WO2018099514A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2018099514A1
WO2018099514A1 PCT/DE2017/101019 DE2017101019W WO2018099514A1 WO 2018099514 A1 WO2018099514 A1 WO 2018099514A1 DE 2017101019 W DE2017101019 W DE 2017101019W WO 2018099514 A1 WO2018099514 A1 WO 2018099514A1
Authority
WO
WIPO (PCT)
Prior art keywords
cylinder
internal combustion
combustion engine
connecting rod
piston
Prior art date
Application number
PCT/DE2017/101019
Other languages
German (de)
English (en)
Inventor
Uwe Moser
Original Assignee
FEV Europe GmbH
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 FEV Europe GmbH filed Critical FEV Europe GmbH
Priority to DE112017006105.9T priority Critical patent/DE112017006105A5/de
Publication of WO2018099514A1 publication Critical patent/WO2018099514A1/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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/02—Engines with reciprocating-piston pumps; Engines with crankcase pumps
    • F02B33/06—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps
    • F02B33/20—Engines with reciprocating-piston pumps; Engines with crankcase pumps with reciprocating-piston pumps other than simple crankcase pumps with pumping-cylinder axis arranged at an angle to working-cylinder axis, e.g. at an angle of 90 degrees
    • 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
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/12—Engines characterised by fuel-air mixture compression with compression ignition
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two

Definitions

  • WO2010 / 081491 discloses an internal combustion engine which is designed as a single-cylinder diesel engine with direct injection. It may be provided a compressor for the compression of charge air.
  • the internal combustion engine comprises a crankshaft, a first cylinder and a second cylinder, a first connecting rod connected to the first piston, a second piston running in the second cylinder and a second connecting rod connected to the second piston.
  • the first cylinder is formed as a compressor cylinder for compressing air
  • the second cylinder is formed as a combustion cylinder for burning a fuel.
  • the first cylinder is connected to the second cylinder for supplying compressed air via an air supply to the second cylinder.
  • the first connecting rod and the second connecting rod are connected to the crankshaft.
  • the internal combustion engine comprises at least one inlet valve associated with the second cylinder for introducing air into the second cylinder, the inlet valve being disposed at or at the end of the air supply. Due to this, the air can be made compressed by the compressor in the intake tract of the internal combustion engine. This can be dispensed with an additional air supply. Another possible advantage is that even at low valve lifts due to the overpressure generated by the compression, a high flow rate is possible.
  • the first cylinder and the second cylinder are offset relative to each other by an angle in a range of 60 ° to 120 °. By such a displacement, in particular in the form of a V-engine, a reduction or elimination of elements for mass balance, for example, a balance shaft can be achieved. Potential benefits include lower fuel consumption and lower costs. It is preferred that the crankshaft has a crank pin, and that the first connecting rod and the second connecting rod are connected to the crank pin.
  • the internal combustion engine has exactly one combustion cylinder and is designed as a diesel engine. Furthermore, it is preferred that the internal combustion engine is designed as a four-stroke engine. Compared with, for example, a two-stroke engine, a four-stroke engine has economic advantages, such as lower fuel consumption.
  • the internal combustion engine has two inlet and outlet valves in a preferred embodiment.
  • An internal combustion engine according to the invention is particularly suitable as a motor for tricycles or small trucks. Other applications, such as a motor for two-wheelers, are possible. The possibility of cost-effective production of such a diesel engine opens up the opportunity to use diesel fuel sensibly for smaller vehicles.
  • FIG. 1 shows schematically an embodiment of an internal combustion engine 1 according to the invention.
  • the internal combustion engine 1 comprises a crankshaft 2, a first cylinder 3 and a second cylinder 4, a first piston 5 running in the first cylinder and a first connecting rod 6 connected to the first piston, a second piston 7 running in the second cylinder and one with the second Piston connected second connecting rod 8.
  • the first cylinder 3 is designed as a compressor cylinder for compressing air.
  • the second cylinder 4 is formed as a combustion cylinder for burning a fuel.
  • the first cylinder 3 is connected to the second cylinder 4 for supplying compressed air, here by means of an air supply 10, which is formed as a tube.
  • the first connecting rod 6 and the second connecting rod 8 are connected to the crankshaft 2.
  • the crankshaft 2 comprises a crank pin 9, to which both the first connecting rod 6 and the second connecting rod 8 are connected.
  • the internal combustion engine 1 is designed as a diesel engine, here as a four-stroke engine.
  • the second cylinder 4 includes an inlet having one or more inlet valves (s) 11 for introducing air and one or more outlets with an exhaust valve 12 for exhausting exhaust gas.
  • an injection nozzle 13 is provided for injecting fuel, for example diesel.
  • the inlet is connected to the air supply 10.
  • the outlet is connected to an exhaust system 14.
  • the exhaust system 14 in this case comprises a particulate filter or a silencer or both 15, depending on the emission regulation.
  • exactly one combustion cylinder 4 and one compressor cylinder 3 are provided in this exemplary embodiment.
  • the first cylinder 3 comprises an inlet for introducing air with a valve 16, here a diaphragm valve, and an outlet for discharging compressed air with a valve 17, here also a diaphragm valve.
  • the inlet is connected to an air intake system 18.
  • the outlet is connected to the air supply 10.
  • the valves are one-way valves that allow air to pass in the direction of the second cylinder 4 and prevent backflow toward the intake system 18. As a result of that One-way valves are provided, can advantageously account for a complex valve control. Alternatively, valves with a valve control can be used.
  • the degree of turbocharging can be changed and thus adapted to different situations.
  • the relative angle Wi between the first cylinder 3 and the second cylinder 4 the phase offset between the two cylinders can be adjusted and optimized.
  • the air supply 10 between the first cylinder 3 and the second cylinder 4 can be selected in volume so that a desired overpressure in front of an inlet valve 1 1 of the second cylinder 4 is present.
  • the first cylinder 3 may be arranged before or after the second cylinder 4.
  • the first cylinder 3 can be configured both as a stationary cylinder or alternatively as a horizontal cylinder.
  • Cooling of the compressed air can be achieved inexpensively by means of cooling fins (not shown), which are advantageously attached to the air supply 10. Furthermore, a cooling system (not shown) may also be provided on the first cylinder 3. Preferably, for cost reasons, cooling fins.
  • the second cylinder 4 here has a displacement in the range of 250 cubic centimeters to 600 cubic centimeters.
  • the ratio of the displacement of the first cylinder 3 to the displacement of the second cylinder 4 is preferably in a range of 70% to 150%. A higher ratio is advantageous if higher power is desired.
  • the internal combustion engine 1 can be used particularly advantageously as a cost-effective motor for a tricycle or for a small truck.
  • the combustion cylinder can be both the horizontal and the stationary cylinder, this depends on the installation situation and the direction of rotation of the engine.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne. Le moteur à combustion interne selon l'invention comporte un vilebrequin (2), un premier cylindre (3) et un deuxième cylindre (4), un premier piston (6) circulant dans le premier cylindre (3) et une première bielle (6) reliée au premier piston, un deuxième piston (7) circulant dans le deuxième cylindre (4) et une deuxième bielle (8) reliée au deuxième piston (7), le premier cylindre (3) étant réalisé sous la forme d'un cylindre de compresseur destiné à comprimer l'air et le deuxième cylindre (4) étant réalisé sous la forme d'un deuxième cylindre de combustion destiné à la combustion d'un carburant, le premier cylindre (3) étant relié au deuxième cylindre (4) pour amener l'air comprimé au moyen du deuxième cylindre (4) par l'intermédiaire d'une conduite d'amenée d'air (10), et la première bielle (6) et la deuxième bielle (7) étant reliées au vilebrequin (2).
PCT/DE2017/101019 2016-12-02 2017-11-24 Moteur à combustion interne WO2018099514A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112017006105.9T DE112017006105A5 (de) 2016-12-02 2017-11-24 Verbrennungsmotor

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016123309.9 2016-12-02
DE102016123309.9A DE102016123309A1 (de) 2016-12-02 2016-12-02 Verbrennungsmotor

Publications (1)

Publication Number Publication Date
WO2018099514A1 true WO2018099514A1 (fr) 2018-06-07

Family

ID=58055096

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2017/101019 WO2018099514A1 (fr) 2016-12-02 2017-11-24 Moteur à combustion interne

Country Status (2)

Country Link
DE (2) DE102016123309A1 (fr)
WO (1) WO2018099514A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20190170055A1 (en) * 2017-12-05 2019-06-06 Tti (Macao Commercial Offshore) Limited Two-stroke engine with improved performance

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1873908A (en) * 1929-09-13 1932-08-23 Stanley Hopkins Diesel engine
US2522649A (en) * 1945-10-06 1950-09-19 William L Tenney Two-stroke cycle engine cylinder and pump
DE4441590C1 (de) * 1994-11-11 1996-02-08 Eberhard Hellmich Verfahren zum Betreiben einer Brennkraftmaschine
WO2010081491A1 (fr) 2009-01-18 2010-07-22 Fev Motorentechnik Gmbh Petit moteur diesel à injection directe
DE102009029808A1 (de) * 2009-04-09 2010-10-14 Willi Fechner Gmbh Verbrennungsmotor
WO2015090341A1 (fr) * 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1873908A (en) * 1929-09-13 1932-08-23 Stanley Hopkins Diesel engine
US2522649A (en) * 1945-10-06 1950-09-19 William L Tenney Two-stroke cycle engine cylinder and pump
DE4441590C1 (de) * 1994-11-11 1996-02-08 Eberhard Hellmich Verfahren zum Betreiben einer Brennkraftmaschine
WO2010081491A1 (fr) 2009-01-18 2010-07-22 Fev Motorentechnik Gmbh Petit moteur diesel à injection directe
DE102009029808A1 (de) * 2009-04-09 2010-10-14 Willi Fechner Gmbh Verbrennungsmotor
WO2015090341A1 (fr) * 2013-12-19 2015-06-25 Volvo Truck Corporation Moteur à combustion interne

Also Published As

Publication number Publication date
DE112017006105A5 (de) 2019-08-22
DE102016123309A1 (de) 2017-03-09

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