WO2010119246A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2010119246A1
WO2010119246A1 PCT/GB2010/000745 GB2010000745W WO2010119246A1 WO 2010119246 A1 WO2010119246 A1 WO 2010119246A1 GB 2010000745 W GB2010000745 W GB 2010000745W WO 2010119246 A1 WO2010119246 A1 WO 2010119246A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
sump
combustion engine
cylinder
stroke
Prior art date
Application number
PCT/GB2010/000745
Other languages
English (en)
Inventor
Richard Lloyd Leslie Daniel
Original Assignee
Richard Lloyd Leslie Daniel
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Richard Lloyd Leslie Daniel filed Critical Richard Lloyd Leslie Daniel
Publication of WO2010119246A1 publication Critical patent/WO2010119246A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • 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
    • 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
    • F01L11/04—Valve arrangements in working piston or piston-rod in piston operated by movement of connecting-rod
    • 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
    • F01L21/00—Use of working pistons or pistons-rods as fluid-distributing valves or as valve-supporting elements, e.g. in free-piston machines
    • F01L21/04—Valves arranged in or on piston or piston-rod
    • 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
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02—Engines with prolonged expansion
    • F02B41/06—Engines with prolonged expansion in compound 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
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • 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
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/16—Admission or exhaust passages in pistons or outer members
    • 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
    • F02B75/002—Double acting engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • 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 the modification of an internal combustion engine, to incorporate a means of extracting power from the energy remaining in the extremely hot and/or pressurised gases present in the cylinder, following ignition/ burn.
  • the standard internal combustion engine still utilises only the explosive expansion of ignited gases, to provide propulsive power and fails to exploit the heat and/or pressure energy contained in the resulting hot/ pressurised gases remaining in the cylinder following ignition/ burn. Generally, this hot gas is merely dumped to atmosphere. This is a major factor in the current poor efficiency [approx. 30%] associated with the internal combustion engine. This fact led to the proposal to extract power from the hot/ pressurised gases to add to the propulsive power already being generated by the engine. It is recognised that some efforts have been made to achieve this by conversion of the 4-stroke cycle to a 6-stroke cycle, however current methods introduce massive changes to engine complexity, not the least of which is in altering valve operating characteristics to align with the longer cycle.
  • a generic internal combustion engine is modified by the introduction of a valve system in the piston head, or external to the cylinder, to permit transfer of hot/ high pressure gases in the cylinder, following ignition/ burn, to the sump, or another attached pressure chamber.
  • the pressure differential then created, when the exhaust valve is opened to vent spent cylinder gases to atmosphere, drives the piston upward during what would otherwise be the normal exhaust [and/ or another] stroke during the conventional engine cycle.
  • the valve[s] in the piston head, or external to the cylinder again open, to de-pressurise the sump/ pressure chamber, and permit entrapped exhaust gases to be released to atmosphere.
  • the sump/ pressure chamber will then attain atmospheric pressure, prior to the next cycle[s].
  • the "other pressure chamber” is intended to include an extended cylinder, forming a second sealed chamber below the conventional piston, the piston then being induced to operate in similar manner to that in a double acting steam engine. This would probably require power output to be extracted via a rhombic drive or similar mechanism in place of a conventional crank arrangement.
  • a Introduction of a "Thermal Buffer” operating in similar fashion to the "Regenerator” in an external combustion [eg Stirling] engine, to extract heat from gases passing into the sump/ pressure chamber, and return this heat to gases exhausting from the sump/ pressure chamber.
  • a buffer to permit pressure transfer from exhaust gases to be transferred to the sump/ pressure chamber, but debar exhaust gases from entering the sump/ pressure chamber.
  • This buffer may take the form of a flexible membrane or free-moving piston, within a chamber of suitable dimensions, introduced into the gas flow route between the i.e. engine cylinder and the sump/ pressure chamber.
  • a means of injecting inert gas i.e. non-combustible e.g.
  • the inert gas may be injected at high or low pressure and may be sourced from post-catalytic converter exhaust gases, which largely constitute only CO 2 and steam. Unwanted particulate content may be readily removed by existing filtration methodology.
  • the sump breather tube would provide a suitable point for the introduction of the inert gas.
  • Perceived benefits include, increased thermal efficiency; reduced fuel usage; reduced atmospheric pollution; reduced need for a flywheel to conserve energy between power strokes to drive ingestion, compression and exhaust strokes and smoother pulsed-power output.
  • Engine dimensions, weight, and moving mass may all be reduced, as is the time required for the engine to reach best operating temperature, from a cold start.
  • post- catalytic converter steam be condensed to provide a continuous supply during engine operation. This is achievable by use of conventional refrigeration/ heat-pump techniques, the quickly available heat removed being available for cabin heating/ de-mist/ de-frost functions and/or reduction of time for the engine to reach best operating temperature, from a cold start. Note.
  • the following example refers to the incorporation of the basic concept in a conventional single cylinder reciprocal 4-stroke piston engine, with a piston-head valve installed. Following ignition/ burn, the piston head valve is opened by a lever-extension on the upper end [small end] of the connector rod. Post-burn gases are then diverted to the engine sump, as a source of power to drive/ assist the piston movement during the following exhaust stroke.
  • Piston 5 is at the top-dead-centre position.
  • Inlet valve 9 in cylinder head 8 is open at the start of the conventional ingestion stroke.
  • Piston-head valve 7 is closed.
  • the Connecting Rod [Con-Rod] 1 is vertical, hence the con-rod lever 2 is at the mid-point of its travel relative to the cam mechanism 3, as determined by the instantaneous crankshaft position. A conventional ingestion of air/ gases ensues.
  • the inlet valve 9 is now closed as the piston 4 has commenced to pass up the cylinder to produce a conventional compression stroke.
  • the cam mechanism 3 has been moved by the Con-Rod lever 2, without opening the piston head valve 7.
  • the Piston-head valve 7 is opened under the action of the cam mechanism 3, driven by continued oscillation of the Con-Rod lever 2. This permits de-pressurisation of the sump. As gases pass through the Piston-head valve 7, retained heat in the thermal buffer 4, is recovered and deposited to atmosphere through the conventional exhaust valve, which is still in the open position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention porte sur des modifications apportées à, ou sur un réagencement de, un moteur à combustion interne entraîné par piston [alternatif ou rotatif], afin d'améliorer le rendement et de réduire la pollution, par la conversion de l'énergie contenue dans des gaz chauds/sous pression à l'intérieur du ou des cylindres à la suite de l'allumage/combustion, en une énergie de sortie supplémentaire.
PCT/GB2010/000745 2009-04-18 2010-04-12 Moteur à combustion interne WO2010119246A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
GBGB0906711.7A GB0906711D0 (en) 2009-04-18 2009-04-18 Improved internal combustion engine
GB0906711.7 2009-04-18
GB1004703.3 2010-03-22
GB1004703A GB2470630A (en) 2009-04-18 2010-03-22 Internal combustion engine with means to extract power from otherwise wasted heat
GB1006091.1 2010-04-12
GBGB1006091.1A GB201006091D0 (en) 2009-04-18 2010-04-12 Improved Internal Combustion Engine

Publications (1)

Publication Number Publication Date
WO2010119246A1 true WO2010119246A1 (fr) 2010-10-21

Family

ID=40774621

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2010/000745 WO2010119246A1 (fr) 2009-04-18 2010-04-12 Moteur à combustion interne

Country Status (2)

Country Link
GB (3) GB0906711D0 (fr)
WO (1) WO2010119246A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5738618A (en) * 1980-08-15 1982-03-03 Mitsuo Okamoto Four cycle one revolution internal combustion engine
JPS57105524A (en) * 1980-12-22 1982-07-01 Nec Corp Internal combustion engine
FR2683856A1 (fr) * 1991-11-18 1993-05-21 Doubre Rene Moteur thermique cycle a 4 temps completes. gain de puissance par reintroduction, dans le cycle, des gaz d'echappement et transformation de leur energie en force motrice.

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4211082A (en) * 1978-10-11 1980-07-08 Bristol Robert D Internal combustion engine with free floating auxiliary piston
DE3421779A1 (de) * 1983-08-11 1985-02-28 Walter Neumarkt am Wallersee Dolzer Schlitzgesteuerter zweitaktmotor
WO2004106715A1 (fr) * 2003-05-27 2004-12-09 Gerard Rolka Moteur a piston a quatre temps a combustion comprenant une chambre de cylindre en deux parties

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5738618A (en) * 1980-08-15 1982-03-03 Mitsuo Okamoto Four cycle one revolution internal combustion engine
JPS57105524A (en) * 1980-12-22 1982-07-01 Nec Corp Internal combustion engine
FR2683856A1 (fr) * 1991-11-18 1993-05-21 Doubre Rene Moteur thermique cycle a 4 temps completes. gain de puissance par reintroduction, dans le cycle, des gaz d'echappement et transformation de leur energie en force motrice.

Also Published As

Publication number Publication date
GB201004703D0 (en) 2010-05-05
GB2470630A (en) 2010-12-01
GB0906711D0 (en) 2009-06-03
GB201006091D0 (en) 2010-09-15

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