventors: Liviu Grigorian Giurca
Original assignee: Liviu Grigorian Giurca
Priority date: 2007-07-06
Filing date: 2008-07-02
Publication date: 2009-01-15
Also published as: WO2009007878A3; WO2009007878A9

Abstract

The invention refers to a supercharged engine and derived hybrid propulsion system used mainly on hybrid vehicles or other applications where it is necessary a source of a high specific power. A supercharger engine 1 conformable with this invention uses a solid piston 2 which contains a motor piston 3 and a compressor piston 4 axially arranged and connected in the central portion of the solid piston 2 with a push rod 5. A hybrid vehicle, which employs this supercharged engine, can achieve the partial recovery of the braking energy and the 'stop and go' operation.

Description

Description SUPERCHARGED ENGINE AND DERIVED HYBRID

PROPULSION SYSTEM

Technical Field

The invention refers to a supercharged engine and derived hybrid propulsion system used mainly on hybrid vehicles or other applications where it is necessary a source of a high specific power.

Background Art

It is known the classic internal combustion engine with four-stroke used on hybrid vehicles like buses or cars. To obtain a sufficient power are needed at least four cylinders, employing a construction that is almost similar to that used on the non- hybrid vehicles. This means a big number of component parts and consequently relatively high manufacturing costs. In addition the association with a hybrid transmission, usually electric, aimed mainly braking energy recovery, leading to a further increase in the price of the final product. On the other hand, a hybrid vehicle employs more types of energy besides the mechanical and electrical, as the hydraulic or pneumatic energy used for the purpose to act various servomechanisms. To obtain these forms of energy are used auxiliary devices (pumps and compressors), which complicates the construction and increase costs.

It is also known the invention GB2069041, which describes a four-stroke engine, which uses the part behind the piston, located towards to crankcase, as the pumping piston to get supercharging. This solution, and they like has the following disadvantages:

- the pumping region (the compressor) is common with engine crankcase, which usually in the four-stroke engines contains a fog of oil. The separation between the oil and the compressed air is very difficult, and some proposed devices entering important fluid-dynamic losses into the intake air system.

-in another case, if for intake process is used a mixture of air with oil, then must to employ rolling contact bearings, as the two-stroke engines; consequently the construction will be very expensive and the durability will be diminished; in addition the burned motor oil generates some emissions difficult or even impossible to be treated at the current level of regulations.

It is also known the invention DE476428, which describes an engine having two connecting rods acting a double effect piston oscillating in two cylinders of the same diameter. This solution presents the following disadvantages:

-it uses a big and heavy pin due to its location in the median area of the piston; this severely limits the rotation speed of engine and the specific power.

-the big length of the piston determines big dimensions of the engine.

It is also known the OPOC engine conformable to the invention US2006124084. This multi-connecting rod, two-stroke engine with two opposed cylinders, in the version proposed for industrialization presents the disadvantage that requires an external compressor to achieve the scavenging. Also this engine has a number of six connecting rods for only two cylinders, diminishing the efficiency. Disclosure of Invention

Technical Problem

The problem solved by this invention is to achieve an ultra-compact supercharger engine that used in a hybrid propulsion system to facilitate the partially recovery of the braking energy in the simplest manner and having a low cost.

Technical Solution

The supercharger engine conformable to invention uses a solid piston which contains a motor piston and a compressor piston axially arranged and united in the central portion of the solid piston with a push rod. The three parts can be formed from the same material or by separate pieces assembled with the help of some screws. The motor piston evolves into a motor cylinder as mobile wall of a combustion chamber. The compressor piston evolves into a compressor cylinder situated in opposition with the motor cylinder. The motor and compressor piston, respectively the motor and compressor cylinder can have a circular or oval section. Each motor and compressor piston engine present a number of rings, which also may have in assembly state circular shape or in another variant an oval shape depending on the shape of the piston where is mounted. The compressor cylinder is made preferably directly into a crankcase of the engine and it is closed to the opposite side of a compressor piston by a wall that some intake flexible valves and exit flexible valves are mounted. Variable volume space between the wall and the compressor piston forms a pumping chamber and these throughout parts used to supercharge the engine forms an internal compressor. The motor cylinder is situated in an engine block mounted on the crankcase. On the push rod there is a hole where is mounted a pin which has a shape extended to every part of the push rod with some cantilevers. Right behind the motor piston, on each cantilever are articulated a connecting rod through an end rod. Pin length is chosen in such a way as to enable the operation of the two connecting rods inside the motor cylinder without interfering with the fixed parts. The connecting rods transmit their motion to a crankshaft on which they are assembled with the aid of some foot rods. The rigid link between the foot rod and the end rod is made by a connect part. The connect parts may oscillating inside of two holes situated side by side of the compressor cylinder. Each hole has a section in sufficient size to allow passage of foot rods or of the end rods in the mounting process. The two foot rods can be mounted both on a same crankpin or, in another variant on two separate crankpins. The crankcase is closed by a carter in such a way that together support the crankshaft. Between the crankcase and the carter, in the lower portion is closed a space forming an oil pan. Towards the exterior, the motor cylinder is closed by a cylinder head which contains some intake valves and exhaust valves acted by at least a camshaft. The intake valves control a transfer duct and the exhaust valves control an exhaust duct. The intake flexible valves of the internal compressor control an intake duct located in crankcase which is fed with air from an intake manifold and are operated by the pressure difference exerted on both sides of them. The exit flexible valves control a liaison duct located in crankcase which is connected with the transfer duct located in the cylinder head, and also are operated by the pressure on both sides of them. The intake flexible valves and the exit flexible valves work so automatically being opened or closed by the pressure (or by negative pressure) existing in the pumping chamber. The liaison and transfer ducts form together in a first variant, an accumulation room. The control of the air quantity delivered by the internal compressor can be done internally using a by-pass duct located between the pumping chamber and intake duct on the route, which is found a calibrated hole controlled by an adjustment actuator. The supercharger engine according to the invention must be mounted preferably in horizontal position. It can be done in line with one, two, three or n cylinders which use same crankshaft. In another variant the engine is made in the boxer version or with the solid pistons in opposition. In this case the crankshaft is also common and has the crankpins at an angle of 180 °. The connecting rods of the two opposite solid pistons are intercalated between them. A boxer engine of this type can be achieved with two solid pistons, or by joint with four, six, etc.. All these variants can operate as spark ignition engines, as compression ignition engines or all other type. If the distribution system is sufficiently flexible, the engine can work with variable cycle in both two and four times as necessary. Also this type of engine can use at least one turbocharger using energy from the exhaust gases to ensure pressurising air for the internal compressor. In all cases may be used at least one intercooler to increase the mass charge.

A hybrid propulsion system conformable with the invention uses the supercharged engine described above in combination with a mechanical, electrical, hydraulic, pneumatic or mixed transmission. When is used a mechanical transmission (which can be manual, automatic, continuous or robotised), the propulsion system that uses this engine can perform some hybrid functions, respectively the partial recovery of braking energy and 'stop and go' operation. In this configuration the internal compressor charges all compressed air in a main tank outside of the main engine. Consequently, the combustion chamber is supplied with fresh air from the main tank when the intake valve(s) is open. As noted in the case of a hybrid vehicle, this supercharger engine transmits its power to the wheels through a gearbox. During the vehicle motion when lifting the foot from acceleration pedal and/or pushing the brake pedal, the electronic unit, which manages the engine operation, commands the interruption of fuel supply. Concomitantly is stopped the air supply of the combustion chamber and simultaneously is totally closed the calibrated hole controlled by the adjustment actuator. In this way the compressor piston filed a major effort to compress the air in the main tank resulted in the slowing down of the vehicle motion. Energy gained as compressed air is then reused in the subsequent acceleration phase (while is re-pressed the acceleration pedal) when the combustion chamber is refilled with fresh air from the main tank and the effort to operate the pumping chamber is reduced to a minimum through the opening of the calibrated hole controlled by the adjustment actuator. When the pressure in the main tank falls to a certain value, value detected with a pressure sensor, the adjusting actuator regulates the debit beginning to close the calibrated hole, and the engine enters into a normal operation. Whenever the pressure in the main tank exceeds a certain maximum value considered dangerous the adjustment actuator commands the opening of the calibrated hole, which leads to the interruption of the air supply of the main tank, so reducing the parasitic loss. If after braking the vehicle is stopped also the engine is stopped. At the repress of the acceleration pedal the main tank supplies with air a pneumatic starter (pneumatic motor) that acting on the supercharger engine through a gear, restarting it. The pneumatic starter is powered by a circuit controlled by an electromagnetic valve operated by the electronic unit of the engine. The compressed air existing in main tank can also be used in the auxiliary systems of the hybrid vehicle.

When the supercharged engine according to the invention is emloyed in the other types of hybrid propulsion systems it can use a circuit controlled by an electromagnetic valve what taken periodically compressed air to store in a auxiliary bottle. The timing when the auxiliary bottle is supplied, it is decided by the electronic unit so way as does not disrupt the smooth running of the engine or the vehicle safety in motion. The auxiliary bottle can be used to act some devices of the vehicle (hybrid or not).

Advantageous Effects

The invention present the fallowing advantages:

-Due to the forced supercharging, the engine presents high power density, becoming smaller in size, cylinder capacity and weight. The size of the engine directly affects the overall efficiency of a vehicle and therefore the friction losses can be reduced to maximize the fuel economy.

-The internal compressor is separated from the oil pan and the fresh air is not contaminated;

-Load and speed control is very precisely achieved with the help of an adjustment actuator which eliminates the need to use an acceleration throttle in the upstream of the internal compressor. As a result, the charge losses are reduced leading to increasing the volumetric efficiency.

-Due to the long connection rods, the normal force exercised on the cylinder surface is much reduced leading to a high durability of the piston-cylinder couple.

-Engine conformable to the invention can deliver two different energies: a mechanical energy used mainly and a pneumatic energy used to act other auxiliary devices.

-The hybrid propulsion system that uses this engine can achieve the partial recovery of the braking energy and the function "stop and go" with a minimum of parts and therefore creates the possibility to reduce drastically the costs compared with current (electric) hybrid vehicles.

-All component parts are identical to those of a classic engine. Also all manufacturing technologies are known and therefore the practical realisation of such an engine does not create problems.

Description of Drawings

Below are presented a number of examples of carrying out of this invention in connection with the figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13 and 14 which represent:

-Fig. 1, a vertical section through a supercharger engine, type single cylinder;

-Fig. 2, a horizontal section through the engine from Fig. 1 represented without cylinder head;

-Fig. 3, a horizontal section through an engine type single cylinder having a crankshaft with three main bearings;

-Fig. 4, a vertical section through a supercharged engine with opposed pistons (boxer);

-Fig. 5, a horizontal section through the engine from Fig. 4 represented without cylinder head;

-Fig. 6, a cross section through a crankcase of a supercharged engine with the cylinders side by side;

-Fig. 7, a sketch of a double- supercharged engine;

-Fig. 8, an isometric view of a solid piston having circular motor piston and oval compressor piston;

-Fig. 9, an isometric view of a solid piston having oval motor piston and circular compressor piston;

-Fig. 10, an isometric view of a solid piston having oval motor piston and also oval compressor piston;

-Fig. 11, an isometric view of a solid piston having circular motor piston and also circular compressor piston;

-Fig. 12, a partially sketch of a propulsion system with supercharged engine having the intake air controlled by an acceleration throttle;

-Fig. 13, a partially sketch of a propulsion system with supercharged engine having the intake air controlled by an air injector;

-Fig. 14, a partially sketch of a propulsion system with supercharged engine having the intake air controlled by an air injector to inject air and fuel simultaneously.

Best Mode

A supercharger engine 1 conformable to invention (Fig. 1, 2, 8 and partially 6) uses a solid piston 2 which contains a motor piston 3 and a compressor piston 4 axially arranged and united in the central portion of the solid piston 2 with a push rod 5. The three parts can be formed from the same material or by separate pieces assembled with the help of some screws. The motor piston 3 evolves into a motor cylinder 6 as mobile wall of a combustion chamber 7. The compressor piston 4 evolves into a compressor cylinder 8 situated in opposition with the motor cylinder 6. The motor piston 3 presents in this variant a circular shape. The compressor piston 4 has a oval section at which the longer portion is vertically aligned. Correspondently the motor cylinder 6 has a circular shape, respectively the compressor cylinder 8 has oval shape. The motor piston 3 presents a number of rings 9, which also must to have in assembly state a circular shape. The compressor cylinder 4 presents a number of rings 10, which also must to have in assembly state an oval shape. The compressor cylinder 8 is made preferably directly into a crankcase 11 of the supercharged engine 1 and it is closed to the opposite side of a compressor piston 4 by a wall 12 that some intake flexible valves 13 are mounted. On the wall 12 is mounted also a support 14 for some exit flexible valves 15. The variable volume space between the wall 12 and the compressor piston 4 forms a pumping chamber 16 and these throughout parts used to supercharge the engine forms an internal compressor 17. The motor cylinder 6 is located in an engine block 18 mounted on the crankcase 11. On the push rod 5 there is a hole 19 where is mounted a pin 20 having a shape extended to every side part of the push rod 5 with some cantilevers 21. Right behind the motor piston 3, on each cantilever 21 of the pin 20 is articulated a connecting rod 22 through an end rod 23. The pin length is chosen in such a way as to enable the operation of the two connecting rods 22 inside the motor cylinder 6 without interfering with the fixed parts. The connecting rods 22 transmit their motion to a crankshaft 24 on which they are assembled with the aid of some foot rods 25. The rigid link between the foot rod 25 and the end rod 23 is made by a connect part 26. The connect parts 26 may oscillating inside of two side holes 27 located side by side of the compressor cylinder 8. Each side hole 27 has a section in sufficient size to allow the passage of the foot rods 25 or of the end rods 23 in the mounting process. The two foot rods 25 can be mounted, in a first variant, both on a same crankpin 28 of the crankshaft 24. The crankshaft 24 has two support axis 30, mounted through some bearings 31 fixed between the crankcase 11 and a carter 32 in such a way that together support the crankshaft 24. Between the crankcase 11 and the carter 32, in the lower portion is closed a space forming a oil pan 33. Towards the exterior, the motor cylinder 6 is closed by a cylinder head 34 which contains some intake valves 35 and exhaust valves 36 acted by at least a camshaft 37. The intake valves 35 control a transfer duct 38 and the exhaust valve 36 control an exhaust duct 39. The intake flexible valves 13 of the internal compressor 17 control an intake duct 40 located in crankcase 11 which is fed with air from an intake manifold 41 and are operated by the pressure difference exerted on both sides of them. The exit flexible valves 15 control a liaison duct 42 located in the crankcase 11 which is connected with the transfer duct 38 located in the cylinder head 34, and also are operated by the pressure on both sides of them. The intake flexible valves 13 and the exit flexible valves 15 works so automatically being opened or closed by the pressure (or by negative pressure) existing in the pumping chamber 16. The liaison and transfer ducts 42 and 38 form together in a first variant, an accumulation room 43. The control of the air quantity delivered by the internal compressor 17 can be done using a by-pass duct 44 located between the pumping chamber 16 and intake duct 40 on the route which is found a calibrated hole 45 controlled by an adjustment actuator 46. The lubrication system of the supercharger engine 1 can be made similarly with the actual engines. In some variants, having big power density the oil can be used also to produce the cooling of the motor and compressor pistons 3, respectively 4. The surplus of oil is refuelled through some ducts 47 which make the connection with the oil pan 33. The supercharger engine 1 according to the invention must be mounted preferably in horizontal position. It can be done in line with one, two, three or n cylinders which use same crankshaft. The operation of the supercharger engine 1 is similarly with the operation of the classic four-stroke engine having the cycle sequence intake- compression-expansion-exhaust, the difference consisting in: the supply with fresh air is made from the accumulation room 43, where this air has a pressure (much) superior to the atmospheric pressure. During a complete four-stroke cycle of the supercharger engine 1, the internal compressor 17 executes two complete pumping cycles determining the increasing of the air pressure in the accumulation room 43. The internal compressor 17 operates as all the positive displacement compressor, using a two-stroke cycle (intake-delivery). Executing two complete pumping cycles during one complete cycle of the supercharger engine 1, the internal compressor 17 can have a (volumetric) capacity lower than the capacity of the supercharger engine 1. The control of the air quantity (mass air charge) and also the parasitic loses are achieved using the adjustment actuator 46 commanded by the electronic control unit of the engine (not shown); the adjustment actuator 46 can replace in this firs case the classic acceleration throttle. Opening the calibrated hale 45 with certain rate, a part of the air existing in the pumping chamber 16 is returned in the intake duct 40 an only the remaining part of the air is refuelled in the accumulation room 43. If the calibrated hale 45 is completely closed the internal compressor 17 delivers the maximum air quantity in the accumulation room 43, corresponding to the maxim power. In the normal operation, it can move up small quantity of pressured air from the accumulation room 43 through an outlet 49 which can supply an auxiliary bottle 50. The timing when the auxiliary bottle 50 is supplied, it is decided by the electronic unit so way as not to disrupt the smooth running of the supercharger engine 1 (or the vehicle safety in motion) and consequently is made by an electromagnetic valve (distributor) 51. The electromagnetic valve 51 closes or opens the outlet 49. The pressured air existing in the auxiliary bottle 50 can be used to act some devices of the vehicle (hybrid or not).

Mode for Invention

In a second constructive (Fig. 3) it can be used a crankshaft 60 having each foot rod 25 articulated on a separate crankpin 61. In this case the crankshaft 60 has two side support axis 30 (similar as in the first example) and an other support axis 62 located in central portion.

In a third constructive variant (Fig. 4 and 5) a supercharger engine 70 is achieved having two opposite solid pistons 71 situated in opposition. In this case a crankshaft 72 is common and presents some crankpins 73 at an angle of 180 °. The connecting rods 22 of the two opposite solid pistons 71 are intercalated between them. The crankshaft 72 is achieved with three support axis: two support axis 74 located side by side and a support axis 75 located in the centre, having eventually a bigger diameter. The crankshaft 72 is mounted in a interior of a crankcase 76 having as components two semi- crankcase 77 respectively 78 which support the crankshaft 72. In this constructive variant, each solid piston 71 presents in the bolt fixation area an enlarged portion 79. The elongated portion of the compressor piston 4 is made rigid with the push rod 5 through some ribs 80. A boxer engine of this type can be achieved with two solid pistons 71, or by joint with four, six, etc.. The angles between the crankpins are established in function of the number of the cylinders. Similarly with the boxer engine can be achieved some engines variants with the cylinders in V.

In a forth constructive variant (Fig. 6) a supercharger engine 81 is achieved in the variant with two group of cylinders situated in parallel. Usually at this type of engine the angle between crankpins is 180 °. That means: when one piston 'lifts' the other 'descends'. On this base a by-pass duct 82 can be made between the two neighbour pumping chambers 16. On the way of the by-pass duct 82 there is a calibrated hole 83 controlled by the adjusting actuator 46. The by-pass duct 82 and the calibrated hole 83 replace the similar parts described before but having together with the adjusting actuator 46 exactly same mission, respectively to control the air quantity which is transferred through the motor cylinders.

A supercharger engine 90 conformable with the invention (Fig. 7) uses a tur- bocharger 91, located in the upstream of the internal compressor 17, comprising a turbine 92 and a centrifugal compressor 93. The turbine 92 uses the energy from the exhaust gases delivered from a cylinder head 94 through a exhaust manifold 95. The centrifugal compressor 93 is supplied with fresh air from a filter 96 through a pipe 97. The fresh air is compressed by the centrifugal compressor 93 and transferred after into a intercooler 98 having the mission to increase even more the air charge (by cooling the air). The pressured air is then transferred towards the internal compressor 17 through an intake manifold 99. The internal compressor 17, operating as is already explained before, amplifies even more the air pressure and transfers the air in a liaison duct 100. The liaison duct 100 is connected eventually with a second intercooler 101, having same mission like the first. The intercooler 101 makes the connection with a transfer duct 102, located in the cylinder head 94. The transfer duct 102 is controlled by the intake valves 35. The other components are similar with these described before. Using this method it can increase the pressure and the charge of the intake air. This fact has positive influence, increasing the specific power by recovering a part of the energy lost in the exhaust gases.

Industrial Applicability

In all this constructive variant the solid piston can have many different shapes.

In a first variant, already presented, (Fig. 8) the solid piston 2 has a motor piston 3 having circular shape and the compressor piston 4 an oval shape.

In a second variant (Fig. 9) a solid piston 110 has a motor piston 111 having oval shape and a compressor piston 112 with circular shape. In this case the elongated part of the motor piston 111 is parallel with the piston pin axis.

In a third variant (Fig. 10) a solid piston 120 has a motor piston 121 having oval shape and a compressor piston 122 having also oval shape. In this case the elongated parts of the motor piston 121 and of the compressor piston 122 are designed to be perpendicular.

In an other variant (Fig; 11) a solid piston 130 has a motor piston 131 having circular shape and a compressor piston 132 having also circular shape. In this case the diameter of the compressor piston 122 is enough undersized reported to the diameter of the motor piston 131 to permits the passages of the foot rods 25 trough the side holes 27 when the engine is mounted.

In all the cases when the transversal dimensions of the compressor cylinder are inscribed (equal or smaller) in the dimensions of the motor cylinder, the crankcase and the cylinder block can be made as a unique part (same material).

All these engine variants can operate as spark ignition engines, as compression ignition engines or all other type. If the came mechanism is enough flexible, same engine can operate also with variable cycle.

A hybrid propulsion system conformable with the invention it uses the engines described before in association with a mechanical, electric, hydraulic, pneumatic or mixed transmission.

When is used a mechanical transmission (which can be manual, automatic, continuous or robotised), the propulsion system that uses this engine can perform some hybrid functions, respectively the partial recovery of braking energy and 'stop and go' operation. In this configuration (Fig. 12) a supercharged engine 140 contains an internal compressor 141 which is supplied by means an intake duct 142, located in the lower part. In operation, the internal compressor 141 charges all compressed air, through a pipe 143 in a main tank 144, located outside of the supercharged engine 140. Consequently, the combustion chamber 7 is supplied with pressured air from the main tank 144 when the intake valve(s) 35 is open, through a duct 145 controlled by a throttle 146. A tap or other controlled obstruction device can replace the throttle 146. The supercharged engine 140 can furnish the energy for a hybrid vehicle through a gearbox (not shown) to act the vehicle wheels. During the vehicle motion when lifting the foot from acceleration pedal and/or pushing the brake pedal, the electronic unit, which manages the engine operation, commands the interruption of the fuel supply. Concomitantly is stopped the air supply of the combustion chamber 7 and simultaneously is totally closed the calibrated hole 45 controlled by the adjustment actuator 46. In this way the compressor piston 4 filed a major effort to compress the air in the main tank 144 resulted in the slowing down of the vehicle motion. When is desired a bigger deceleration it can change the report of the gearbox with an inferior one. The energy gained as compressed air is then reused in the subsequent acceleration phase (while is re-pressed the acceleration pedal) when the combustion chamber 7 is refilled with fresh air from the main tank 144 and the effort to operate the pumping chamber 16 is reduced to a minimum through the opening of the calibrated hole 45 controlled by the adjustment actuator 46. The recovery of the energy can be explained by the modification of the indicated diagram (p-V) of the supercharged engine 140 during the acceleration, when the pumping effort is made without to consume energy. Consequently the supercharged engine 140 operates in this period with a better efficiency, generating the reduction of the fuel consuming. When the pressure in the main tank 144 falls to a certain value, value detected with a pressure sensor (not shown), the adjusting actuator 46 regulates the charge beginning to close the calibrated hole 45, and the engine enters into a normal operation. Whenever the pressure in the main tank 144 exceeds a certain maximum value considered dangerous, the adjustment actuator 46 commands the opening of the calibrated hole 45, which leads to the interruption of the air supply of the main tank 144, so reducing the parasitic loss. If after braking the vehicle is stopped, also the engine is stopped. At the repress of the acceleration pedal the main tank 144 supplies with air a pneumatic starter (pneumatic motor) 147 that acting on the supercharger engine 140 through a gear 148, restarting it. The pneumatic starter 147 is powered by a circuit 149 controlled by an electromagnetic valve 150 operated by the electronic unit of the engine. When the supercharged engine 140 is stopped or at any starting and when there is sufficient pressured air in the main tank 144 the adjusting actuator 46 maintains open the calibrated hole 45. So that the consumed power for the new starting is at minimum avoiding the operation in the same time of the internal compressor 17. To ensure the start-up in all cases (for example when main tank 144 is empty after a very long stationary) the supercharger engine 140 can also be made in operation by an electric starter. The compressed air existing in main tank 144 can also be used in the auxiliary systems of the hybrid vehicle being delivered by means a pipe 151. As protection, the main tank 144 uses a safety valve 152 which can put it in connection with the ambient when the pressure surpasses a certain maximum value. In an other variant (Figure 13) a hybrid vehicle uses a supercharger engine 160 having, in the place of the intake valves 35 and in the place of the throttle 146, an air injector 161 supplied directly by the main tank 144. The air injector 161 presents an electromagnetic valve 162 which adjusts the air charge as is required by the operation and which delivers the necessary air for combustion process.

In a third variant (Figure 14), the hybrid vehicle uses a supercharged engine 170 which replace the air injector 161 with a pneumatic injector 171 which can delivers directly the mixture air-fuel. This construction is specific only for spark ignition engines. The air charge is controlled by an electromagnetic valve 172 and the fuel quantity is controlled by an electromagnetic valve 173. The fuel is supplied from a fuel tank 174 using a pump 175.

Claims

1. Supercharged engine type with two connecting rods acting a piston with double-effect characterized by:

-it uses a solid piston (2) which contains a motor piston (3) and a compressor piston (4) axially arranged and united in the central portion of the solid piston with a push rod (5); the three parts can be formed from the same material or by separate pieces assembled with the help of some screws; -the motor piston (3), having preferably circular shape, works into a motor cylinder (6) as mobile wall of a combustion chamber 7; the compressor piston 4, having preferably oval shape, operates into a compressor cylinder 8 situated in opposition with the motor cylinder 6;

-on the push rod (5) there is a hole (19) where is mounted a pin (20) having a shape extended to every side part of the push rod (5) with some cantilevers (21); right behind the motor piston (3), on each cantilever (21) of the pin (20) is articulated a connecting rod (22);

-the connecting rods (22) transmit their motion to a crankshaft (24); the crankshaft (24) can have two or three support axle, in this last case the middle support axle being located between the connecting rods (22) ; the connecting rods (22) presents some connect part (26) oscillating inside of two side holes (27) located side by side of the compressor cylinder (8);

-the compressor cylinder (8) is made preferably directly into a crankcase (11) of the supercharged engine (1) and it is closed to the opposite side of a compressor piston (4) by a wall (12) that some intake flexible valves (13) are mounted; on the wall (12) is mounted also a support (14) for some exit flexible valves (15); the variable volume space between the wall (12) and the compressor piston (4) forms a pumping chamber (16) and these throughout parts used to supercharge the engine forms an internal compressor (17); the intake flexible valves (13) of the internal compressor (17) control an intake duct (40) located in crankcase (11) which is fed with air from an intake manifold (41) and are operated by the pressure difference exerted on both sides of them; the exit flexible valves (15) control a liaison duct (42) located in the crankcase (11) which is connected with a transfer duct (38), the exit flexible valves (15) being operated by the pressure on both sides of them;

-the motor cylinder (6) is located in an engine block (18) mounted on the crankcase (11); towards the external part the motor cylinder (6) is closed by a cylinder head (34) which contains some intake valves (35) and exhaust valves (36) acted by at least a camshaft (37); the intake valves (35) control the other end of the transfer duct (38) and the exhaust valve (36) control an exhaust duct (39).

2. Supercharged engine as described in the claim 1 characterised by that a solid piston (71) presents in the bolt fixation area an enlarged portion (79); the elongated portion of the compressor piston (4) is made rigid with the push rod (5) through some ribs (80).

3. Supercharged engine as described in the claims 1 and 2 characterised by: -the liaison and transfer ducts (42) and (38) form together an accumulation room (43);

-during a complete four- stroke cycle of the supercharger engine 1, the internal compressor 17 executes two complete pumping cycles, supplying with pressured air the accumulation room (43) that charge periodically a combustion chamber (7); the accumulation room (43) is used to stock the compressed air during two rotation of the crankshaft 24.

4. Supercharged engine as described in the claims 1, 2 and 3 characterised by that the control of the air quantity delivered by the internal compressor (17) can be done using a by-pass duct (44) located between the pumping chamber (16) and intake duct (40) on the route which is found a calibrated hole (45) controlled by an adjustment actuator (46).

5. Supercharged engine as described in the claims 1, 2 and 3 characterised by that the control of the air quantity delivered by the internal compressor (17) is achieved, in case of a supercharger engine 81 having two group of cylinders situated in parallel, by a by-pass duct (82) which can put in connection two neighbour pumping chambers (16); on the way of the by-pass duct (82) there is a calibrated hole (83) controlled by the adjusting actuator (46).

6. Supercharged engine as described in the claims 1, 2, 4 and 5 characterised by that it uses an internal compressor (141) which is supplied by means an intake duct (142); in operation, the internal compressor (141) charges all compressed air, through a pipe (143) in a main tank (144), located outside of the engine; the combustion chamber (7) is supplied with pressured air from the main tank (144) when the intake valve (35) is open, through a duct (45) controlled by a throttle (146); a tap or other controlled obstruction device can replace the throttle (146); the compressed air existing in main tank (144) can also be used in the auxiliary systems of the hybrid vehicle being delivered by means a pipe (151).

7. Supercharged engine as described in the claims 1, 2, 4, 5 and partially 6 characterised by that the main tank (144) delivers the pressured air towards the combustion chamber (7) by means an air injector (161) ; the air injector (161) presents an electromagnetic valve (162) which adjusts the air charge as is required by the operation and which delivers the necessary air for combustion process.

8. Supercharged engine as described in the claims 1, 2, 4, 5 and partially 6 and 7 characterised by that the main tank (144) delivers the air- fuel mixture towards the combustion chamber (7) by means a pneumatic injector (171) ; the pneumatic injector (171) presents an electromagnetic valve (172) which adjusts the air charge as is required by the operation and an electromagnetic valve (173) which controls the fuel quantity as is necessary for the combustion process.

9. Supercharged engine as described in the claims 1, 2, 3, 4, 6, 7 and 8 characterised by that is achieved having two opposite solid pistons (71) or in V, which use a crankshaft (72) for both; the crankshaft (72) presents some crankpins (73) at an angle of 180 °; the connecting rods (22) of the two opposite solid pistons (71) are intercalated between them, and the crankshaft (72) is achieved with three support axis.

10. Supercharged engine as described in the claims 1, 2, 3, 4, 5 and 9 characterised by that the internal compressor (17) amplifies even more the air pressure and transfers the air in a liaison duct (100); the liaison duct (100) is connected with a intercooler 101, having the mission to increase even more the air charge; the intercooler (101) makes the connection with a transfer duct (102), located in the cylinder head (94); the transfer duct (102) is controlled by the intake valves (35).

11. Supercharged engine as described in the claims 1, 2, 3, 4, 5, 6, 7, 8, 9 and 10 characterised by that it uses a turbocharger (91), located in the upstream of the internal compressor (17), comprising a turbine (92) and a centrifugal compressor (93); the turbine (92) uses the energy from the exhaust gases delivered from a cylinder head (94) through a exhaust manifold (95); the centrifugal compressor (93) is supplied with fresh air from a filter (96) through a pipe (97); the fresh air is compressed by the centrifugal compressor (93) and transferred after into a intercooler (98) having the mission to increase even more the air charge (by cooling the air); the pressured air is then transferred towards the internal compressor (17) through an intake manifold (99).

12. Supercharged engine as described in the claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 and 11 characterised by that it uses a solid piston (110) presenting a motor piston

(111) having oval shape and a compressor piston (112) with circular shape; in this case the elongated part of the motor piston (111) is parallel with the piston pin axis.

13. Supercharged engine as described in the claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 and 11 characterised by that it uses a solid piston (120) presenting a motor piston (121) having oval shape and a compressor piston (122) having also oval shape; in this case the elongated parts of the motor piston (121) and of the compressor piston (122) are designed to be perpendicular.

14. Supercharged engine as described in the claims 1, 2, 3, 4, 5, 6, 7, 8, 9, 10 and 11 characterised by that it uses a solid piston (130) presenting a motor piston (131) having circular shape and a compressor piston (132) having also circular shape; in this case the diameter of the compressor piston (122) is enough undersized reported to the diameter of the motor piston (131) to permits the passages of foot rods (25) trough the side holes (27) when the engine is mounted.

15. Supercharged engine as described in the claims 1, 2, 3, 4, 5, 9, 10, 11, 12, 13 and 14 characterised by that, in normal operation it can move up small quantities of pressured air from the accumulation room (43) through an outlet (49) which can supply an auxiliary bottle (50); the timing when the auxiliary bottle (50) is supplied, it is decided by the electronic unit so way as not to disrupt the smooth running of the supercharger engine and is made by an electromagnetic valve (51); the electromagnetic valve (51) closes or opens the outlet (49); the pressured air existing in the auxiliary bottle (50) can be used to act some devices of the vehicle.

16. Derived hybrid propulsion system as described in the claims 1, 2, 3, 4, 5, 9, 10, 11, 12, 13, 14 and 15 characterised by that it combines a supercharged engine with an electric, hydraulic, pneumatic or mixed transmission having the ability to recover the braking energy.

17. Derived hybrid propulsion system as described in the claims 6, 7 and 8 characterised by:

-it combines a supercharged engine (140), (160) or (170) with a mechanical transmission, which can be manual, automatic, continuous or robotised type; -during the vehicle motion when lifting the foot from acceleration pedal and/or pushing the brake pedal, the electronic unit, which manages the engine operation, commands the interruption of the fuel supply; concomitantly is stopped the air supply of the combustion chamber (7) and simultaneously is totally closed the calibrated hole (45) controlled by the adjustment actuator (46); in this way the compressor piston (4) filed a major effort to compress the air in the main tank (144) resulted in the slowing down of the vehicle motion; -the energy gained as compressed air is then reused in the subsequent acceleration phase (while is re-pressed the acceleration pedal) when the combustion chamber (7) is refilled with fresh air from the main tank (144) and the effort to operate the pumping chamber (16) is reduced to a minimum through the opening of the calibrated hole (45) controlled by the adjustment actuator (46);

-when the pressure in the main tank (144) falls to a certain value, value detected with a pressure sensor, the adjusting actuator (46) regulates the charge beginning to close the calibrated hole (45), and the supercharging engine (140), (160) or (170) enters into a normal operation;

-whenever the pressure in the main tank (144) exceeds a certain maximum value considered dangerous, the adjustment actuator (46) commands the opening of the calibrated hole (45), which leads to the interruption of the air supply of the main tank (144), so reducing the parasitic loss; -if after braking the vehicle is stopped, also the supercharging engine (140), (160) or (170) is stopped; at the repress of the acceleration pedal the main tank (144) supplies with air a pneumatic starter (147) that acting on the supercharging engine (140), (160) or (170) through a gear (148), restarting it; the pneumatic starter (147) is powered by a circuit (149) controlled by an electromagnetic valve (150) operated by the electronic unit of the engine;

-when the supercharged engine (140), (160) or (170) is stopped or at any starting and when there is sufficient pressured air in the main tank (144), the adjusting actuator (46) maintains open the calibrated hole (45); so that the consumed power for the new starting is at minimum avoiding the operation in the same time of the internal compressor (17).