WO2019008399A1 - Moteur alternatif à piston à combustion interne avec modification de la gestion des gaz d'échappement - Google Patents

Moteur alternatif à piston à combustion interne avec modification de la gestion des gaz d'échappement Download PDF

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Publication number
WO2019008399A1
WO2019008399A1 PCT/GR2018/000032 GR2018000032W WO2019008399A1 WO 2019008399 A1 WO2019008399 A1 WO 2019008399A1 GR 2018000032 W GR2018000032 W GR 2018000032W WO 2019008399 A1 WO2019008399 A1 WO 2019008399A1
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figl
valve
exhaust
scavenging
valves
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PCT/GR2018/000032
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English (en)
Inventor
Apostolos TSERKIS
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Tserkis Apostolos
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Publication of WO2019008399A1 publication Critical patent/WO2019008399A1/fr

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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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/14—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke
    • F02B25/145—Engines characterised by using fresh charge for scavenging cylinders using reverse-flow scavenging, e.g. with both outlet and inlet ports arranged near bottom of piston stroke with intake and exhaust valves exclusively in the cylinder head
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • 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 is about the reciprocating internal combustion engines which are based on Otto's four stroke cycle (Patent No US 194047 1876), Diesel's four-stroke cycle (Paten No DE67207 1892) and two-stroke cycle (British Patent No 3045 1878 by Dugald Clerk), revising the exhaust procedure by introducing new operation and management, in order to achieve most efficient recovery of the energy of the exhaust fumes and simultaneously to optimize the aspiration of the engine by improving the exhaust scavenging and volumetric efficiency, utilized both on naturally aspirated engines and the supercharged engines.
  • the small fraction of the exhaust energy that is utilized is the one that gives the high velocity to the gases porting out of the chamber and combined with the Kadenacy effect at the closing exhaust valve is provocating underpressure in the chamber.
  • This underpressure is utilized at the time interval when the exhaust valves and the inlet valves are simultaneously open at the transition from exhaust stroke to inlet stroke with the piston crown at Top Dead Center (TDC) zone by dragging the new air in the chamber fulfilling scavenging of the remain exhaust gases and fast new air income in the chamber achieving better volumetric efficiency.
  • TDC Top Dead Center
  • the fundamental principle of the invention in order to achieve the best possible energy exploitation of the exhaust gases energy, and concurrently the most effective scavenging of them, combined with the adequate new inlet air dragging for ultimate volumetric efficiency, utilizing the very common four-stroke Otto's or Diesel engine with two exhaust valves and two intakes valves, is the splitting of the exhaust porting to two distinct per cylinder with a dedicated valve for each port and sequential activation of the exhaust valves, both combined covering the existing unified exhaust stroke valve activation period. The rest strokes and operations remain unaffected.
  • the second in activation exhaust valve (Fig 1.3), (Fig2.3) is activated little before the middle of the exhaust stroke very close with the closing of the first exhaust valve, and drives the gasses by its dedicated exhaust port (Figl .23), (Fig2.23) to the relative manifold and to the input of the toxic emissions neutralizing unit where meets the gasses of the first valve after being exploited by the energy recovery unit.
  • the second exhaust activated valve (Figl .3) closes the same time as the exhaust valves in unified exhaust stroke engine.
  • the gasses from the first activated exhaust valve (Figl .4), (Fig2.4) with the major volume and energy content due to high temperature and pressure are driven to the energy recovery unit for the higher potentially exploitation of their energy.
  • the gasses from the second in activation valve (Figl .3), (Fig2.3) are preserved to achieve the ultimate scavenging process along with the suction in the chamber that provides effective best volumetric efficiency at their unobstructed blow out of the chamber.
  • This new air part is desirable by the catalyst because its oxygen assists the neutralization of the unburned fuel and in high load can control the catalyst temperature. In a unified exhaust porting the new air downgrades the gasses
  • FIG. 1 The Figures (Figl , Fig2, Fig7, Fig8, Figl l , and Figl2) depict the outline of the combustion cylinder head and the cavities of the ports, in order to facilitate the depiction of the crucial parts of the invention.
  • the realistic cylinder heads contain the cooling, lubrication and fuel routes, the analytical depiction of which would hinder the perspicuity of the important points for the invention.
  • only the (Figl) displays part of the camshafts without displaying the drive and the support seat of the camshafts, and without the cams rendering the real valve timing.
  • FIGs 1 (Figl) and 2 (Fig2) depict the cylinder head of a four-valve with two camshafts engine, with closed valve positions, as well as the porting above the valves that are for the intake air, one (Figl .21 ) and of the exhaust fumes, two (Figl .22) (Figl .23).
  • the head from the position of the inner side of the chamber is displayed and a part of the camshafts (Figl .11) and (Figl .12).
  • the hole of the fuel injection and ignition, in the center of the chamber head, is given in (Figl .10).
  • the cylinder head is displayed from the position above the valves, providing the application and the position of the valves in the head, and correspondingly the paths of the ports.
  • the 'scavenging' exhaust valve (Figl .3) and (Fig2.3) with its relative port (Figl . 23) and (Fig2. 23).
  • the intake valves (Figl . l), (Figl .2) and (Fig2.1), (Fig2.2) with their relative port (Figl .21) and (Fig2.21).
  • FIG 3 is the timing diagram of the valves, with reference the piston's crown expressed in crankshaft's angle, where the activation zones of the valves in the engine's strokes are attributed with the same numbers as in cylinder-head that depicted in (Figl),(Fig2).
  • the sequence of the events is given clockwise.
  • the diagram has a starting point (Fig3.0) at TDC where the power stroke begins.
  • the numbers of valves activation timing in the diagram (Fig3) are the same as the numbers of the valves to the physical display imprints (Figl), (Fig2).
  • FIG4 is the timing diagram of the valves of the four stroke engine operation implementation with valve distribution in cylinder's head according to (Figl), (Fig2) attributing the difference in the transition phase between the two export valves (Fig4.24) in comparison with implementation in (Fig3.25).
  • Figures 7 (Fig7) and 8 (Fig8) display the implementation of cylinder's head from two perspectives with the characteristic of increment of the 'main' valve in two per chamber (Fig7.4-5) (Fig8.4-5), each positioned at a side of the 'scavenging' valve (Fig7.3) (Fig8.3).
  • This implementation is called 'five valve symmetric topology' .
  • FIG 9 is the time diagram of a four stroke engine with valve topology implementation of the cylinder's head according to (Fig7), (Fig8).
  • FIG. 10 is displayed the cylinder's head of the implementation of (Fig7), (Fig8) in perspective from the surface of the piston, with the gases and new air flow in the chamber during the time interval (Fig9.27) with the 'scavenging' valve (Figl 0.3) and the two inlet valves (FiglO.1-2) open, with the piston at the TDC at the transition of exhaust stroke end and at the beginning of inlet stroke.
  • Figures 11 (Figll) and 12 (Figl2) display the implementation of cylinder's head from two perspectives, with the two 'main' valves per chamber in different topology than the (Fig7), (Fig8) with the placement of the 'main' valves (Figl l .4 - 5), (Figl2.4 - 5) next to each other and the 'scavenging' valve (Figl l .3) (Figl 2.3) in side of the pair of 'main' valves.
  • This implementation is called 'five valve asymmetric topology'.
  • FIG. 13 is the timing diagram of the valves for the four stroke implementation of the cylinder's head according to (Figl l), (Figl2).
  • FIGs 14 and 15 is displayed the cylinder's head of the implementation of (Figl l ) (Figl2) in perspective from the surface of the piston, with the gases and the new air flow in the chamber in two consecutively time intervals.
  • the first (Figl4) is for instance (Figl 3.26) with the 'scavenging' valve (Figl4.3) and the one of the inlet valves opened (Fig 14.1)
  • the second (Figl 5) is for the instance (Figl 3.27) with the 'scavenging' (Figl 5.3) and the two inlet valves
  • Figure 16 is the timing diagram of the cylinder's head valves topology according to (Figl), (Fig2) for two-stroke engine.
  • Figure 17 (Figl7) displays the cross section of the chamber in implementation of cylinder's head according (Figl), (Fig2) with the gasses and new air flow in the chamber, of two-stroke engine, during the time interval (16.27) with the 'scavenging' valve (Figl 7.3) (Figl .3) and the inlet valves (Fig 17.1 ) (Fig 1.2 - 2) open, with the piston at the BDC at the ending of exhaust and the beginning of inlet task. Due to cross section cut the inlet valve (Figl .2) cannot be displayed.
  • Figure 18 is the timing diagram of the cylinder's head valves topology according to (Fig7), (Fig8) the 'five valve symmetric topology' for two-stroke cycle engine.
  • Figure 19 displays the cross section of the chamber in implementation of cylinder's head (Fig7), (Fig8) with the gasses and new air flow in the chamber, of two-stroke engine, during the time interval (18.27) with the 'scavenging' valve (Figl 9.3) and the two inlet valves (19.2), (Fig7.1 - 2) open, with the piston at the BDC at the ending of exhaust and the beginning of inlet task. Due to cross section cut the inlet valve (Fig8.1 ) and 'main' exhaust (Fig8.5) cannot be displayed.
  • the exhaust begins determining the end of power stroke (Fig3.8) with the pistons crown expressed in crankshaft's angle at about 35° prior to BTC, within the power stroke, when the 'main' exhaust valve opens (Figl .4) (Fig3.4) driving the exhaust gasses to the relative port (Figl .22) and manifold, in case of a multi cylinder engine, to the energy recovery unit.
  • This valve closes with the piston's crown expressed in crankshaft's angle in a band between 70° and 130° after the BDC in its motion to TDC in the exhaust stroke.
  • the 'scavenging' valve (Figl .3) opens with the piston's crown expressed in crankshaft's angle in a band between 60° and 130° after BDC in its motion to TDC in the exhaust stroke (Fig3.3). That time interval where the 'main' valve closes and the 'scavenging' valve opens determines the flow transition of the exhaust gas from the 'main' to the 'scavenging' valve and must be smooth enough in order to maintain a regular outflow without flow and pressure irregularities in the chamber and the ports.
  • the relative wide band where the 'main' valve closes and the 'scavenging' opens represent the big variation of applications that according the operational speed and load these operations should adapt.
  • the opening of the 'scavenging' valve can start before complete closing of the 'main' valve making the transitional time interval of common opened exhaust valve (Fig3.25), or after closing of the 'main' valve making the transitional time interval of common closed exhaust valve (Fig4.24).
  • crankshaft's angle at about 30° after the TDC in its motion to BDC at the inlet stroke.
  • the piston's crown With the piston's crown at about 35° prior to the TDC opens the inlet valves (Fig 1.1 -2) in order to cooperate with the 'scavenging' valve to accomplish the scavenging task along with the volumetric efficiency task.
  • the inlet valves open either simultaneously or with a very short delay between them, with the first valve (Fig 1.1) positioned diagonally opposed of the 'scavenging' valve activated about 35° before the TDC in the exhaust stroke (Fig3.1), and the second valve (Fig 1.2) about 10° before the TDC (Fig3.2).
  • the 'scavenging' valve with the two inlet valves makes two consecutive time intervals of simultaneously opened valves, which develop a vortex inlet new air in the chamber, requisite for the optimum fuel distribution that develops uniform detonation front and optimum combustion conditions in the chamber.
  • this process is accomplished in two sequential time
  • the design of manifold of the 'mains' exhaust gasses will be focused to drive the gasses to the energy recovery unit with preserved, as possible, the temperature, with less friction losses possible and to obtain the pressure and velocity required by the energy recovery unit in order to retrieve the maximum potentially energy.
  • the design purpose of the 'scavenging' manifold is to assist the gasses to evacuate the port and chamber with velocity in order to perform ultimate scavenging and provoke the adequate vacuum in the chamber assisting volumetric efficiency.
  • the manifold of 'mains' exhaust can be thermal coated in order to prevent temperature and energy loss of its gasses while the manifold of
  • the duration of the exhaust stroke is about 250° expressed in crankshaft's angle in totally 720° for one four stroke operation cycle.
  • the 'main' exhaust valve is activated no more than 1 50° expressed in crankshaft's angle, so in the same four-cylinder engine there is no overlap of common open valves in consecutive valve opening and furthermore there are 40° dead time between the consecutive valve opening, that is about 25% of its operational time allowing a much better decongestion in the 'main' exhaust manifold, better flow to the energy recovery unit and better outflow from the chamber.
  • This invention by making use of two manifolds separate for 'main' and 'scavenging' provides the potentiality to design each manifold according its demands maximizing of each utilization and avoiding conflicts and compromisations that a single manifold demands.
  • the pressure in the opening of the main exhaust is about six bars and should degrade smoothly to be near two bars by the closing of the 'main' (Figl .4) exhaust valve, and opening of the 'scavenging' (Figl .3).
  • the 'scavenging' valve Through the 'scavenging' valve, its relative port and manifold at the opening of the valve with an exhaust pressure near two bars the gasses can get adequate velocity to scavenge themselves and drag effectively the new air in the chamber during the period of common open with the intake valves (Figl .1-2) and also very efficient heat and residue dispatching.
  • the applicants of the topology may increase this common opening of the 'scavenging' and the inlet valves (Fig3.26-27) and pass the new air up to the scavenging port, and by that they can have better heat and residues removal from the cylinder cooling the 'scavenging' valve and mainly cooling the bottom side and the ring of the 'main' exhaust valve and the ignition element whose overheated edges are the main suspects for premature ignition and knocking effect.
  • This more controllable scavenging and the effects by it allows the applicants to increase their compression ratio without the risk of premature ignition and gain bigger efficiency of the thermal engine, like lean burn high compression engines, and also to utilize gaseous fuels like methane (natural gas) and hydrogen as major fuel for this type of engines, with or without mixture with liquid fuels.
  • gaseous fuels unlike to liquid that are sprayed in the chamber in very controllable way, in order to develop an expanded unified detonation front, require a very precise scavenging process that will provide the chamber with the new air from intake in condition able to drag the gas fuel in the chamber in a way to be homogenized with the air and provide the adequate detonation frond.
  • the separate exhaust porting with dedicated valve and port for scavenging provide the ability for a better and more controllable transition from exhaust stroke to intake and thus better feasibility to utilize gaseous fuels.
  • the air that passes from the 'scavenging' manifold to the pollutants neutralization unit with its oxygen assists for ultimate burn of the not fully combusted fuel in the exhausts and also to cool the catalyst in occasions of high volume of very heat gasses that reduces the
  • the isolation between the exhaust ports (Figl .22-23) and the significantly lower gas volume passing by the 'scavenging' manifold permits the gasses from the 'scavenging' valve (Figl .3) to be less in volume and in energy content to achieve efficient velocity and perform scavenging process thus allowing bigger exhaust volume to be available for the 'main' exhaust and to the energy recovery unit increasing its efficiency.
  • the topology with a separate exhaust porting offers a much more improved utilization and efficient than the unified exhaust stroke.
  • the gasses from the 'scavenging' port are utilized for this task.
  • the gasses in the 'scavenging' manifold having a significant part of new air that passed through the 'scavenging' valve during their common open with the inlet valves utilized for ultimate scavenging and heat removal from the chamber, are cooler and already mixed with the new air.
  • the control valve that regulates the amount of the 'scavenging' exhaust gasses to be recycled in the inlet and the rest to send to rejoin with the 'main' exhaust before the catalyst maximizes the efficiency of the catalyst along with the improvement of the combustion by the exhaust recycle.
  • the valve sends bigger quantity of exhaust gasses to be recycled in the inlet since less oxygen needed in the chamber to achieve stoichiometric combustion and also less oxygen to the catalyst.
  • valve In operations in higher speeds and loads of the engine the valve is closed and send all the gasses to the catalyst since the stoichiometric combustion is achieved only by the new air in the chamber and in the catalyst is needed the new air that is contained with the scavenging gasses to neutralize the unburned fuel and cool down the catalyst.
  • the porting separation of the exhaust stroke can be utilized in maximum degree by manufacturers of stoichiometric engines that recycle part of the exhaust gasses, since it can offer conditions for better homogenized air - gas mixture, a shelf assisted scavenging - volumetric efficiency operation and catalyst efficient working
  • Recycle of the exhaust gasses is utilized and by the non throttled inlet lean burn engines either spark ignite or by compression ignited mainly in low - mid load and low rpm to minimize the NOx emissions and in sudden demand of power to control the detonation and heat expansion in the chamber that is able to damage the piston's surface.
  • the exhausts from the 'scavenging' manifold are almost homogenized with the new air and can be available after intercooled offering better utilization in the entire spectrum of rpm and load to this type of engines.
  • the invention provides the effectiveness of scavenging along with the heat remove and the better homogenized and intercooled recycled exhaust with the new air, factors that guaranties prevention of premature ignition, uniformal detonation frond expansion and utilization of stratified charge .
  • the recommended utilization of the energy recovery unit and mainly the turbines is to combine them with generators and convert the exhaust gasses energy to electrical energy that mainly utilized in a hybrid (thermal electric) engine set in the motion of the vehicle or in variant electric consumptions diFigarging the thermal engine from this burden.
  • This topology offers, higher total efficiency due to the better availability of the energy since it can be accumulated on the batteries and be used on demand, the lack of the limitation factor of fast response to avoid turbo lags, and because the generator as load on a turbine has the ability to regulate it extracted energy by it.
  • the major factor of the energy efficiency of the turbines is the ratio between the speed of the income gas to the speed of the runner blades.
  • the generator and mainly the electronics that operates it by adjusting its electric load makes it behave as a variable mechanical load to the turbine in real time response.
  • the variability of the generator's electric load is transferred as a variable mechanical load to the shaft of the turbine controlling indirectly turbine's speed, giving the ability to set its speed to match at each occasion available exhaust gasses speed.
  • the turbine can maintain high efficiency in big spectrum of load and speed with and without the use of regulating guide vanes, which also makes it more robust and economic.
  • thermoelectric engine has the benefits of maximum utilization of the exhaust recovery energy combined with an ultimate efficient of the aspiration, healthy and less pollutant operation of the engine.
  • Hybrid vehicles with electric engines in power no less than three times than the power required to maintain in a highway stable nominal speed operate the thermal motor always above the limit of very low load, in higher efficiency conditions since when they need to operate it they run the vehicle and concurrently charge the batteries by the electric motor - generator at their shaft, loading by this way the thermal engine in more efficient operating conditions. Additionally and by their exhaust gasses the energy recovery unit assists in charging the battery too. Also, in these vehicles the thermal motor can be lower in power than needed compared to an only thermal engine powered vehicle, so even operating in low load conditions the ratio of the current load to the engine's maximum it's higher compared to the ratio of in a bigger thermal engine powered.
  • the topology with the total highest efficiency is the one with consecutive turbines, the first that accepts the exhausts is coupled to generator and the second that utilizes the first's turbine exits exhaust gasses is coupled to a compressor.
  • the consecutive turbines increases the totally energy recovery with exhaust gasses but the turbo compressor cannot achieve high compression rates to supercharge the engine.
  • the engine cannot be consider high degree supercharge but aspiration assisted and can utilize the assisted aspiration to achieve better efficiency than in physical aspirated making the total mechanical set getting it's higher possible efficiency.
  • the major advantage concerning the flexibility of this topology is the ability of the generator coupled in the first turbine to behave as a variable load to it, making the first turbine behave as a variable energy recovery unit allowing variable energy passing through it and feeding the next turbine.
  • the generator control unit degreases the demanded energy by the generator and by its coupled turbine accordingly, allowing more energy content exhaust gasses passing through it and entering in the second turbine providing it more energy that will be converted to higher rotational speed and higher inlet compressed air by its coupled compressor to engine.
  • the ability to control the generator's load gives us the flexibility to control the total energy output and efficiency of the mechanical - electric set.
  • the second turbine can be electrically assisted, or with an electric motor in the shaft with the compressor, or by an independent electric driven compressor consecutive to turbo compressor, utilizing a 'hybrid turbocharger' stage.
  • the NOx elimination can be done first and the oxidation of the unburned fuel and CO in second step after the join of the gasses of the two manifolds 'main' and
  • the opening time of the 'scavenging' valve (Figl .3), (Fig3.3) related to the closing time of the 'main' exhaust emphasizing the transition of the time intervals (Fig3.25), (Fig4.24).
  • the most critical parameter is the amount and the pressure of the exhaust gasses during the opening of the 'scavenging' valve, since that is the parameter that determines the scavenging effectiveness and the suction force for the dragging of the new air for the optimum new cycle's volumetric efficiency.
  • the other parameter is the opening time of the 'main' valve in order to combine both the elongation of the power stroke that will give more power to the thermal engine, avoiding too late opening that will charge the exhaust process known as pumping losses. Also to achieve adequate expel velocity and regularity of flow that will offer the optimum income to the energy recovery unit without backpressures in the chamber.
  • the primary design parameter is not the pressure at opening of the 'scavenging' but the maximization of the 'main' exhaust volume to the energy recovery unit since part of this energy will be used to assist the scavenging and aspiration. So, in these engines the main goal is the elongation of the 'main' exhaust valve operating up to the point that will not disrupt the gasses outflow from the chamber and charge the engine with pumping losses during the exhaust stroke.
  • This design parameter also varies according to aspiration type and ignition-fuel type.
  • the most delicate process is in the natural aspirated spark ignition fuel-air mixture, with major concern the pressure and the volume of the exhaust gasses during the opening of the
  • a transitional time interval of common open 'main' and exhaust valve (Fig3.25).
  • the opening of the 'scavenging' occurs with the closing of the 'main' and during this time interval it is ensured the continuity of the exhaust flow out of the chamber without flow anomalies and backpressures in the chamber. This time interval should not be that long to cause interfere among 'main' and 'scavenging' manifolds gas flow and pressures.
  • 'scavenging' valve opens after the 'main' exhaust valve closes (Fig4.24). During that interval the remaining gasses in the chamber are pressed by the piston in order to have the adequate pressure at the opening of the 'scavenging' valve to perform effective scavenging process. This operation takes energy by the thermal engine for pumping losses. This functionality is very useful when the thermal engine is utilized for extreme intense use of the energy and pressure of the 'main' exhausts like to start a big turbine or another bigger reciprocating engine, pump and so, where the pressure in the chamber during the 'main' valve opening is unpredictable to obtain an smooth transitional with the 'scavenging', so the scavenging should open after the close of the 'main'. These applications may demand opening of the 'main' valve much earlier at about the middle of the power stroke in order to provide adequate pressure to their load. Efficiency is minor factors to these machines that may operate and in short periods.
  • Spark ignited engines with supercharged at intake or compression ignition engines operate with a transitional interval of common open exhaust valves (Fig3.25) emphasized only in the smooth transitional of the gas flow among the two valves preventing any flow and pressure anomalies in the chamber.
  • the 'scavenging' valve opens with the piston approaching it with high speed and opposite direction having relative small time to stay activated and also small penetration degree to avoid impact with the piston.
  • the penetration of the 'scavenging' valve can be bigger than in the high speed operating engines.
  • the critical design parameter is the 'scavenging' manifold that ought to provide adequate space and flow conditions to absorb the exhaust gasses from the cylinder through a small gap between the valve and the port in also shorter time.
  • the topologies with two 'main' exhaust valves per cylinder as in (Fig8), and (Figl2) achieve better flow out of the 'main' exhaust gasses leaving only the adequate volume to flow out by the scavenging.
  • the inlet high pressure assists the scavenging process permitting the small gap between the 'scavenging' valve and the port and the small activating time of the valve to accomplish its task even in high speed engines.
  • valve activation sequence also assists the utilization of exhaust recycling in spark ignition engines by offering better homogenization of the new air with the exhausts during the vortexing of the air mix.
  • homogenized mix of new air with the recycled exhausts ensures the optimum conditions for combustion of gaseous fuels, especially along with sprayed liquid in a stratified charge with the rich mixture near the ignition point, or even with only liquid stratified charge.
  • compress ignition engines also offers optimum combustion conditions when gaseous fuels are utilized along with the required liquid ejected fuel for ignition that behaves similarly to a stratified spark ignition mix.
  • the incrementation of the number of the valves per cylinder to five making two of the 'main' exhaust contributes to a faster and easier expel of exhaust gasses to the energy recovery unit and also to reduction of the thermal stress and prevention of destruction of the main exhaust valve sealing rings by distributing to two elements the 'main' exhaust burden. Also contributes to the ability to increase the response time of the valves due to their lower mass making more feasible to use in high speed engines or engines design for longer life span.
  • the burden of the exhaust valves concerning the volume and thermal load is by far bigger of the 'main' than the 'scavenging' and the increment of the 'main' valves, along with the ability to increase their combined diameters, give the ability for optimum distribution of charge and stress load per valve.
  • the 'scavenging' valve is in between of the two 'main' with the two inlet valves opposite of the 'mains' (Fig7), (Fig8) and it's called symmetric topology.
  • the 'scavenging' valve has the two pairs of 'main' exhaust and inlet valves at its sides (Fig 11), (Fig 12) and its cold asymmetric topology.
  • the (Fig9) is the timing diagram and the (Fig 10) the gas flow diagram during the scavenging process in the five-valve symmetric topology (Fig7), (Fig8).
  • the timing diagram is followed the same attribution like the four-valve rendering (Fig3) where the strokes in the two crankshaft rotation are in spiral display with clockwise sequence of events beginning from internal spiral to external.
  • the numbering of the valve activation zones in the diagram (Fig9) is the same with the valves imprinted in the valve placement Figures (Fig7), (Fig8) and also in the imprint of the gas flow (FiglO).
  • the diagram begins with a pistons crown position in the TDC (Top
  • That front passes under the two 'main' inlet valves and the (Figl 0.4-5) and also the ignition element (Figl O.10) pushing away part of their heat and fuel residues beneath them out of the chamber to the 'scavenging' valve (Figl 0.3) and port (Figl0.23).
  • the concurrent opening of the inlet valves does not allow to provoke turbulence of inlet air by the moment of first income in the chamber and for that reason when needed, the closing of the valves is indifferent timing allows to accomplish this task.
  • FIGl 5 are attributed the gas flow during the 'scavenging' process in the five-valve asymmetric topology (Figl 1 ), (Figl2).
  • the diagram begins with a piston's crown position in the TDC (Top Dead Center) (Figl 3.0) in the beginning of power stroke.
  • the piston's crown At the end of the power stroke (Figl 3.8) with the piston's crown at about 40° expressed in crankshaft's angle prior to BDC (Bottom Dead Center) the two 'main' exhaust valves (Figl 3.4 - 5), (Figl2.4 - 5) are activated almost simultaneously signifying the beginning of the exhaust and during where the major volume of the exhaust gasses is guided through the port (Figl2.22) to the energy recovery unit.
  • Figl4.1 the new air's main volume (Figl4.41 ) makes an elliptical orbit passing under the two 'main' exhaust valves (Figl4.4-5) towards to the 'scavenging' (Scl4.3) removing exhaust residues and heat (Figl4.17) beneath the valves.
  • Parallel, smaller air volume quantities enters the chamber (Figl4.42-43-44-45) and sweeps residues and heat from the cylinder head elements.
  • crankshaft angle With the piston's crown at about 10° prior to TDC expressed in crankshaft angle opens and the second inlet valve (Figl2.2), (Figl 3.2) defining the time interval (Fig 13.27). During this interval the new air front that enters in the chamber by both inlet valves (Figl2.1 - 2),
  • the turbulence inlet flow is accomplished by two successive valve activation time intervals the (Figl 3.25) and the (Figl 3.26). At the first time interval the outflow of the exhaust gasses resultant shifts from between the two 'main' exhaust valves (Figl2.4-5) to between the 'scavenging' valve (Figl 2.3) and it's nearest 'main' (Figl2.4) causing rotational flow of the exhaust gasses.
  • the first inlet air that enters the chamber at the instance (Figl 3.26) by the first opening inlet valve (Figl2.1 ) is forced by the inlet's manifold (Figl2.21 ) direction related to the open inlet valve (Figl 2.1 ) and simultaneously dragged by the void in the chamber of the exhaust gasses that evacuates the chamber as formed during interval (Figl 3.25) to maintain the same trajectory of the exhaust gasses.
  • Variable geometry valve system is compatible to this valve topology
  • Two major implementations can utilize the double exhaust ports operation way, the first with four valves per cylinder as in (Figl), (Fig2) and the second with five valves per cylinder as in (Fig7), (Fig8).
  • valve activation timing diagram of the two- stroke engines is simpler because implements the operation process in one crankshaft's rotation and thus a single circle diagram is enough.
  • the clockwise rotational sequence is maintaining.
  • the two stroke engines with the cylinder head as in (Figl) implements the valve timing diagram imprinted in the (Figl 6).
  • the beginning point of the circle is the beginning of the power stroke (Figl6.0). With the piston's crown at about 45° prior to the BDC expressed in crankshaft's angle at the end of power stroke (Figl6.8) opens the 'main' inlet valve (Figl .4), (Figl 6.4) porting the gasses to the energy recovery unit.
  • crankshaft's angle With the piston's crown at about 10° prior to the BDC expressed in crankshaft's angle opens the 'scavenging' valve assisting the ultimate expel of exhaust gasses from the chamber at time interval (Figl6.25).
  • the (Figl7) is cross section of the (Figl ) and the inlet valve (Figl .2) cannot be displayed.
  • the two-stroke engines with the cylinder head as in (Fig8) implements the valve timing diagram imprinted in the (Figl 8).
  • the five- valve topology with two 'main' exhaust valves for the two-stroke engine that is analyzed is the symmetric one.
  • the beginning point of the circle is the beginning of the power stroke (Figl 8.0).
  • crankshaft's angle With the piston's crown at about 10° prior to the BDC expressed in crankshaft's angle opens the 'scavenging' valve (Figl 8.3), (Fig8.3) assisting the ultimate expel of exhaust gasses from the chamber at time interval (Figl 8.25).
  • the critical time interval (Fig 18.27) is detail imprinted in (Fig 19) displaying the air flows at this instance.
  • the design parameter to the successful execution of the combined 'scavenging' and air charging of the cylinder that occurs at that time interval is the angle of the inlet's valves shaft (Figl9.2) related to the cylinder vertical axis and the angle of the inlet port (Figl 9.21).
  • the second and major one air front (Figl 9.42) is moving parallel to the cylinder surface towards to the piston (Scl 9.11 ) that is in the most remote distant from the cylinder head.
  • the piston By reaching the surface of the piston bounces on its surface moves parallel with the surface of the piston up to the surface of the cylinder when moves again parallel with a cylinder surface towards to the cylinder head encircling the exhaust gasses, heat and residues from the entire volume of the cylinder (Figl 9.17) around the 'scavenging' (Figl 9.3) valve from where they are expelled.
  • the (Figl9) is cross section of the (Fig8) and the inlet valve (Fig8.1), main exhaust valve (Fig8.5) cannot be displayed.
  • the two stroke implementation of the invention has the benefit against the other two stroke implementations to assist its aspiration with its own exhaust energy, in a wide spectrum of load and rpm, without requiring external energy source for that just by the ability to separate and distinguish the uses of the exhausts.
  • the energy by the 'main' exhaust is utilized to power the compressor, which can be turbo compressor or better a hybrid turbocharger.
  • the 'scavenging' port is utilized to perform a unobstacled blow out of the remaining exhausts thus assisting aspiration along with scavenging task.
  • hybrid turbocharger just because the load in the turbine is electric generator that can behave as variable load to turbine gives the advantage to regulate the flow by the turbine, which means the 'main' exhaust volume and accordingly the volume and pressure for the 'scavenging'. By this way can always distribute the gasses and energy per port giving the optimum balance between them accomplishing effective both scavenging and charging with maximum energy efficiency.
  • Turbo generator with compressor in one shaft is also feasible for this implementation.
  • exhausts recycle techniques can be utilized in order to control detonation speed and NOx emissions mainly by the exhausts from 'scavenging' manifold intercooled or not, in the same flexibility as in the four stroke implementation. Recycling exhausts from 'scavenging' assist also in decongestion of the 'scavenging' manifold and assists scavenging task.
  • the invention has the ability to control the exhausts achieving operation of the two stroke engine with volumetric efficiency from below 100% up to supercharge with mechanical efficiency and emissions of four stroke equivalent utilizing all the available fuel and ignition ways. ./././.

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

Abstract

L'invention concerne un moteur à combustion interne fonctionnant sur un cycle à quatre temps fondamental d'essence ou de diesel, avec deux entrées et deux soupapes d'échappement par cylindre modifiant la mise en œuvre des gaz d'échappement en augmentant les orifices d'échappement à deux par cylindre (Fig 1.22-23) chacun dédié par soupape (Fig 1.4-3), les soupapes étant activées séquentiellement pour effectuer la tâche d'échappement (Fig 3.4-3) dans la levée pour l'échappement. La levée pour l'échappement commence avec la première soupape d'activation (Fig 1.4), (Fig 3.4) en guidant ses gaz vers une unité de récupération d'énergie et vers environ au niveau du milieu de la levée pour l'échappement, la première soupape ferme et ouvre la seconde soupape (Fig 1.3) (Fig 3.3) en guidant les gaz restants vers une sortie non obstruée pour effectuer la tâche de balayage, en obtenant simultanément une exploitation intense des gaz de la première soupape conjointement avec un processus de balayage efficace avec un support d'efficacité volumétrique des gaz de la seconde soupape, par séparation des interférences négatives entre elles. Deux topologies utilisant deux premières soupapes activées par gaz d'échappement par cylindre, la première dans la Fig.8 et la seconde dans la Fig.12, sont mises en œuvre. Un moteur à deux temps est utilisé avec des soupapes uniquement dans la culasse, avec quatre soupapes par cylindre comme dans la Fig.1 avec une synchronisation dans la Fig.16 et avec cinq soupapes comme dans la Fig.12 avec une synchronisation dans la Fig.18.
PCT/GR2018/000032 2017-07-04 2018-06-28 Moteur alternatif à piston à combustion interne avec modification de la gestion des gaz d'échappement WO2019008399A1 (fr)

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GR20170100307A GR1009380B (el) 2017-07-04 2017-07-04 Μηχανη εσωτερικης καυσης εμβολοφορα παλινδρομικη, με τροποποιηση της υλοποιησης της εξαγωγης

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