WO2017037485A2

WO2017037485A2 - Novel mixture forming and combustion processes and internal combustion engine using monatomic and hydrogen gas

Info

Publication number: WO2017037485A2
Application number: PCT/HU2016/050038
Authority: WO
Inventors: Jenö POLGÁR
Original assignee: Polgár Jenö
Priority date: 2015-08-31
Filing date: 2016-08-31
Publication date: 2017-03-09
Also published as: WO2017037485A4; WO2017037485A3; HUP1500391A2

Abstract

The invention relates to a monocylindrical (H), four-stroke, crank drive (F), piston (D) type internal combustion engine (M) operated by monatomic working gas (Mg), hydrocarbon or hydrogen fuel, oxygen oxidant, wherein the combustion chamber (É1,É2) is separated from the cylinder by means of valves (I1,I2). The cylinder of the engine is provided by at least one suction valve (Sz) and at least one exhaust valve Ksz). Inlet port is connected to the exhaust port by means of a closed pipe (Cs) extending outside the cylinder. This pipe contains a cooling-exhaust gas separating unit (H-É) cooling the working gas down to an adequate temperature (Qel) and gaseous exhaust products are separated (Éel), as well as a pressure regulator (Ny) and a working gas storage vessel. Stoichiometric mixture of fuel and oxidant is added to the working gas.

Description

NOVEL MIXTURE FORMING AND COMBUSTION PROCESSES AND INTERNAL COMBUSTION ENGINE USING MONATOMIC AND HYDROGEN GAS

Field of the invention

The invention relates to an internal combustion engine (apparatus) operated by monatomic working gas or hydrogen fuel, which can use any of ordinary fuels (petrol, diesel, methane, methanol, hydrogen) in case of applying monatomic working gas, and can use hydrogen fuel in case of applying hydrogen working gas, enabling new mixture forming processes (method) differing substantially from prior art processes, and combustion processes hardly feasible by prior art solutions without any harmful environmental emission.

Field of use

Field of use of the invention is equal to that of conventional engines. Objective of the invention

The object of the invention is to provide an engine working by high thermal efficiency using a wide range of combustibles (petrol, diesel, methane, methanol, hydrogen) without any environmental emission, which engine operates by extended mixture forming and well controlled combustion processes.

Mixture forming

When a monatomic or hydrogen working gas is used, we must provide an oxidant as well. Thus, there are three components in the mixture. The mixture For the different mixture forming conditions - instead defining new concepts - existing concepts will be reinterpreted.

- when a component enters the cylinder through an inlet valve of the cylinder, then the way of entering the engine is called external mixture forming method (KK), - when a component is injected into the cylinder of the engine by direct injection, or to the combustion chamber in the open state of the separation valves, it is called direct injection (Dl),

- when a component is injected into the combustion chamber in the closed state of valves of the combustion chamber (taken out the injection from the cycle!) it is called internal mixture forming (BK).

Direct injection (Dl) is not tested and is not used here, dealing hereinafter with two extreme ways of mixture forming only. By introducing the procedure BK the injection has been "removed" from the cycle, thus a lot of well-known problems relating to the accommodation of combustion process in the cycle and to the injection time is eliminated. This solution enables new combustion processes (e.g. diffusive combustion process of petrol and hydrogen).

Since three components are mixed together and each component - by omission of Dl -can be delivered to the engine by two ways, a total number of eight combinations are provided to achieve mixture forming:

As in practice the working gas is delivered to the cylinder only by external mixture forming mixture without exception, columns 5-7 of the table will not be analyzed hereafter. In Figure 5 five combinations - first four and the eighth columns of table above - of mixture forming to be examined are shown. In other figures the method of mixture forming is not depicted by technical reasons, mutatis mutandis to any of the solutions presented should be considered.

According to the second conclusion of our thermodynamic studies (see below!), the highest thermal efficiency is obtained when all components are introduced by external mixing into the cylinder. Whereas, for reasons described later it is not possible (except in the case of hydrogen gas), so the component having the smallest standard volume is delivered into the combustion chamber by internal mixing process BK. Therefore, for example with H₂ fuel, it is advantageous to deliver working gas and hydrogen by KK process, and the oxygen should be delivered by BK process. For petrol and diesel fuels: working gas and oxygen by KK, petrol or diesel oil by BK, etc. These solutions are of course unconventional, new combustion processes (eg., in case of hydrogen, methane, petrol fuels) to be discussed later. Thermodynamic studies

Before filing this application extensive calculations were performed to determine efficiency of engines having a combustion chamber separated from the cylinder by valves and operated by monatomic and hydrogen working gases, oxygen oxidant, gasoline, diesel oil, methane and H2-fuel, respectively, in function of quantity of fuel applied, with regard principally how the mixture forming method acts upon the thermal efficiency. Some results of our calculations done for equal cylinder volumes and caloricity are shown in Fig. 9. The lines of chart from the bottom up (also depicted thermal efficiency of conventional petrol engine for comparison as well):

- The working gas is air, fuel is gasoline, mixture forming is KK, KK

- The working gas is He, the oxidant is 0₂, fuel is H₂, mixture forming KK, BK, BK,

- The working gas is He, the oxidant is 0₂, fuel is H₂, mixture forming KK, KK, BK,

- The working gas is He, the oxidant is 0₂, fuel H₂, mixture forming KK, BK, KK,

- The working gas is He, the oxidant is 0₂, fuel H₂, mixture forming KK, KK, KK. If the method of mixture formation is marked in abbreviated form (eg. KK, BK KK), the first couple of letters relates to the working gas, the second to oxidant, and the third one relates to the fuel. From Figure 9 two important conclusions can be drawn:

- at rated load (X = 1, ie λ = 1) an engine working by H₂ (or CH₄) fuel and having better thermal efficiency than prior art engines can be built only in case, when applying a significantly leaner mixture, that is with smaller caloricity; this is because the thermal efficiency of an engine operated by He as working gas, 0₂ as oxidant and H₂ as fuel at rated load X = 1 (λ = 1) is lower than that of conventional petrol engine at rated load λ = 1, whatever mixture forming method is applied;

- ηΚΚ KK KK > ηΚΚ BK KK > ηΚΚ KK BK > ηΚΚ BK BK, that is, the larger part of total volume of the mixture is delivered to the engine by outer mixture forming method, the better thermal efficiency is obtained.

A trend of the final compression pressure and end temperature in function of amount of fuel (the parameter is compression ratio) has also been determined for different cases, and on a basis of these results can be decided whether a self-combustion of the fuel does happen or not in a given case.

The results of our study have not yet been published, so we can hope that the results forming the base of this application do not belong to the prior art.

Therefore, a person skilled in the art cannot get the same conclusion regarding this application. Having not simply combining well known solutions, we have tried to correct their disadvantages and new features (eg. new working gas: H₂, charging, efficiency improvement, new mixture forming methods and combustion processes, etc) are also built into the solution according to the present invention. In the following we will frequently refer to the standard state of gases given as T₀ standard temperature and standard pressure P₀. These values are: T₀ = 298.15 K and P₀= 1 bar.

The state of the art

Two prior art documents can be mentioned as being closest solutions to that described above.

1. The published document PCT/JP2007/054114;

2. Patent document US 8,844,496 B2.

However, these solutions do not include either together any condition of the listed functions listed among above objectives. In the following part of the application are mentioned issues and deficiencies of solutions disclosed in above documents we wish to be overcome by our solution being described as follows.

Objective of the solution described in PCT/JP2007/054114 is to create a high thermal efficiency, emission-free engine.

Strokes: four-stroke engine, its two-stroke version has not been provided ! Working gas: the engine operates with a monatomic working gas. One object of this solution is to render the engine emission-free. This objective can be achieved by other working gas being different from a monatomic gas as well. Eg. in case of H₂ as a fuel H₂ gas may be used as working gas, too!

Fuel: the engine is operated by H2 fuel exclusively. However, it would be practical to implement as well its versions operated by fuels (petrol, diesel, methane, methanol) available at current, customary, already installed infrastructure (eg. fuels in petrol stations, etc.).

Separation of combustion products: to separate CO₂ created by the lubricant discontinuous (due to a required regeneration period) processes based on dissolution and absorbing the gas are used, which are not suitable for separation of a huge quantity of CO₂ created by combustion of above mentioned hydrocarbon fuels. Besides, the flow resistance of the system is great, resulting in losses.

Mixture forming:

There are two solutions mentioned. According to one of these solutions a monatomic working gas and oxygen are sucked by the engine, while hydrogen is delivered into the cylinder by direct injection (KK, KK, Dl). The method of mixture forming is not optimal. Our studies has also shown that the best thermal efficiency is obtained when the all the components of a mixture are delivered into the cylinder by external mixture forming. In other words, the more standard volume proportion of the mixture is delivered into the cylinder by external mixture forming, the higher thermal efficiency is obtained. Since the standard volume of oxygen is smaller than that of hydrogen, due to facts described in the next section, the optimal solution is the following: a working gas and hydrogen by external, oxygen by internal mixture forming. Thermal efficiencies of the two solutions are significantly different!

According to the other solution, the mixture enters the cylinder by external mixture forming (ΚΚ,ΚΚ, KK), which is not an appropriate solution. Due to beneficial thermodynamic features of monatomic gases the end temperature of the compression exceeds the self ignition temperature of H₂ also by relatively low compression ratio, resulting in a disadvantageously very fast combustion taking place already in the compression stroke.

Ignition: Two solutions are mentioned. The first is the spark ignition, which is not possible at a compression ratio of acceptable rate, due to facts described above.

According to the other solution, the combustion of the H₂ spontaneously triggered by self ignition. In this regard the problems will be discussed below. Combustion process: two solutions are mentioned. According to one of the solutions combustion is a propagating burning process triggered by spark ignition (hydrogen is combusted by propagating flame using spark ignition). This is not possible because of the foregoing facts. According to the other solution, that a so called diffusion combustion process triggered by self ignition during injection takes place. Efficiency of the diffusion combustion process for the given engine design is not optimal, since this process is long-delayed during the expansion phase due to the large amount of hydrogen injected, which significantly degrades the thermal efficiency.

Efficiency: inventor of this application was motivated by the hope that the use of monatomic gas as working gas will significantly improve the thermal efficiency. Detailed calculations, however, do not show that. In order to be comparable, the composition of the mixtures should be determined so that to get the same caloricity value of the mixture for different fuels with X = 1 fuel ratio (λ = 1, nominal load). Consequently, the thermal efficiency of an engine operated by H₂ fuel and monatomic working gas at rated load (X = 1, λ = 1) is less than not too high thermal efficiency of a gasoline engine (due to the low proportion of monatomic working gas in the mixture and combustion gases)! Charging: none.

Efficiency improving measures: none.

The Patent US 8,844,496 B2 patent:

Objective: to provide an engine of higher efficiency with advanced mixture forming and combustion processes. Strokes: a four-stroke engine, two-stroke version has not been drawn up! Working gas: engine operates only by air as working gas. Other working gases are not included in the solution.

Fuel: the engine operates only by gasoline, diesel oil and methane fuels.

Flue gas separation: None.

Mixture forming: two solutions are mentioned. Internal and external, both are suitable for use.

Ignition: two solutions are mentioned. Spark ignition and self ignition, both can be used.

Combustion Process: three solutions are mentioned. According to one of these solutions combustion is a propagating burning process triggered by spark ignition (combusted by propagating flame using spark ignition). According to the other solution, a so called diffusion combustion process triggered by self ignition of the fuel takes place.

The third one is a quasi-HCCI combustion process based on the above two processes. All these three solutions can be applied.

Thermal efficiency: the thermal efficiency is equal to that of conventional engines (a slightly better efficiency than the effective efficiency).

Charging: None.

Efficiency improving measures: None.

The following table is a summary of above mentioned.

Strokes:

Working gas:

air H₂ monatomic

PCT/JP2007/054114 - - X

US 8,844,496 B2 X - -

According to the - X X

present invention Fuel:

Separation of combustion gases:

Mixture forming:

Ignition:

bustion process:

spark triggered self-ignition triggered quasi-HCCI propagating diffusion combustion combustion process combustion

PCT/JP2007/054114 X* X **

US 8,844,496 B2 X X X

According to the - X **

present invention

*not applicable!; **reasonable for using air as working gas only! Thermal efficiency:

Brief description of drawings: shows the simplified cycle of the engine, in

internal combustion engine is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in

internal double-cylinder combustion engine is shown schematically, provided with shared combustion chambers separated from cylinders by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in

internal double-cylinder combustion engine with divided working cycle is shown schematically, provided with shared combustion chambers separated from cylinders by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in mixture forming possibilities are depicted for internal combustion engines, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in

multicylinder internal combustion engine having one-cylinder engine units attached to a common crankshaft is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in

multicylinder internal combustion engine having double-cylinder engine units attached to a common crankshaft is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, in

multicylinder internal combustion engine with divided working cycle and having double-cylinder engine units attached to a common crankshaft is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel,

shows the way thermal efficiency is changing during different mixture forming processes of an internal combustion engine operated by He working gas, oxygen as oxidant, and using hydrogen fuel, in

internal combustion engine performing only expansion and exhaust strokes is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel, and in

two-stroke internal combustion engine is shown schematically, provided with combustion chamber separated from the cylinder by valves and operated by monatomic or hydrogen working gas, oxygen as oxidant, and using hydrocarbon or hydrogen fuel.

Reference signs appearing in the drawings:

Only new signs as compared to the previous Figures are denoted for each Figure. Figure 1:

P : pressure,

V : volume,

Qbe : added heat

Qel : removed heat

k*P0 : pressure before suction valve

1 - 2 section : isentropic compression

2 - 3 section : isochore heat transfer

3 - 4 section : isentropic expansion

4- 1 Section: isochore heat removal

Figure 2:

M: Motor

H: cylinder

D: Piston

F: crankshaft

Ny: Pressure control

Ksz: exhaust valve

Sz: inlet valve

Cs: closed pipe system between the exhaust and intake valves

H-E: cooling and exhaust gas separating unit

Mg: monatomic working gas

Tl: working gas tank

Eel: vented combustion products

El, E2: combustion chambers

II, 12: separating valves

Figure 3:

II, 12, 111, 112: separating valves

Figure 5:

02 g: gaseous oxygen

Tu g: gaseous fuel

T2: oxygen tank

T3: fuel tank

Itu: fuel injection valve

102: oxygen injection valve

Img: working gas injection valve

KK, KK, KK

KK, KK, BK

KK, BK, KK

KK, BK, BK

BK, BK, BK - mixture forming combinations Figure 9

- η: thermal efficiency of the perfect engine

- ε: compression ratio

- X: fuel ratio, index inversely proportional to the amount of fuel delivered into the cylinder fuel (introduced instead of air ratio)

Figure 10.

Ptii: fuel pressure

P02: oxygen pressure

Pmg: Working gas pressure

Kmg: working gas compressor

Figure 11.

PSz: pressure before the intake valve

PKsz: pressure downstream of the exhaust valve

Most general solution of the object set

Most general solution of the object according to the invention is shown in Fig. 2. The solution to be described resembles an internal combustion engine with external mixture forming KK by throat injection and provided with combustion chamber separated from the cylinder by valves. Applicable fuel may be gasoline, diesel oil, methanol, CH4, H2 or other gaseous substances. The mixture forming and combustion processes significantly differ from conventional processes.

A preferred embodiment

In a preferred embodiment shown in Fig. 4 an internal combustion engine with divided working cycle is depicted schematically, and the combustion chambers are separated from cylinders by valves (a disclosed by EP 2 449 223) and operated by monatomic working gas, preferably Ar or He, applicable fuel may be gasoline, diesel oil, methanol, CH4, H2 or other gaseous substances. The mixture forming and combustion processes significantly differ from conventional processes.

Disclosure of the invention

The invention will be disclosed on the base of an engine depicted in Fig. 2. The engine is a one-cylinder, four stroke, crank drive F internal combustion piston D engine M provided with combustion chambers El, E2 separated from the cylinder H by valves II, 12. Cylinder H is provided by at least one suction valve Sz and at least one exhaust valve Ksz. The intake manifold and the exhaust manifold are connected via pipeline system Cs outside of the cylinder H. The pipeline system Cs a cooling and exhaust gas separating unit H-N and a working gas tank Tl also includes. In the cooling and exhaust gas separating unit H-N unit the combustion gases are cooled to the required temperature, while the products of combustion - H₂0 and C0₂ respectively - are separated from the working gas. The separation has several alternatives; it can be acheved preferably by condensation, but Linde process, adsorption, molecular sieves, gas centrifuge or a combination thereof are also applicable.

After cooling the flue gas and cleaned from the combustion products, it will be used again via the suction valve Sz at a pressure k*P₀ set by pressure regulator Ny. A simplified cycle of the engine is shown in Figure 1. Cooling and cleaning the flue gas from the combustion products take place synchronously with the last four strokes. Combustion products can be collected separately in a suitable container, or let them into the environment. So in the case of adequate intention a zero-emission engine can be provided.

Disclosure of a preferred embodiment

A preferred embodiment (Figure 4) - operation of a double-cylinder internal combustion engine unit with divided working cycle - one cylinder responsible for the suction and compression, the other one for expansion and exhausting only - provided with shared combustion chambers separated from cylinders by valves (as disclosed by the EP 2449223) is easy to understand on the basis of the foregoing disclosure. Two combustion chambers operates in this engine unit, so they are separated from the cylinders for a period of one turnaround of the crankshaft, during which time almost any mixture forming process - which is KK, KK, BK in case of gasoline, diesel oil, methane and methanol fuels, and KK, BK, KK in case of hydrogen fuel, and KK, BK, KK for hydrogen working gas and fuel - and combustion process (optimally diesel like, diffusive) can be implemented. Thus, due to the synergic effect of three changes (engine with combustion chambers separated from cylinders by valves, use of a monatomic working gas, as well as previously unfeasible mixture forming processes) combustion processes not possible for conventional engines can be accomplished. Thus, a diesel like combustion process of gasoline or H₂ or CH₄, which have been impossible to accomplish so far without a high degree of mixture preheat and use of glow plugs. In case of injection of gaseous fuels is a problem that gases having a large volume must be injected into the cylinder during the compression stroke in a short time period, requiring a big sized injection valve. Charging, efficiency improvement

For conventional engine, charging is designed for increasing the engine power without increasing evolutions. Its most common type is turbo charging, in which the charger consists of an exhaust gas turbine and a compressor turbine mounted on a common axis. The machine makes double energy transformation. In the case of engines operated by monatomic working gas, charging can be performed without any supplementary device and energy transformation by increasing only the pressure of gases up to k*P0 in a section downstream the pressure control valve toward the intake valve of the above mentioned conduit extending between the exhaust and intake valves of the engine, where k > 1 (reasonably, between 1 and 3). This is done because the combustion gases do not expand until ambient temperature and pressure, thus, pressure of exhaust gases is always higher than k*P0. By means of a proper charging process of engines operating by monatomic gas multiple aims can be achieved. Be m_worki_ng_gas as sign for the mass of working gas in a mixture of fuel for a give fuel ratio, m_oxygen for the mass of 0₂ and m_fue| for the mass of fuel. The options:

a. Increasing the mass of fuel and oxygen supplied into the engine by the rate of charging k*( m_workingg_as+ m_oxygen+ m_fuei), then performance of the engine increased without any change in thermal efficiency (traditional charging); b. Let mass of the oxygen and fuel unchanged despite the charging k*( m_workingg_as+ m_oxygen+ rrifuei), then the engine thermal efficiency significantly increased by depletion of the mixture (charging only with working gas);

c. Increasing the mass of fuel and oxygen supplied into the engine not by the rate of charging, but by a value of 1 <p <k, then the performance as well as the thermal efficiency of the engine increased;

Another possibility to increase thermal efficiency of engines operated by gaseous-fuel is making an increase in the volume of the engine, while keeping constant the amount of fuel (H2 or CH4), that is increasing the amount of working gas intake.

By studying Figure 9 it is clear that the required higher thermal efficiency can be achieved only by a higher value of X being between 6-8, that is by a significant depletion of the mixture or, equivalently, by the same amount of fuel to enter, but with an engine having substantially - 6-8 times - larger volume and weight.

It is obvious that manufacturers and consumers cannot accept any solution relating to a usual engine having 6-8 times less power with the same volume or 6-8 times higher weight and volume with the same power. bustion process

Improving thermal efficiency of engines operated by Otto combustion process, hydrocarbon or hydrogen fuels have a limit set by knocking phenomenon delimiting feasible compression ratio. On the other hand, even in case of a layered mixture forming, production of an ignitable mixture is difficult around the ignition plug. All of these problems can be avoided, if a not premixed (formerly: diffusion) combustion process is carried out pursuant to the model of diesel combustion process. At the same time quality power control may also be used. The main obstacle to achieve all these aims is high auto-ignition temperature of fuels mentioned above. Studies made with air working gas have proven that the highest available compression end temperature is not enough to start the self-ignition even at high compression ratio. Therefore, a high level of preheating (approx. 200 ° C or more) of intake air, as well as exhaust gas recirculation and application of glow plugs were necessary by these tests to initiate and maintain combustion.

Whether the diesel-like not premixed (diffusion) combustion process of hydrocarbons and hydrogen fuels without any working gas heating, exhaust gas recirculation and without the use of glow plugs can be achieved there are three conditions to be satisfied:

- engine having suitable construction and a combustion chamber separated by valves from cylinders,

- a monatomic working gas,

- use of new mixture forming methods.

The second and third terms guarantee a sufficiently high compression peak temperature (thermodynamics of monatomic gases!), which is essential to the achieve self ignition.

The first condition guarantees the proper time needed to form the combustion process (multiple injections, smaller injector nozzles, a smaller pressure gradient, etc.). According to the second conclusion of our thermodynamic studies the high thermal efficiency is achieved if a component having the smallest standard volume is delivered to the combustion chamber by BK process. Therefore, for example in case of H₂ fuel, the working gas and hydrogen are preferably supplied by KK, oxygen should be administered by BK process. Thus, a new combustion process fundamentally different from the traditional ones is obtained. Since only half the amount of gas must be injected than by the injection of H₂, so the process may be considerably reduced by time, thus enables the better control of the combustion process, e.g. by selecting numbers and durations of injections.

Claims

1. (Fig. 2) Crank drive, piston (D) type internal combustion engine unit (M) having a cylinder (H) and a piston (D) in the cylinder (H) and combustion chamber (E1,E2) separated from the cylinder (H) by means of valves (11,12, etc), and the cylinder (H) of the engine is provided by at least one suction valve (Sz) and at least one exhaust valve (Ksz) both opening into the cylinder (H), and having a crank shaft (F) characterized in that the inlet port and exhaust port of the suction valve (Sz) and exhaust valve (Ksz), respectively, are connected to each other by means of a closed pipe (Cs) extending outside the cylinder, which pipe contains a cooling-exhaust gas separating unit (H-E), as well as a pressure regulator (Ny) and a working gas storage vessel (Ti).

2. (Fig. 3) Crank drive, piston (D) type internal combustion engine unit (M) having two cylinders (H) and each cylinder (H) of the engine are provided by at least one suction valve (Sz) and at least one exhaust valve (Ksz) both opening into the cylinder (H), and a piston (D) in each cylinder (H) and at least two combustion chambers (E1,E2), one for each cylinder (H), separated from the respective cylinder (H) by means of valves (11,12, 111, 112, etc) and connecting the cylinders parallelly to each other, characterized in that the inlet port and exhaust port of the suction valve (Sz) and exhaust valve (Ksz), respectively, are connected to each other by means of a closed pipe (Cs) extending outside the cylinder, which pipe contains a cooling-exhaust gas separating unit (H-E), as well as a pressure regulator (Ny) and a working gas storage vessel (Ti).

3. (Fig. 4)Crank drive, piston (D) type internal combustion engine unit (M) having a crank shaft (F) and two cylinders (H) and one of the cylinder (H) is provided by a suction valve (Sz) and the other cylinder is provided by an exhaust valve (Ksz), and a piston (D) in each cylinder (H), and at least two combustion chambers (E1,E2), one for each cylinder (H), separated from the respective cylinder (H) by means of valves (11,12, 111, 112, etc) and connecting the cylinders parallelly to each other, characterized in that the inlet port and exhaust port of the suction valve (Sz) and exhaust valve (Ksz), respectively, are connected to each other by means of a closed pipe (Cs) extending outside the cylinder, which pipe contains a cooling-exhaust gas separating unit (H-E), as well as a pressure regulator (Ny) and a working gas storage vessel (Ti).

4. (Fig. 10) Crank drive, piston (D) type internal combustion engine unit (M) having a cylinder (H) and a piston (D) in the cylinder (H) and at least two combustion chambers (E1,E2) separated from the cylinder (H) by means of valves (11,12, etc), and the cylinder (H) of the engine is provided by at least one exhaust valve (Ksz) opening into the cylinder (H), and having a crank shaft (F) characterized in that the exhaust port of the exhaust valve(s) (Ksz) is (are) connected to working gas injection valves (Imgl, Img2, etc) of combustion chambers (E1,E2) by means of a closed pipe (Cs) extending outside the cylinder, which pipe contains a cooling-exhaust gas separating unit (H-E), as well as a pressure regulator (Ny) and a working gas storage vessel 0Ί), and a fuel tank (T3) and an oxygen tank (T2) are connected to the combustion chambers (E1,E2) through injection valves (Ιΐϋ,Ι, ltu,2, ill. 102,1, IO2,2,etc).

5. (Fig. 11) Crank drive, piston (D) type two-stroke internal combustion engine unit (M) having a cylinder (H) and a piston (D) in the cylinder (H) and at least two combustion chambers (E1,E2) separated from the cylinder (H) by means of valves (11,12, etc), and the cylinder (H) of the engine is provided by at least one suction valve (Sz) and at least one exhaust valve (Ksz) opening into the cylinder (H), and having inlet ports (B) and a crank shaft (F) characterized in that the exhaust port of the exhaust valve (Ksz) is connected through the suction valve (Sz) to inlet ports (B) of the cylinder (H) by means of a closed pipe (Cs) extending outside the cylinder, which pipe contains a cooling-exhaust gas separating unit (H-E), as well as a working gas compressor (Kmg) and a working gas storage vessel (Ti).

6. Multicylinder internal combustion engine, characterized in that it comprises an arbitrary number of engine units according to any claims of 1, 2, 3, 4 or 5 built on a common crankshaft, and all said units are connected to the same closed pipe (Cs).

7. Internal combustion engine according to any preceding claim, characterized in that the working gas of the engine comprises monatomic gas, preferably argon or helium gas.

8. Internal combustion engine according to any claim of 1-6, characterized in that the working gas of the engine comprises hydrogen gas.

9. Internal combustion engine according to claim 7, characterized in that the engine is operated by petrol or diesel oil or methane or methanol or hydrogen as fuel and oxygen as oxidant.

10. Internal combustion engine according to claim 8, characterized in that the engine is operated by hydrogen as fuel and oxygen as oxidant.

11. Internal combustion engine according to claim 7, characterized in that the engine is supplied with the components of a mixture formed as follows: KK, KK, BK or KK, BK, KK or BK, BK, BK (in the order of: working gas, oxidant, fuel).

12. Internal combustion engine according to claim 8, characterized in that the engine is supplied with the components of a mixture formed as follows: KK, KK, KK or KK, BK, KK (in the order of: working gas, oxidant, fuel).

13. A method for cooling a working gas, separating combustion gases and reuse of the working gas of an engine according to any claims of 1-7 characterized in that the opening the exhaust valve(s) (Ksz) of the engine, then conducting the outflowing working gas containing combustion products to the cooling-exhaust gas separating unit (H-E) through the pipe (Cs) connected to the outlet of exhaust valve(s) for cooling it to an adequate temperature, and the combustion products are separated from working gas by condensation (or by Linde-process, gas centrifuge, molecular sieve or by absorption or combination thereof), and the working gas thus cleaned is collected in a working gas storage tank (Tl) on a pressure adjusted by a pressure controller provided upstream of the tank, then by opening the suction valve(s) of the engine working gas is supplied into the cylinder(H) through the pipe (Cs) and the suction valve(s).

14. A method for increasing power of an engine according to any claims of 1- 7 characterized by using a method according to claim 28, so that adjusting the pressure to k*P0 value on the pressure regulator valve (Ny), where k>l, and altering the aggregated mass of the fuel and oxygen (m_fue|+m_oxygen) supplied into the cylinder(s) or combustion chamber(s) to a value of k*, where mfuei+rrioxygen are masses belonging to a value of k=l.

15. A method for increasing power of an engine according to any claims of 1- 7 characterized by using a method according to claim 15, so that adjusting the pressure to k*P0 value on the pressure regulator valve (Ny), where k>l, and letting the aggregated mass of the fuel and oxygen (m_fUei+m_oxygen) supplied into the cylinder(s) or combustion chamber(s) unchanged, where m_fuei+m_0Xy_gen are masses belonging to a value of k=l.

16. A method for increasing power of an engine according to any claims of 1- 7 characterized by using a method according to claim 15, so that adjusting the pressure to k*P0 value on the pressure regulator valve (Ny), where k>l, and increasing the aggregated mass of the fuel and oxygen (m_fue|+m_oxygen) supplied into the cylinder(s) or combustion chamber(s) to a value of p*, where mfuei+rrioxygen are masses belonging to a value of 1 < p < k.

17. Internal combustion engine according to claims 9 and 10, characterized in that the combustion process of the engine comprises a diesel-like, non- premixed combustion process triggered by self-ignition due to a high compression end temperature.

18. A method for cooling a working gas, separating combustion gases and reuse of the working gas of an engine according to claim 4 characterized in that the opening the exhaust valve(s) (Ksz) of the engine, then conducting the outflowing working gas containing combustion products to the cooling-exhaust gas separating unit (H-E) through the pipe (Cs) connected to the outlet of exhaust valve(s) for cooling it to an adequate temperature, and the combustion products are separated from working gas by condensation (or by Linde-process, gas centrifuge, molecular sieve or by absorption or combination thereof), and the working gas thus cleaned is collected in a working gas storage tank (Tl), then injecting the working gas into the combustion chambers (E1,E2, etc) by injection valves (Imgl, Img2, etc) on an injection pressure (P_mg) adjusted by a working gas compressor (K_mg) provided upstream of the tank.

19. A method for cooling a working gas, separating combustion gases and reuse of the working gas of a two stroke engine according to claim 5 characterized in that the opening the exhaust valve(s) (Ksz) of the engine, then conducting the outflowing working gas containing combustion products to the cooling-exhaust gas separating unit (H-E) through the pipe (Cs) connected to the outlet of exhaust valve(s) for cooling it to an adequate temperature, and the combustion products are separated from working gas by condensation (or by Linde-process, gas centrifuge, molecular sieve or by absorption or combination thereof), and the working gas thus cleaned is collected in a working gas storage tank (Tl), then injecting the working gas into the cylinders (H) by intake openings (B) on an injection pressure (P_mg) adjusted by a working gas compressor (K_mg) provided upstream of the tank, where the pressure P_mg is selected so that the difference between the pressure of the working gas and the pressure downstream the exhaust valve(s) (Ksz), that is ΔΡ = P_mg - P_Ksz is true if 0 < ΔΡ < 2 bar.