WO2015092451A1 - Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne - Google Patents

Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne Download PDF

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Publication number
WO2015092451A1
WO2015092451A1 PCT/HU2013/000134 HU2013000134W WO2015092451A1 WO 2015092451 A1 WO2015092451 A1 WO 2015092451A1 HU 2013000134 W HU2013000134 W HU 2013000134W WO 2015092451 A1 WO2015092451 A1 WO 2015092451A1
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WO
WIPO (PCT)
Prior art keywords
cycle
suction
valve
piston
closed
Prior art date
Application number
PCT/HU2013/000134
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English (en)
Inventor
Tibor PAKAI
Original Assignee
Pakai Tibor
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 Pakai Tibor filed Critical Pakai Tibor
Priority to PCT/HU2013/000134 priority Critical patent/WO2015092451A1/fr
Publication of WO2015092451A1 publication Critical patent/WO2015092451A1/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
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • 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
    • F02B27/003—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 using check valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/12—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having slidably-mounted valve members; having valve members movable longitudinally of conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10255—Arrangements of valves; Multi-way valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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 subject of the invention is a device and procedure for increasing the efficiency of fourcycle internal combustion engines.
  • the device according to the invention can be applied advantageously when manufactured along the engine with traditional technology or when connected to an existing Diesel engine turned into a petrol engine.
  • Document No. CN101798971 describes a system that takes into consideration the feedback of motor oil steams into the suction pipe.
  • Document No. JP2007291926 describes a solution to the problem of measuring the pressure of the suction piece, which improves the production of a more accurate air/fuel mix.
  • JP2001263128 describes a solution to regulating fuel pressure, which increases the accuracy of the air/fuel mix.
  • JP2009036176 describes a compression-ignition engine that runs on fuel/air mix, which - depending on the final compression pressure and temperature - is ignited by another type of fuel with lower ignition point injected directly.
  • the invention seeks to eliminate the shortfalls and disadvantages of known solutions and to produce a device and develop a procedure that allow the efficiency of four-cycle internal combustion engines to be increased by creating extra high compression ratio, the fuel to be burned more perfectly in an environment- friendly manner, the cooling of the engine to be reduced by reducing the temperature and pressure of exhaust gases, the use of a smaller and more silent exhaust system, the creation of an operationally warm environment in the cylinder during cold-ignition, the realisation of self-filling at higher rotational speed, manufacturing to be performed using traditional technology and simple structure, and production in an economic manner.
  • the solution according to the invention is based on the recognition that the device and procedure according to the invention achieves its objectives if a device and a procedure is created and developed that fills up the cylinder space depending on the compression ratio and at a pressure below the external air pressure, and the volume of external air fed into the engine - specifically manufactured with increased compression ratio - does not result in self-ignition at the end of the compression phase in spark-ignition engines, but is enough for ignition in compression-ignition engines without putting mechanical overload on the engine.
  • Figure 2 shows a section of the theoretical axonometric drawing of an advantageous implementation of the filling regulator unit according to the invention
  • Figure 3 shows the theoretical section drawings of the steps of a procedural variant of the procedure according to the invention, where
  • Figure 3.1 shows the theoretical section drawing of the commencement phase of the suction cycle
  • Figure 3.2 shows the theoretical section drawing of the interim phase of the suction cycle
  • Figure 3.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle
  • Figure 3.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle
  • Figure 3.6 shows the theoretical section drawing of the interim phase of the explosion cycle
  • Figure 3.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle
  • Figure 3.8 shows the theoretical section drawing of the interim phase of the exhaust cycle
  • Figure 3.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle
  • Figure 4 shows the theoretical section drawings of the steps of another variant of the procedure according to the invention, where Figure 4.1 shows the theoretical section drawing of the steps of a procedural variant of the procedure according to the invention,
  • Figure 4.2 shows the theoretical section drawing of the interim phase of the suction cycle
  • Figure 4.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle
  • Figure 4.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle
  • Figure 4.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle
  • Figure 4.8 shows the theoretical section drawing of the interim phase of the exhaust cycle
  • Figure 4.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle.
  • Figure 1 shows a section of the theoretical axonometric drawing of the device according to the invention.
  • the device has - among others - a cylinder 1, a piston 2 moving in the cylinder 1, a crank mechanism consisting of a pin 3, a driving rod 4, and a crankshaft 5, a suction stub 6, a suction valve 7, an exhaust valve 8, and an explosion unit 9.
  • It is a characteristic of the device that - depending on the type of the engine - it has an increased compression ratio between 12 and 50, and that it has a filling regulator unit 10 connected to the suction stub 6 regulating the volume of external air entering the cylinder 1.
  • the explosion unit 9 is placed into two positions, and the intake of external air and the removal of exhaust gases is indicated with arrows.
  • Figure 2 shows a section of the theoretical axonometric drawing of an advantageous implementation of the filling regulator unit 10 according to the invention.
  • the filling regulator unit 10 is a mechanic pressure regulator regulating the pressure of the air input, which has a bevelled valve 12 with a plunger 11, a valve cage 13 holding the bevelled valve 12, a cushion disk 14 fitting to the plunger 11, a pressure regulator spring 15 attached thereto, a spring-seat 16 holding the pressure regulator spring 15, and a house 17 covering all the components.
  • Figure 3 shows the theoretical section drawings of the steps of a procedural variant of the procedure according to the invention, where a spring-ignition engine is operated with the compression ratio increased to 12 to 40.
  • Figure 3.1 shows the theoretical section drawing of the commencement phase of the suction cycle, where the piston 2 is in the top dead point in the cylinder 1 , and the suction valve 7 and the exhaust valve 8 is closed.
  • the suction valve 7 and the exhaust valve 8 is open, as the case may be, the flow of the exhaust gases can help to fill up the cylinder 1 with air, hence using a catalyst in such cases may be justified.
  • the figure also shows the filling regulator unit 10 connected to the suction stub 6, and the igniter and mixing unit 91, where the igniter unit is placed into the cylinder head, and the mixing unit is placed into the suction stub 6.
  • the mixing unit may be also placed into the cylinder head.
  • Figure 3.2 shows the theoretical section drawing of the interim phase of the suction cycle, where the piston 2 is between the top and bottom dead point, the suction valve 7 is open, and the exhaust valve 8 is closed.
  • the cylinder 1 is filled with a mix of fuel and external air sucked in through the filling regulator unit 10, so that no spontaneous combustion takes place at the end of the compression cycle.
  • Figure 3.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle, where the piston 2 is in the bottom dead point and the suction valve 7 is closed. If the piston 2 is moved upward, no more air can enter the cylinder 1. If, as the case may be, the suction valve 7 is kept open for a definite period, more air may enter the cylinder 1 at a higher rotation speed, thereby increasing the filling with air, but no fuel can return to the suction stub 6 when using a fuel mixture, which could interfere with the mixing process.
  • Figure 3.4 shows the theoretical section drawing of the interim phase of the compression cycle, where the piston 2 is between the bottom and top dead point, and the suction valve 7 and the exhaust valve 8 is closed.
  • Figure 3.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, where the piston 2 is in, or close to, the top dead point, and the fuel mixture is ignited with the igniter and mixing unit 91 , and the suction valve 7 and the exhaust valve 8 is closed.
  • the ignition is indicated on the drawing separately with an igniter and a spark.
  • Figure 3.6 shows the theoretical section drawing of the interim phase of the explosion cycle, where the piston 2 is between the top and bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed. (This is the actual expansion or working cycle.)
  • Figure 3.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle, where the piston 2 is in, or close to, the bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed, thereby allowing the maximum expansion of exhaust gases with any remaining exploitable energy.
  • the exhaust valve 8 is open when approaching the bottom dead point. In this case the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster.
  • Figure 3.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, where the piston 2 is between the bottom and top dead point, the suction valve 7 is closed, and the exhaust valve 8 is open, so that the exhaust gases can leave through it.
  • Figure 3.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle, where the piston 2 is in the top dead point, and the suction valve 7 and the exhaust valve 8 is closed.
  • Figure 4 shows the theoretical section drawings of the steps of another variant of the procedure according to the invention, where a compression-ignition engine with increased compression ratio is used.
  • Figure 4.1 shows the theoretical section drawing of the commencement phase of the suction cycle, where the piston 2 is in the top dead point in the cylinder 1, and the suction valve 7 and the exhaust valve 8 is closed. If the suction valve 7 and the exhaust valve 8 is open, as the case may be, the flow of the exhaust gases can help to fill up the cylinder 1 with air.
  • FIG. 4.1 shows the suction stub 6 and the high-pressure fuel injector unit 92 placed into the cylinder head.
  • the references used in Figure 4.1 are also used in Figures 4.2 to 4.9, but they are not mentioned necessarily when describing the various figures, as only the ones relevant to the given step are mentioned.
  • Figure 4.2 shows the theoretical section drawing of the interim phase of the suction cycle, where the piston 2 is between the top and bottom dead point, the suction valve 7 is open, and the exhaust valve 8 is closed.
  • the cylinder 1 is filled with a mix of fuel and external air sucked in through the filling regulator unit 10, so that the temperature of the compressed air is sufficient to ignite the fuel in the explosion cycle.
  • Figure 4.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle, where the piston 2 is in the bottom dead point and the suction valve 7 is closed. If the piston 2 is moved upward, no more air can enter the cylinder 1. If, as the case may be, the suction valve 7 is kept open for a definite period, more air may enter the cylinder 1 at a higher rotation speed, thereby increasing the filling with air.
  • Figure 4.4 shows the theoretical section drawing of the interim phase of the compression cycle, where the piston 2 is between the bottom and top dead point, and the suction valve 7 and the exhaust valve 8 is closed.
  • Figure 4.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, where the piston 2 is in, or close to, the top dead point, and fuel is injected by the high-pressure fuel injector unit 92, which is ignited by the air pressed to the sufficient temperature.
  • Figure 4.6 shows the theoretical section drawing of the interim phase of the explosion cycle, where the piston 2 is between the top and bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed. (This is the actual expansion or working cycle.)
  • Figure 4.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle, where the piston 2 is in, or close to, the bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed, thereby allowing the maximum expansion of exhaust gases with any remaining exploitable energy.
  • the exhaust valve 8 is open when approaching the bottom dead point. In this case the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster.
  • Figure 4.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, where the piston 2 is between the bottom and top dead point, the suction valve 7 is closed, and the exhaust valve 8 is open, so that the exhaust gases can leave through it.
  • Figure 4.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle, where the piston 2 is in the top dead point, and the suction valve 7 and the exhaust valve 8 is closed.
  • compression ratio means the ratio of the cylinder space to the combustion chamber (useless space) space. It can be also described as the ratio of the space above the bottom dead point of the piston 2 to the space above the top dead point of the piston 2.
  • the increased compression ratio of an engine means higher compression ratio than the maximum compression ratio of the engine operated with given fuel and at a given temperature, while the maximum compression (final compression pressure) remains unchanged. It is maximum, because the compression may - and does - change during operation, but the compression ratio does not, because the compression ratio remains unchanged after the production of the engine. (E.g. the maximum compression ratio is 10 to 1 in Otto engines running at approximately 90°C on 95 ON fuel, while the increased compression ratio of our invention is higher than this figure - i.e. 10 - and is preferable 20.)
  • the engine with increased compression ratio and fitted with a filling regulator unit 10 is operated in four cycles - i.e. suction, compression, explosion, and exhaustion -, and, in the commencement phase of the suction cycle, the piston 2 is in the top dead point, while the suction valve 7 and the exhaust valve 8 is closed.
  • the two valves may be opened, in which case e flow of the exhaust gases can help to fill up the cylinder 1 with air, as described above.
  • the piston 2 is moved upward in the interim phase of the suction cycle, while the suction valve 7 is opened and the exhaust valve 8 is closed.
  • the cylinder 1 is filled through the filling regulator unit 10 connected to the suction stub 6 with air the pressure of which is lower than the outside air, which will not cause spontaneous ignition or mechanic overload during compression. (Experience shows that cylinder 1 is preferably filled with 50 to 95% of the outside air pressure.)
  • the piston 2 is moved to the bottom dead point. If the piston 2 is moved upward and the suction valve 7 is closed, no more air can enter the cylinder 1.
  • the suction valve 7 is left open for a definite period. In this case, more air can enter the cylinder 1 at higher rotation speed, thereby increasing the air fill, but - when using a fuel mixture - no fuel can return the suction stub 6, which would interfere with the mixing, as described above.
  • the piston 2 In the compression cycle, the piston 2 is moved upward from the bottom dead point, while the suction valve 7 is closed and the exhaust valve 8 is closed.
  • the explosion cycle in - or close to - the top dead point and with the suction valve 7 and the exhaust valve 8 closed, an explosion is caused by the explosion unit 9. Then, the piston 2 is moved downward from the top dead point with the suction valve 7 and the exhaust valve 8 being closed, and, when approaching the end of the explosion cycle - i.e. when the piston 2 approaches its bottom dead point - the exhaust valve 8 is kept closed.
  • the exhaust valve 8 may be opened. In this case, the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster. Then, in the exhaust cycle, the piston 2 is moved upward from the bottom dead point, while the suction valve 7 is closed and the exhaust valve 8 is open, so as to allow the exhaust gases to leave.
  • the piston 2 is moved again to the top dead point, while the suction valve 7 is kept closed and the exhaust valve 8 is closed.
  • the valves may be opened, in which case the output of exhaust gases helps the cylinder 1 to fill up with air. Thereafter, each step is repeated from the suction cycle continuously.
  • a spark- ignition engine with 12 to 40 increased compression ratio is operated.
  • the cylinder 1 is filled with the mixture of fuel and air sucked in through the filling regulator unit 10 connected to the suction stub 6, so that no spontaneous combustion takes place at the end of the compression cycle.
  • This can be achieved by having the filling regulator unit 10 to allow maximum 95% of the external air quantity to enter the cylinder 1 through the suction stub 6.
  • the fuel mix is exploded with a spark by the igniter and mixing unit 91 in the last phase of the compression cycle, which is also the commencement phase of the explosion cycle, while the suction valve 7 and the exhaust valve 8 is kept closed, and the exhaust valve 8 is opened after the completion of the explosion cycle in the exhaustion cycle to allow the exhaust gases to leave.
  • a compression-ignition engine with 25 to 50 increased compression ratio is operated.
  • the cylinder 1 is filled with air sucked in through the filling regulator unit 10 connected to the suction stub 6, so that the temperature of the compressed air in the explosion cycle is enough igniting the fuel without putting mechanical overload on the engine.
  • fuel is injected by the high-pressure fuel injector unit 92 while the suction valve 7 and the exhaust valve 8 is closed and the piston 2 is in - or close to - the top dead point, which is ignited by the air compressed to the sufficient temperature.
  • the exhaust valve 8 is also opened in the exhaustion cycle, so that the exhaust gases can leave.
  • the filling regulator unit 10 that ensures that the volume of air entering the cylinder 1 is always less than the volume of air that would enter freely (that is maximum 95% of the external air pressure). This is why the compression ratio of the engine according to the invention can be increased with maximum performance (maximum input and fully burnt fuel) in comparison to the compression ratio of traditional engines running without air suppression. This increased compression ratio enables the extra expansion following the explosion, which results in - among others - the increased efficiency of the engine.
  • the volume of air that can be loaded into the cylinder 1 depends on the displacement volume of the cylinder 1, the compression ratio of the engine, the temperature and pressure of the inbound air, and the used fuel. Consequently, the filling regulator unit 10 can be implemented on the basis of measuring the pressure, volume, and temperature - and the combination thereof - of the inbound air. Some examples are described in this respect.
  • the filling regulator unit 10 is a mechanic pressure controller that regulates the pressure of inbound air and ensures the difference between the pressure of external air and the pressure of air flowing into the suction stub 6.
  • the pressure regulator spring 15 determines how much smaller the air pressure in the suction stub 6 should be than the external air pressure. If this pressure difference is large, the bevelled valve 12 opens, otherwise it closes.
  • the filling regulator unit 10 is an electronic pressure controller, which has a sensor to measure air pressure in the suction stub 6 and has a valve regulating the air entering the suction stub 6.
  • the filling regulator unit 10 is a volume regulator, which has a pre-chamber connected to the suction stub 6 and an entry valve connected to the pre-chamber.
  • the filling regulator unit 10 is a volume meter, which has a volume flow meter connected to the suction stub 6, before which a controlled entry valve is connected.
  • the filling regulator unit 10 is a mass meter, which can be produced as a combination of the above advantageous solutions, so that the volume of the air taken in can be calculated from the volume, pressure, and temperature of the air according to the general gas law.
  • the increased compression ratio is 12 to 40, preferably 20, - in compression-ignition engines, the required compression ratio - when using contemporary diesel oil and technology - is 25 to 50, preferably 40. (The figure always exceeds the compression ratio of state of the art compression-ignition engines in regular operation and completely filled with external air.)
  • the fuel is burnt more perfectly even when using common injectors, as there is plenty of air, so the lambda probe may even be omitted,
  • the final temperature of the exhaust gases is lower and the engine does not need so much cooling

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

Abstract

La présente invention a pour objet un dispositif, et un procédé associé à ce dispositif, permettant d'améliorer l'efficacité des moteurs à combustion interne à quatre temps et comportant un cylindre (1), un piston (2) se déplaçant dans le cylindre (1), un mécanisme de manivelle, consistant en une bielle (4) et en un vilebrequin (5), un embout aspirateur (6), un clapet d'aspiration (7), une soupape d'échappement (8) et une unité d'explosion (9). Le dispositif présente un taux de compression plus élevé qui se situe entre 12 et 50. Il comporte également un module de régulation de remplissage (10) connecté à l'embout aspirateur (6) et régulant le volume d'air extérieur pénétrant dans le cylindre (1).
PCT/HU2013/000134 2013-12-20 2013-12-20 Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne WO2015092451A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/HU2013/000134 WO2015092451A1 (fr) 2013-12-20 2013-12-20 Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne

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Application Number Priority Date Filing Date Title
PCT/HU2013/000134 WO2015092451A1 (fr) 2013-12-20 2013-12-20 Dispositif et procédé pour améliorer l'efficacité des moteurs à combustion interne

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Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE453851B (sv) * 1984-09-03 1988-03-07 Goran Almkvist Sett att hoja en forbrenningsmotors verkningsgrad
EP0294637A2 (fr) * 1987-06-06 1988-12-14 Volkswagen Aktiengesellschaft Moteur diesel
WO1989000643A1 (fr) * 1987-07-18 1989-01-26 Graham Beverley Moteur a combustion interne
WO1996001939A1 (fr) * 1994-07-12 1996-01-25 John Brengle Taylor Moteur a explosion a pistons alternatifs a aspiration limitee
US20030024502A1 (en) * 2001-08-02 2003-02-06 Meta Motoren-Und Energie-Technik Gmbh Supplemental control valve device for supplemental flow control of an internal combustion engine intake channel
JP2004360562A (ja) * 2003-06-04 2004-12-24 Mitsubishi Electric Corp 内燃機関の制御装置
WO2005111399A1 (fr) * 2004-05-17 2005-11-24 Ibadullaev, Gadgikadir Aliyarovich Procede de demarrage et de fonctionnement d'un moteur diesel a combustion interne
GB2417290A (en) * 2004-08-19 2006-02-22 Connaught Motor Co Ltd Reducing knock in i.c. engines
EP1696114A1 (fr) * 2005-01-21 2006-08-30 HONDA MOTOR CO., Ltd. Dispositif de commande de débit d'air pour un moteur à combustion interne
WO2007077049A1 (fr) * 2006-01-02 2007-07-12 Robert Bosch Gmbh Conduit d'admission pour moteur a combustion interne
EP2096281A1 (fr) * 2008-02-28 2009-09-02 Mazda Motor Corporation Procédé de contrôle de moteur à combustion interne, système de moteur à combustion interne et produit de programme informatique correspondant

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE453851B (sv) * 1984-09-03 1988-03-07 Goran Almkvist Sett att hoja en forbrenningsmotors verkningsgrad
EP0294637A2 (fr) * 1987-06-06 1988-12-14 Volkswagen Aktiengesellschaft Moteur diesel
WO1989000643A1 (fr) * 1987-07-18 1989-01-26 Graham Beverley Moteur a combustion interne
WO1996001939A1 (fr) * 1994-07-12 1996-01-25 John Brengle Taylor Moteur a explosion a pistons alternatifs a aspiration limitee
US20030024502A1 (en) * 2001-08-02 2003-02-06 Meta Motoren-Und Energie-Technik Gmbh Supplemental control valve device for supplemental flow control of an internal combustion engine intake channel
JP2004360562A (ja) * 2003-06-04 2004-12-24 Mitsubishi Electric Corp 内燃機関の制御装置
WO2005111399A1 (fr) * 2004-05-17 2005-11-24 Ibadullaev, Gadgikadir Aliyarovich Procede de demarrage et de fonctionnement d'un moteur diesel a combustion interne
GB2417290A (en) * 2004-08-19 2006-02-22 Connaught Motor Co Ltd Reducing knock in i.c. engines
EP1696114A1 (fr) * 2005-01-21 2006-08-30 HONDA MOTOR CO., Ltd. Dispositif de commande de débit d'air pour un moteur à combustion interne
WO2007077049A1 (fr) * 2006-01-02 2007-07-12 Robert Bosch Gmbh Conduit d'admission pour moteur a combustion interne
EP2096281A1 (fr) * 2008-02-28 2009-09-02 Mazda Motor Corporation Procédé de contrôle de moteur à combustion interne, système de moteur à combustion interne et produit de programme informatique correspondant

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