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WO2013037366A2 - Moteur à combustion interne à haut rendement - Google Patents

Moteur à combustion interne à haut rendement Download PDF

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Publication number
WO2013037366A2
WO2013037366A2 PCT/DE2012/100281 DE2012100281W WO2013037366A2 WO 2013037366 A2 WO2013037366 A2 WO 2013037366A2 DE 2012100281 W DE2012100281 W DE 2012100281W WO 2013037366 A2 WO2013037366 A2 WO 2013037366A2
Authority
WO
WIPO (PCT)
Prior art keywords
piston
engine
cylinder
domega
engine according
Prior art date
Application number
PCT/DE2012/100281
Other languages
German (de)
English (en)
Other versions
WO2013037366A3 (fr
Inventor
Arno Mecklenburg
Original Assignee
Arno Mecklenburg
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 Arno Mecklenburg filed Critical Arno Mecklenburg
Priority to EP12832409.2A priority Critical patent/EP2756181A2/fr
Priority to DE112012003832.0T priority patent/DE112012003832A5/de
Publication of WO2013037366A2 publication Critical patent/WO2013037366A2/fr
Publication of WO2013037366A3 publication Critical patent/WO2013037366A3/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • 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
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
    • F02D2400/04—Two-stroke combustion engines with electronic control
    • 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
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates generally to the field of reciprocating engines, such as e.g. Diesel engines.
  • a fundamental weakness of known piston engines is that the crankshaft has a particularly unfavorable lever ratio near top dead center (TDC). This is precisely where the highest compression is achieved in the combustion chamber, ie where the hot working gas could do the most effective work.
  • TDC top dead center
  • the most favorable leverage arises only with a rotation of the crankshaft about 60 °, namely, when the connecting rod is perpendicular to the crank arm.
  • the high combustion chamber pressure can lead to a certain blow-by, which is still promoted by the low velocity of the pistons in the vicinity of the TDC and possibly by the transverse forces acting on the piston.
  • Piston rod are attached. At each end of a piston rod there is a piston which works into its own cylinder. At the same height below each piston are two rolling bearings on the piston rod attached. Between the four rolling bearings (two for each piston) are finally clamped the two counter-rotating cams. By designing the cams (each with at least three cam lobes), the most favorable leverage closer to top dead center (TDC) can be achieved.
  • TDC top dead center
  • the reciprocating engine comprises at least one cylinder and a piston guided therein and a system for fuel injection, wherein the engine is fully or predominantly works as a diesel engine and wherein the system for fuel injection is designed such that in each power stroke, a large part of the fuel injected into the cylinder during the working cycle in a period of time is less than or equal to the respective
  • Ignition delay time is. According to the invention, therefore, a large part of the fuel is injected before the autoignition takes place.
  • An example of the invention relates to a reciprocating engine having at least one cylinder and at least one guided in the cylinder piston, the between a top dead center (TDC) and a bottom dead center (UT) a
  • a transmission is provided for converting the lifting / lowering movement (dh / dt) of the at least one piston into a rotational movement (dOmega / dt), wherein the transmission is an angle-dependent
  • the engine further includes a system for fuel injection, wherein the system for
  • Fuel injection is set so that in each working stroke of the piston, the majority of the fuel is injected in a period which is less than or equal to the respective Zündverzugszeit.
  • the transmission is designed such that immediately after reaching top dead center, the transmission ratio (dOmega / dh) is lower and / or a minimum transmission ratio (dOmega / dh) is reached earlier than when using a conventional crankshaft.
  • the system for fuel injection can be set such that autoignition takes place after top dead center has been reached, and that the pressure in the cylinder is maximum at a point in time at which the
  • Gear has the shortest gear ratio (dOmega / dh). A maximum expansion speed can then be close to the maximum
  • the engine is designed as an opposed piston engine, in which two associated pistons are guided in each cylinder.
  • the engine can be designed as a two-stroke engine.
  • a charge exchange can be effected by the two pistons release inlet and outlet ports in the cylinder, wherein the transmission is designed such that mutually associated piston their upper
  • a piston releases the outlet channel or the outlet channels first and then closes them again before the other piston assigned to it opens the inlet channel or the inlet channels.
  • FIG. 1 shows an illustration of the transmission ratio between the
  • An idea underlying the invention is to run to increase the efficiency of an optimal Otto process at a high, typical of diesel engines compression by the im
  • Ignition delay is generally understood to mean the period from the beginning of the
  • the ignition delay is known as a speed limiting feature, as the
  • the ignition delay can be influenced by various factors, including the
  • the type of mixture formation which can be influenced for example by the nozzle shape of the injector and the air duct.
  • the idea is therefore to first modify a conventional diesel engine so that the fuel is injected and atomized as completely as possible and mixed with air before the combustion starts spontaneously.
  • the engine can be controlled accordingly, the open hole cross-section of the injection nozzle increases and / or increases the injection pressure and / or the
  • an engine constructed in accordance with the embodiments described herein may be operated as a "self-igniter" which
  • Total achieves a (total) compression ratio which is higher than in conventional gasoline engines, and which is further characterized in that the largest possible part of each injection quantity is injected in a period of time which is less than or equal to the respective ignition delay time .
  • the Zündverzugszeit is given primarily by the fuel used (cetane number) and by pressure and temperature in the combustion chamber. That is, ignition delay time is essentially a function of fuel type, compression, and charge air temperature and humidity.
  • Achieve OT as favorable as possible (ie short) ratio have (so that a lowering of the piston by one way, ie the smallest possible angle of rotation dOmega result) in order to make optimal use of the inventively abruptly building very high cylinder pressure.
  • Such a built-up engine achieves high efficiency and high maximum torque, and in two-stroke opposed piston construction, moreover, its high power density and high midrange
  • the engine is constructed as a supercharged "valveless" two-stroke opposed piston engine with a plurality of injectors disposed about the circumference of the combustion chamber.
  • "Half" see Figure 2
  • Rhomben gearbox driven, so a rhombic gear per piston, which rotate in the same direction, but work in opposite directions.
  • the rotation of the transmission is synchronized in such a way that both working pistons reach their TDC as simultaneously as possible.
  • designs and equations of motion of rhombic transmissions are well known and can be readily configured by the skilled person according to the invention. For example, one of the
  • Rhombic gears are designed so that the associated
  • Stroke (piston 1, omega) A * (- (cos (omega)) + sqr (4- (1 -sin (omega)) A 2)) + offseti
  • the distance of the connecting rod bearing on the piston 1 from the cylinder axis is equal to the minimum distance of the associated crank pin of the same cylinder axis. If the crank pins are exactly "inside", ie are closest to one another, the associated connecting rod bearings on piston 1 are located exactly "above” the respective crank pin along the cylinder axis. If then the effective length of the connecting rod is chosen so that they even the double eccentricity of the crankpin corresponds, the results
  • Stroke (piston 2, omega) A * (- (cos (-Omega + pi)) + sqr (4- (1-sin (-Omega + pi)) A 2)) + Offset2
  • both pistons satisfy the above-mentioned requirement, as far as possible immediately after reaching the TDC a much cheaper
  • Intake piston the intake ports and the cylinder can be filled and even charged (high).
  • the (additional) charging of the engine with the charging piston can be high
  • exhaust gas energies result, which of course, even by known methods, can and should be used.
  • the exhaust gas drives a possibly multi-stage turbine, which drives both a compressor, for example, a centrifugal compressor, as well as an electric generator.
  • a turbocharger with an additional power turbine could be used. It can be between the
  • Intercooler be arranged.
  • a chemical agent for example urea solution
  • for exhaust aftertreatment can be injected into the exhaust gas before entering the exhaust gas turbine (SNCR).
  • SNCR exhaust gas turbine
  • Provided electrical energy can be used to operate on-board electrical systems or for propulsion purposes.
  • the generator can be used as a short time
  • Electric motor used and in turn drive the turbocharger.
  • the operation of a motor according to the invention will now be explained by means of a further embodiment based on an engine concept used in the Junkers JUMO 205 motor, since this motor is well known on the one hand and, on the other hand, as the closest prior art.
  • the JUMO 205 was a diesel engine (aircraft engine) in two-stroke counter-piston construction. Rinse losses he avoided by means of a transitional difference between the crank gears.
  • a JUMO 205 first, but as a 4-cylinder in-line engine (instead of six cylinders).
  • each cylinder is equipped with its own turbocharger, which is to work in shock, so with the least possible line volume and resistance between the cylinder and turbocharger exhaust gas turbine (i.e., impact turbine).
  • the exiting from the thrusters exhaust gases are collected in a thermally insulated pitot tube and fed to a common turbine (accumulation turbine), which
  • turbochargers charge air is in a common
  • the combustion method according to the invention is represented as follows: A multiplicity of fast injectors, for example piezo injectors, are respectively arranged around the cylinder peripheries. The fuel is thus injected with a radial (with respect to the cylinder) component, which may result in a comparatively long sputtering distance, which allows for the same injection pressure higher nozzle cross sections.
  • a particularly high injection volume flow can be achieved with the aid of this arrangement.
  • the entire injection quantity is injected and atomized within the ignition delay time. Unless until
  • PCCI Premixed Charge Compression Ignition
  • a part of the fuel may already be added to the charge air, for example, with a pilot injection or a port injection;
  • each crankshaft of the JUMO 205 could be replaced by two adjacent crankshafts (with rotation axis 10 and crankpin 20), each piston 40 being connected to both crankshafts via two connecting rods 30.
  • Such constructions are also known as (half) rhombic gears (e.g., Stirling engines); There, they serve mainly to avoid lateral forces (piston rod guided piston) and are also characterized by an excellent
  • Mass balance to have. It is possible a balance of all rotating mass forces, in addition, the balance of all oscillating
  • Rhombengetriebe is (in addition to the rapid reversal at a dead center-the more abrupt the shorter the connecting rods are - the asymmetry of the movement with respect to the dead points.)
  • opposed piston engine inlet and outlet piston 40 and 40 '- respectively driven by two crankshafts - simultaneously reaching the OT, however offset by 180 ° crank rotation to reach the UT. This leaves a lot of time for the gas changes, which greatly widens the available engine speed range compared to the JUMO 205.
  • the engine sucks in air and compresses it with exhaust gas turbochargers that operate in burst mode.
  • the air is passed into a charge air cooler and fed from there via the inlet 60 to the cylinder (shown is only one cylinder, there may be several), in whose supply lines already a certain amount of fuel can be injected, which alone but not for a Ignition would suffice. This additional injection would on the one hand in the cylinder (shown is only one cylinder, there may be several), in whose supply lines already a certain amount of fuel can be injected, which alone but not for a Ignition would suffice. This additional injection would on the one hand in the
  • Main injection reduce the amount of fuel required and thus facilitate their atomization; on the other hand, the charge air, possibly only during the compression by the piston, would be cooled by the evaporation of the fuel, which would reduce the required compression work.
  • the charge air (possibly not necessarily) enriched with (somewhat) fuel therefore, enters a cylinder when its inlet piston releases the intake passage (s) 60, which incidentally may be designed to be in charge of the charge air (or lean charge) (at this time, the exhaust port (s) 80 are already closed and the exhaust piston is moving in the TDC direction.) Thereafter, the intake piston at the UT reverses and also moves in the direction of TDC, which it simultaneously engages with
  • compression ignition can be used.
  • the kinematics of the "half rhombic gear" ie the two double crankshafts, see Fig. 2 is particularly suitable for its execution, also because in addition to the expansion and the compression at the end of the compression stroke is particularly rapid (unlike conventional crank drives is the maximum Compression speed dV / dt comparatively short before TDC and residence time near TDC is particularly low) .
  • the exhaust piston releases the exhaust ports and the exhaust gases become the impact turbine Not only does it extract work by expanding the exhaust gas, it also helps in the evacuation of the combustion chamber, while still hot exhaust gas exiting the thrusters is collected in the pitot tube and used to flow the turbine, and the engine can also be equipped with exhaust valves As a result, the dead volume in the (exhaust) lines, and the asymmetry of the intake and exhaust piston motions on TDC is no longer
  • a piston can reach its highest speed already a few degrees after TDC), which further contributes to the reduction of wall losses.
  • Diesel engine performance would be limited inter alia by the maximum speed (which by the slow burning process
  • a piston with a piston rod which can substantially simplify the supply of the liquid to the piston crown (for example by cutting coolant through a labyrinth seal into a hole in the bore)
  • Piston rod is introduced). If the continuous liquid cooling of the piston crown succeeds, the limits of the power density of this engine are very high. This is even more so than that can supply by high pre-compression and at a quasi-compression ratio of the actual engine, the engine of a power turbine with standing under high pressure, hot working gas. It can be constructed in this way a turbo-compound machine, in which a large part of the power is generated at the power turbine, and turbines can have a very high power density. This design is also promising in terms of efficiency: at temperatures that exceed the range of application of gas turbines, the high-pressure working gas is first in the "robust"
  • Piston engine expands until the working gas temperature is compatible with a gas turbine. During the subsequent expansion in the utility turbine, its very high isentropic efficiency comes into its own.
  • High torque A particularly high maximum torque is mandatory, because a particularly high combustion pressure is achieved with a particularly favorable lever ratio.
  • a high mean torque results from the high mean pressure (no flushing losses at the Two-stroke process, therefore charging possible, due to the possible absence of valves, etc. also high charging possible).
  • the engine according to the example described above can be lubricated like usual four-stroke engines (true separate lubrication).

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne à piston alternatif. Selon un aspect de la présente invention, ce moteur à piston alternatif comprend au moins un cylindre et un piston guidé à l'intérieur de ce dernier, ainsi qu'un système d'injection de carburant, ce moteur fonctionnant totalement ou principalement par allumage par compression, et le système d'injection de carburant étant conçu de sorte que, à chaque cycle, une grande partie du carburant à injecter dans le cylindre au cours du cycle est injectée dans un laps de temps qui est inférieur ou égal au délai d'allumage respectif. Selon l'invention, une grande partie du carburant est également injectée avant l'allumage par compression.
PCT/DE2012/100281 2011-09-14 2012-09-14 Moteur à combustion interne à haut rendement WO2013037366A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP12832409.2A EP2756181A2 (fr) 2011-09-14 2012-09-14 Moteur à combustion interne à haut rendement
DE112012003832.0T DE112012003832A5 (de) 2011-09-14 2012-09-14 Verbrennungsmotor mit hohem Wirkungsgrad

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011112932.8 2011-09-14
DE102011112932 2011-09-14

Publications (2)

Publication Number Publication Date
WO2013037366A2 true WO2013037366A2 (fr) 2013-03-21
WO2013037366A3 WO2013037366A3 (fr) 2014-05-01

Family

ID=47883843

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2012/100281 WO2013037366A2 (fr) 2011-09-14 2012-09-14 Moteur à combustion interne à haut rendement

Country Status (3)

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EP (1) EP2756181A2 (fr)
DE (1) DE112012003832A5 (fr)
WO (1) WO2013037366A2 (fr)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008028252A1 (fr) 2006-09-07 2008-03-13 Revetec Holdings Limited Moteur à combustion interne à pistons opposés amélioré

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5042441A (en) * 1989-10-03 1991-08-27 Paul Marius A Low emission combustion system for internal combustion engines
US6230683B1 (en) * 1997-08-22 2001-05-15 Cummins Engine Company, Inc. Premixed charge compression ignition engine with optimal combustion control
CN100590305C (zh) * 2003-06-25 2010-02-17 先进动力科技公司 内燃机
US7156056B2 (en) * 2004-06-10 2007-01-02 Achates Power, Llc Two-cycle, opposed-piston internal combustion engine
US7270108B2 (en) * 2005-03-31 2007-09-18 Achates Power Llc Opposed piston, homogeneous charge pilot ignition engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008028252A1 (fr) 2006-09-07 2008-03-13 Revetec Holdings Limited Moteur à combustion interne à pistons opposés amélioré

Also Published As

Publication number Publication date
EP2756181A2 (fr) 2014-07-23
WO2013037366A3 (fr) 2014-05-01
DE112012003832A5 (de) 2014-05-28

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