WO2024104545A1

WO2024104545A1 - High-efficiency internal combustion engine

Info

Publication number: WO2024104545A1
Application number: PCT/DZ2023/050008
Authority: WO
Inventors: Hasni BELAZIZ
Original assignee: Belaziz Hasni
Priority date: 2022-11-15
Filing date: 2023-10-30
Publication date: 2024-05-23

Abstract

The problem of efficiency in the engine is not linked much to the compression ratio, but rather the greatest problem is how to transfer the motion of the explosion to the crankshaft without a great power loss. For thermodynamics, efficiency is expressed by the compression ratio, and the fact that the system is not thermally insulated has been disregarded, since approximately 65% of the thermal energy is lost in the exhaust gases and the cooling water of the engine. For example: η=1-α1-γ This is the efficiency equation, in which∶ η: Engine efficiency α: compression ratio γ: adiabatic index - at a compression ratio = 1/12. We find: = 1 − 1/121 − 1.4 η ≃ 63% At a compression ratio = 1/24. We find: η = 1 − 1/241 − 1.4 η ≃ 71% Although we have doubled the compression ratio, the efficiency ratio has only increased by 9%. We have concluded that the problem of energy loss in internal combustion engines lies not only in the compression ratio, but also in the operation of the engine.

Description

The title of the invention

High efficiency internal combustion engine

The technical field to which the invention belongs

The invention relates to a high-efficiency internal combustion engine based on special mechanisms aimed at converting reciprocating motion into circular motion

It is much more efficient than the crankshaft and connecting rod used.

It can also be used in other fields related to the motor field, which concerns the conversion of any reciprocating movement into a circular movement

Previous technical condition

In common traditional piston engines, connecting rod and crankshaft mechanism is used with some differences, for example in stroke length and connecting rod length etc., which limits the flexibility of the engine to extract energy contained in the fuel, causing huge losses, because this mechanism is so primitive that we cannot increase the compression ratio to increase efficiency so that combustion does not turn into a supersonic explosion. When this happens, the energy transfers through the front of the shock wave at a speed higher than (340 m/s), while the average speed of the piston movement is (16 m/s) and even a maximum speed A of up to (27 m/s) and this is very slow and can cause the destruction of engine parts (stress limit). For this we use a low compression ratio so that combustion is the best option because the energy transfer is stratified from one layer to another, but there is a problem that combustion is slow 34 m / s, which prolongs its duration, and the heat is transferred to the middle, such as the cylinder walls and the cylinder head, and even after combustion, the exhaust gases remain very hot, and all this causes a great loss of energy which can reach 65%.

Our objective is to achieve explosion and not combustion with the maximum possible pressure and by shortening the energy transformation period. energy and its transfer into kinetic energy so that there is no loss and this is what the invention achieves

The purpose of the invention

The objective of the invention is to increase the thermal efficiency of internal combustion engines by increasing the speed of conversion of thermal energy into mechanical energy before it is transferred to another medium by increasing the speed of the piston at the time of landing in the power stroke, which leads to an increase in the energy resulting from the explosion and an increase in the compression ratio in a safe manner without increasing the amount of fuel, at the maximum pressure before the explosion, the crankshaft has a vertical angle greater than or equal to a, which makes it possible to gain a torque arm at the time of the explosion, so that the speed of the piston increases as a function of the explosion speed, so that the pressure is equal at all stages of piston descent, saving energy and increasing thermal efficiency.

List of charts and shapes

Figure 1 contains a cross section of the engine with the elastic detonation moment mechanism.

Figure 2 contains all the engine parts: part 1, part 2, part 3 and part 4.

Presentation of the essence of the invention and without embodiment

Firstly Release the piston from the previous mechanisms (connecting rod and crankshaft) and replace it with more flexible mechanisms.

The problem lies in when the compression process begins to end and combustion or explosion begins. Deceleration of the piston at this time (the moment compression ends) creates several problems, including high mixture temperature, which results in premature ignition or piston rollover.

And its slowing down after the moment of compression (the moment the explosion begins) also creates other problems, including high pressure inside the combustion chamber to an extent that causes stress inside of the engine and a significant increase in temperature with the stability of the volume because the piston is almost stationary, the heat is transmitted to the cylinder head and the piston, therefore the alternating waves work at another loss of energy, and since the combustion starts from a precise point and not from several points, the arrival of the flame until the end of the mixture requires a significant time, and the combustion continues until the opening of the exhaust gas valve , and it is a great waste of thermal energy represented by the high exhaust gas temperature.

Second: increase the compression ratio, which allows you to make the most of the new mechanism.

The mechanism being flexible, the piston continues to pressurize as long as the explosion does not occur. The piston changes movement as soon as the state of the mixture changes. At the moment of explosion, the piston begins to descend, regardless of the time or intensity of the explosion.

Third: give the engine a torque arm at the moment of explosion, at this time the piston is at top dead center, while the crankshaft is at a certain angle to the vertical axis, giving explosion , however small, the possibility of rotating the crankshaft, which gives the engine a significant maximum torque, thus improving efficiency and preserving thermal energy.

This example illustrates the present invention. The compression ratio can be increased to the point of explosion without an ignition system (auto-ignition) and this is a big problem for gasoline engines because there is no stability in the size of the load and in diesel the stress limit.

For example, we have a lean mixture that only reaches the autoignition point at a somewhat high temperature, but it is not fixed because the volume is variable and the mixture may be heterogeneous for some reason, because the compression ratio should be variable, sometimes the compression ratio is high and sometimes low, and this feature is available in this invention The piston does not fall except at the time of explosion, so the piston is always in the stroke compression unless explosion occurs.

What determines the evolution of the compression ratio is the mixture itself, whether it is lean, rich, compressed or not.

You can manipulate the mixture, lean or rich, according to your needs, and without increasing the number of engine revolutions. It is enough to increase the proportion of fuel in the mixture without increasing its volume, thus the torque will increase without increasing the number of engine revolutions. Turns, and it is unusual flexibility, or vice versa, increasing the volume of the mixture without increasing the proportion of fuel it contains. It increases the number of engine revolutions without increasing torque, achieving the maximum possible efficiency.

Diesel can be injected indirectly to achieve mixture homogeneity, air + diesel, which produces clean combustion free of nitrogen oxides or fine particles resulting from incomplete combustion, and increasing the compression ratio to numbers unprecedented in order to extract a greater percentage of energy This new feature allows engines to run on different types of fuel at the same time.

The invention contains radical changes in the working method by separating the movement of the piston from the movement of the crankshaft. When the latter is on the downstroke after top dead center, the piston is still on the compression stroke, so this required changes to many parts of the engine, including the parts shown in (Fig. 2) Change the position of the crankshaft so that the connecting rod is as perpendicular as possible to the crankshaft at the time of the explosion.

The first part of (Fig. 1) is a load-bearing part that connects the connecting rod and the crankshaft to the second part of (Fig. 1) and its role is to carry and deliver the movement between the engine parts.

The second part of figure no. (1) is a flexible connecting arm which absorbs excess energy and returns it after a reduction in the pressure inside the cylinder (potential energy) in addition to giving the necessary flexibility to the time of explosion in the case of compression ignition engines.

The third part of (from figure no. 1) is a mechanism that controls and regulates the movement of the piston and has a key role in regulating the engine strokes (separation of the pressure stroke from the power stroke for the crankshaft ). A camshaft attached to a flexible link arm and contains a gear engaged with the crankshaft.

The points of similarity between the new elements and the old ones are both a piston, a crankshaft and a connecting rod. The difference lies in the arrangement of the parts, plus some parts added to achieve the desired goals of increasing the efficiency of internal combustion engines.

How to apply the invention

The application of the invention is in all mechanisms which are concerned with the conversion of any reciprocating movement into a circular movement and vice versa, such as motors, and due to its high torque, high efficiency and its High power-to-weight ratio makes it the ideal choice for manned or unmanned aircraft, ships and maritime transport fleets.

In addition to all the working mechanisms that use high capacity motors and generators, and all this, just to name a few.

Compressors of all kinds, such as air conditioners, fuel pumps in the engine itself, slurry pumps used in oil or water wells and in dams, etc.

Even in the bike with some modifications.

Claims

1. An internal combustion engine characterized by the presence of a torque lever at the moment of explosion, combustion or the start of the power stroke

2. An engine according to requirement no. (1) characterized by two different dead centers, upper and lower, for the piston and the crankshaft.

3. An internal combustion engine is characterized according to part no. (3) of figure (1), a camshaft which controls the movement of the piston.

4. A motor according to requirement (3) and part no. (2) of figure (1) a flexible arm which allows the movement of the cam to control the movement of the piston and acquire elastic energy and restore it at the time of the pressure drop inside the combustion chamber.

5. Engine according to requirement (3) and (4) and part no. (1) of figure no. (1), a part that allows the transmission of movement from the piston to the crankshaft.

6. Engine according to requirement no. (3) and part no. (4) of figure no. (1) circular gears which allow the transmission of movement to the camshaft.

7. An internal combustion engine characterized by an increase in pressure inside the engine to the point of spontaneous explosion without ignition systems and with all types of fuel.

8. An internal combustion engine characterized by a variable compression ratio depending on the fuel concentration rate in the mixture (the mixture controls the compression ratio)

9. An internal combustion engine characterized by a wide operating range from 200 rpm to 6000 rpm due to the difference in torque required at pressure and torque produced after ignition in one cycle.

10. An internal combustion engine that is characterized according to requirement No. (9) does not require a gearbox to operate the car.