WO2020144594A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2020144594A1
WO2020144594A1 PCT/IB2020/050119 IB2020050119W WO2020144594A1 WO 2020144594 A1 WO2020144594 A1 WO 2020144594A1 IB 2020050119 W IB2020050119 W IB 2020050119W WO 2020144594 A1 WO2020144594 A1 WO 2020144594A1
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WO
WIPO (PCT)
Prior art keywords
cylinder
disk
piston
cycle
engine
Prior art date
Application number
PCT/IB2020/050119
Other languages
English (en)
Inventor
Giampaolo ODDI
Original Assignee
Oddi Giampaolo
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 Oddi Giampaolo filed Critical Oddi Giampaolo
Publication of WO2020144594A1 publication Critical patent/WO2020144594A1/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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/20—Means for reducing the mixing of charge and combustion residues or for preventing escape of fresh charge through outlet ports not provided for in, or of interest apart from, subgroups F02B25/02 - F02B25/18
    • 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
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • 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
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • the present invention relates to an internal-combustion engine functioning according to the Otto (Beau de Rochas) thermodynamic cycle or the Diesel thermodynamic cycle, but having, as compared to traditional four-stroke engines having the same or similar dimensions and cubic capacity, a weight-to-power ratio that is approximately halved and, as compared to two-stroke engines, a higher thermodynamic efficiency.
  • the two-stroke engine with similar features and dimensions which in theory should have twice the power, is used exclusively in the motorcycle field for small cubic capacities (50 cm 3 , 125 cm 3 , and rarely 250 cm 3 ) of an Otto-cycle type and in marine engines for propulsion of larger-sized ships (e.g., container ships, VLCCs, and ULCCs) according to the Diesel cycle; the remaining applications may be in emergency generator systems, by virtue of the simplicity and reliability of the system for generation of mechanical energy and of the low likelihood of use.
  • larger-sized ships e.g., container ships, VLCCs, and ULCCs
  • flushing i.e., forced exhaust of the residual fumes still present within the cylinder into the exhaust manifold (or duct). Said flushing takes place by the action of the fresh intake gases at the intake of the cylinder, which albeit only partial causes exit through the exhaust manifold, of the residual fumes of the previous cycle, mixing in part with the latter, exit unburnt into the atmosphere.
  • the simultaneous occurrence of these two phenomena reduces the thermal efficiency to the point of rendering the two-stroke engine unusable in the majority of cases.
  • the aim of the present invention is to provide an engine with an active phase of delivery of mechanical energy at each revolution of the shaft, and hence having approximately twice the power as compared to four-stroke engines of similar dimensions, but with approximately the same thermal efficiency and quality of the fumes.
  • Adoption of the above engine, as well as being justified by the lower production cost, may be useful in applications where it is convenient to have low weights, namely: in the aviation field for enabling a light weight of the means and an increase in the payload and/or autonomy and/or speed, hence with reduction of the flight times.
  • in the field of naval transport for enabling increase in the gross carrying capacity and/or in the autonomy of the means, or in the speed to obtain shorter navigation times; and in the field of land wheeled transport for enabling an increase in autonomy or alternatively in the volume of the internal spaces in the case of transport means for passengers or goods with low specific weight or an increase in autonomy and/or carrying capacity in the case of maximum limits for the total weight of the means.
  • the possibility of having a lower weight given the same power can improve manageability of the means, enabling higher accelerations thereof and, given the same weight, increasing their autonomy.
  • the engine according to the invention comprises, in a way in itself known, a cylinder 1 , sliding in which, with reciprocating motion is a piston 3 connected to a connecting rod-crank transmission system (items 4, 5, 6, 7, 8, 9), said piston 3 being slidable between a bottom dead centre and a top dead centre.
  • Two ducts of an appropriate shape are designated by 2, 2’, which give out, on diametrally opposite sides (but in a longitudinal position to be determined also experimentally), into said cylinder 1 at said bottom dead centre, one 2 for intake of the air or of the fresh gases, and the other 2’ for exhaust of the burnt gases.
  • Shut-off valves are designated by 10, 10’, if required, for shutting off communication between said intake and exhaust ducts 2 and 2’, respectively, and said cylinder 1.
  • 11 is the intake valve and by 1 T the exhaust valve set at the head of the cylinder 1 in a position corresponding to the top dead centre of the stroke of the piston 3.
  • the characteristic of the engine according to the invention lies in the fact that mounted between the piston 3 and the head of the cylinder 1 is a thin diaphragm 12 of an appropriate shape, referred to in what follows as“disk” or“separator”, the lateral surface of which has the shape of a straight circular cylinder and which has a nominal diameter equal to that of the cylinder 1 but with tolerances, if necessary, such as to obtain a clearance that will enable sliding thereof in a fluid-tight way but without any direct contact against the inner walls of the inner surface of the cylinder 1 or of the cylinder liner, where present.
  • Means are provided for driving said disk 12 in the cylinder 1 so as to separate the exhaust gases from the fresh gases, i.e. , from the air and fuel mixture (in the case of the Otto cycle) or from the air alone (in the case of the Diesel cycle).
  • An arrow F indicates, in all the figures, the position progressively assumed by the disk 12.
  • Displacement of the disk 12 can also be controlled via plungers connected thereto, having the shape of rods that come out of the cylinder head and traverse also the piston, if necessary, or traverse just the piston in the case where it is required to contain the overall dimensions of the engine.
  • the disk 12 can be controlled via electromagnetic or hydraulic or pneumatic systems or systems of any other type, present within the engine block or in the proximity thereof or within the liner, if the latter is present.
  • fresh gases are taken in (in what follows, by“fresh gases” we mean either the air in the case of an Otto cycle or the air and fuel in the case of a Diesel cycle) through the valve 1 1 and the duct 2 alternatively, prior to their combustion. Separation of the fumes from the fresh gases is thus obtained, enabling perfect flushing of the cylinder during operation of the engine.
  • the main effect is a reduction (hence approximately a halving) of the weight of the engines, which would improve the acceleration performances of land transport means for people alone and also would enable reduction in consumption by virtue of the increase in efficiency and of the lower weight.
  • the main effect is an increase in carrying capacity equal to the saving in weight of the engine and of the fuel, this being due to the higher thermodynamic efficiency, given the same autonomy.
  • the reduction in the absolute weight of the means which is equal to the difference between the weight of the traditional engine and that of the engine according to the present invention, would enable an improvement in the characteristics of flight or, given the same characteristics, a larger number of passengers, in the case of aeroplanes for transport of people or a higher possibility of loading in the case of cargo planes.
  • the engine according to the present invention also functioning according to the Diesel cycle, as engine in the aeronautics sector, which, with a weight-to-power ratio similar to or lower than that of a gas turbine (at least for small aircraft), would obtain the simultaneous advantage of higher thermodynamic efficiency typical of the Diesel cycle (as compared to the Otto cycle and above all to the Joule-Brayton cycle of gas turbines and turboprops), and hence a greater autonomy or, given the same autonomy, a lower weight of the fuel carried and hence a higher payload.
  • the fuel of the diesel engine given that it is a fuel oil (of mineral origin, vegetal origin, animal origin, of synthesis or of any other origin as chemical compound and/or mixture of fuel products and additives) of lower cost as compared to aviation gasoline of reciprocating engines or to kerosenes that are normally used in the aeronautics sector in gas turbines, in addition to being more readily available, would achieve also a further saving in cost and hence above all a greater economy of air transport, given that fuel is the most important cost item, which in the case of an increasing trend of prices would constitute a considerable advantage.
  • the lower flammability of fuel oils entails a lower likelihood of fire and above all of explosion.
  • the system forming the subject of the present invention can thus provide, in the same way as the other internal-combustion engines, sufficient efficiency levels in a wide range of regimes (including those of take-off and landing) and with a weight-to-power ratio similar to that of gas turbines.
  • the saving in weight of the engine would result in an equal increase of the net payload (which, as is known, is determined by the presence of the load lines visible on the sides of the ships, and is a mandatory value established by international laws and imposed by the authorities and by the shipping registers for the maximum weight of the goods) and hence in a greater economy of transport of merchant vessels.
  • the saving in weight results in a greater volume available for the passengers, it being thus possible to increase the number of passengers transported, the other characteristics of the means remaining the same.
  • the piston 3 is illustrated at the bottom dead centre and in the exhaust phase. Exhaust in this phase occurs through the top valves 11’ and also, if it is deemed appropriate, through the bottom valve 2’.
  • the disk 12 remaining adherent to the cylinder head and rising fixedly with respect thereto ( Figures 13 and 14), proceeds towards the top dead centre, in the proximity of which ignition of the supporter of combustion and of the fuel occurs in the area overlying the disk and piston and below of the cylinder head ( Figures 15 and 16).
  • Figure 17 Once the top dead centre is reached ( Figure 17), there occurs expansion, i.e. , the active phase (with transfer of mechanical energy to the engine shaft), and descent of the piston and of the disk 12 once again fixedly joined together ( Figures 18, 19, and 20) as far as the bottom dead centre, where again exhaust occurs (as in Figure 20 and in Figure 1 ), and then the cycle here described is repeated.
  • the disk 12 will reach the bottom dead centre, and the bottom exhaust valve set at the duct 2’ may be open or closed, according to the experimental tests and/or calculations enabling, as already highlighted above, a shorter stroke of the disk which may stop at the top edge of the bottom intake duct, exhaust completely occurring from the top valve alone.
  • the bottom intake valve opens completely for intake of the fresh gases, which occurs in the area comprised between the disk that is rising and the top surface of the piston positioned in the proximity of b.d.c., the cylinder thus filling with fresh gases, which are then compressed by the piston, as the latter goes up the cylinder.
  • the pressure of incoming air ( Figures 1 , 2, 3, 4), both in the case of naturally aspirated engines and in the case of supercharged engines, is not such as to represent mechanical work, if not to a negligible extent, performed by the separating disk 12.
  • the motion (unlike the idle motion in a four- stroke engine) does not present any friction, if not negligible, between solid surfaces, and, since moreover the air at inlet is not, to a first approximation, either taken in or compressed by the disk 12, no hydraulic and/or hydrostatic resistances are set up, except to a limited extent, the motion of the disk 12 being the same as that of the fresh and burnt gases that it separates.
  • the present system supplies a power that is approximately twice as that of a four-stroke engine of the same size and cubic capacity having approximately the same efficiency. It is hence similar to a two-stroke system, with the advantage that no mixing of the exhaust gases with the fresh gases of the next cycle occurs, which is the cause, in two-stroke engines, of a reduction in thermal efficiency to the point of reducing the theoretical power thereof, which, from being approximately twice that of a four-stroke engine of the same size, drops to an effective value of approximately one and a half times.
  • the system illustrated herein entails a power that is approximately twice that of a four-stroke engine of the same size, cubic capacity, and weight.
  • the weight of the engine is reduced to approximately half the weight of a four-stroke engine with similar dimensions, the efficiency remaining approximately unvaried.
  • the adoption of the engine according to the invention would be useful for aircraft and ships, the loading capacity of which would increase by an amount equal to the difference in weight of the two engines thus obtained, the autonomy remaining approximately unvaried given the same fuel storage volume.
  • Positioning of the injectors and of the spark plugs may also be lateral in the combustion chamber to allow for the presence of the disk when this is stationary in the top position of the cylinder.
  • the system for moving the separator will be common to the various cylinders with distribution of the motion to the various disks.
  • the total energy present in the driving system of the disk will be approximately constant whatever the system or combination of systems adopted: mechanical, with cams also of a desmodromic type, hydraulic, pneumatic, electromagnetic, or any other system.
  • valves in addition to the head valves, those at the base of the cylinder will be present, one for exhaust 10’ and the other for intake 10, only if it is deemed necessary according to the calculations and experimental tests carried out, it being possible to omit any of the two or both on the basis of the pressures, the motion of the gases, the relative position, and the shapes of the ports and/or ducts (2 and 2’).
  • the bottom intake valve will open when on the top face of the disk 12 the exhaust gases pushed in the top exhaust valve are present (the disk 12, as already mentioned above, may, in this phase, present a shorter stroke as compared to the maximum stroke and, as far as the top point of the bottom intake duct, may separate itself from the piston - up to that moment, it was, in fact, adherent thereto during descent - see Figures 1 , 2, 3, 4 -, which proceeds as far as the bottom dead centre, the bottom exhaust valve, if present, being closed).
  • the relative vertical position of the bottom intake and exhaust ports may be also different from the one illustrated in the drawings, to be established via calculation and experimental tests and according to the thermodynamic efficiency, as likewise the dimensions and shapes of the bottom intake and exhaust ports.
  • the valves (if present) of the bottom ports may be of any type, taking into account the not excessive pressure in the bottom part of the cylinder.
  • the bottom valves may even not be present (and in the case of opening of the valve represented in Figure 1 , backflow of the exhaust gases or outflow of the fresh gases may be prevented or rendered negligible via an appropriate shape of the ducts and positioning of the intake and/or exhaust ports), the backflow of exhaust gases possibly being negligible or zero in the phase of rise of the disk 12 ( Figure 2), the latter moving upwards and taking in just fresh gases, considering the energy of the fumes at outlet from the exhaust duct and with an appropriate positioning of the intake duct, by imposing a shorter stroke on the disk 12, which in this phase ( Figure 2) might not reach the bottom dead centre, stopping at the top limit of the intake port 2.
  • the drawings provided for reference have only the purpose of enabling an understanding of the present invention, are not in scale, and are not significant either as regards the dimensions or as regards the proportions between the parts and mutual positions of the components.
  • the injectors in the case of the Diesel cycle, they will be positioned so as to be able to function even in presence of the disk 12, and hence they may be located in the lateral and top part of the cylinder and provided in a suitable number. Alternatively, they may be positioned at the head with a small aperture in the disk 12 that enables just outlet of the diesel oil when it is injected and, in any case, has a size such as not to allow passage of gases through it if not to a negligible extent.
  • spark plugs in the case of the Otto cycle, they will be arranged so as to be able to function also in the presence of the disk, and hence in the lateral part of the cylinders close to the head or directly through the disk 12 if deemed necessary and possible and they will be provided in a number such as to guarantee perfect ignition.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

La présente invention concerne un moteur à combustion interne fonctionnant selon le cycle thermodynamique de type Otto (Beau de Rochas) ou le cycle thermodynamique Diesel, comprenant un cylindre (1) et un piston (3) relié à un système de transmission bielle-manivelle de liaison (4, 5, 6, 7, 8, 9). Un diaphragme mince (12) est monté dans le cylindre (1) et transversal à son axe géométrique, entre le piston (3) et la culasse (12), désigné comme « disque » ou « séparateur », avec des surfaces transversales appropriées et dont la surface latérale a la forme d'un cylindre circulaire droit et a un diamètre nominal égal à celui du cylindre (1), éventuellement envisageant aussi des tolérances de manière à obtenir un jeu qui permettra un glissement de manière étanche aux fluides mais sans contact direct avec les parois internes de la surface interne du cylindre (1), et des moyens d'entraînement dudit disque (12) de manière à séparer les gaz d'échappement des gaz frais (c'est-à-dire, à partir du mélange d'air et de carburant dans le cas du cycle Otto ou de l'air seul dans le cas du cycle Diesel). On obtient ainsi, par rapport aux moteurs classiques ayant des dimensions et une capacité cubique similaires, environ deux fois la puissance d'un moteur à quatre temps mais avec le même rendement, ceci étant supérieur à celui d'un moteur à deux temps.
PCT/IB2020/050119 2019-01-11 2020-01-08 Moteur à combustion interne WO2020144594A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102019000000439 2019-01-11
IT102019000000439A IT201900000439A1 (it) 2019-01-11 2019-01-11 Motore a combustione interna

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WO2020144594A1 true WO2020144594A1 (fr) 2020-07-16

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2445148A (en) * 1946-07-23 1948-07-13 Raymond E Minnix Combined pump and motor cylinder coaxial
FR2238043A1 (en) * 1973-07-18 1975-02-14 Gatserelia Michel Two stroke internal combustion engine - has secondary piston attached by spring to main piston
US4206727A (en) * 1977-12-12 1980-06-10 Miguel Siegien Two-stroke-cycle engine having an auxiliary piston and valve arrangement, and its associated drive mechanism
US20160138441A1 (en) * 2013-07-02 2016-05-19 Benoit Laurent PHILIPPE Internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2445148A (en) * 1946-07-23 1948-07-13 Raymond E Minnix Combined pump and motor cylinder coaxial
FR2238043A1 (en) * 1973-07-18 1975-02-14 Gatserelia Michel Two stroke internal combustion engine - has secondary piston attached by spring to main piston
US4206727A (en) * 1977-12-12 1980-06-10 Miguel Siegien Two-stroke-cycle engine having an auxiliary piston and valve arrangement, and its associated drive mechanism
US20160138441A1 (en) * 2013-07-02 2016-05-19 Benoit Laurent PHILIPPE Internal combustion engine

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Publication number Publication date
IT201900000439A1 (it) 2020-07-11

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