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WO2016018197A1 - Système de combustion interne stratifié à cycles multiples - Google Patents

Système de combustion interne stratifié à cycles multiples Download PDF

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Publication number
WO2016018197A1
WO2016018197A1 PCT/US2014/029697 US2014029697W WO2016018197A1 WO 2016018197 A1 WO2016018197 A1 WO 2016018197A1 US 2014029697 W US2014029697 W US 2014029697W WO 2016018197 A1 WO2016018197 A1 WO 2016018197A1
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WO
WIPO (PCT)
Prior art keywords
chamber
combustion
compression chamber
compressed air
valve
Prior art date
Application number
PCT/US2014/029697
Other languages
English (en)
Inventor
Marshall ASHMANN
Original Assignee
Ashmann Marshall
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 Ashmann Marshall filed Critical Ashmann Marshall
Priority to PCT/US2014/029697 priority Critical patent/WO2016018197A1/fr
Publication of WO2016018197A1 publication Critical patent/WO2016018197A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C5/00—Gas-turbine plants characterised by the working fluid being generated by intermittent combustion
    • F02C5/12—Gas-turbine plants characterised by the working fluid being generated by intermittent combustion the combustion chambers having inlet or outlet valves, e.g. Holzwarth gas-turbine plants

Definitions

  • This application relates to a system and mechanism for capturing the products of combustion to produce useful work. More particularly, but not by way of limitation, to a system that uses gas or air stratification to pressurize and mobilize gasses in order to distribute them to locations where the mobilized gasses are used to perform useful work.
  • Charge stratification as used in these engines typically refers to the provision of a relatively small, segregated, combustion chamber where combustion takes place.
  • the use of this segregated combustion chamber allows combustion to be initiated in a confined space where a rich mixture can be created with less fuel than what is needed in the cylinder of traditional piston engines, where the combustion mixture is created between the piston and the valves of the engine, which creates a larger volume than what is used in the segregated chamber of stratified charge engines .
  • an internal combustion engine that takes advantage of stratification of air
  • an example of the engine includes: an elongated compression chamber having a first end and a second end with an intake valve next to the first end and an exhaust valve that is located next to the second end; a combustion chamber that is in fluid communication with the first end of the compression chamber, having a fuel inlet, a compressed air inlet and a fuel igniter; and a compressed air chamber that is connected to the second end of the compression chamber through a check valve (one-way valve) .
  • a check valve one-way valve
  • the resident gas may be air or a mixture of air and vestiges of exhaust gasses from a previous cycle of combustion with the system.
  • the sudden release of the exhaust gasses from the combustion chamber into the compression chamber will result in an expansion of the hot exhaust gasses against the resident gas that is contained within the compression chamber. It is contemplated that the inflow of exhaust gasses from the combustion chamber will compress the lower-pressure, lower-temperature, resident gas in the compression chamber. This compression is likely to be produced through the stratification, or non-mixing, of the exhaust gas from the combustion chamber as it advances against the resident gas.
  • the stratification, or non-mixing, is improved by minimizing the area of contact between the exhaust gas and resident gas and by reducing turbulence and increasing laminar flow of the gasses in the compression chamber though use of a smooth and aerodynamic design of the outlet valve, outlet valve seat and compression chamber. This stratification will result in the compression and movement of the resident gas towards the check valve that connects the compression chamber and the compressed air chamber.
  • the ratios of the volumes of the combustion chamber, compression chamber and compressed air chamber are such that all of the compressed air and only a minimal amount of exhaust gasses enter the compressed air chamber .
  • Adjustments of the volume ratios will be required by someone knowledgeable in the field of internal combustion in order to achieve maximum power and/or efficiency and/or reduced exhaust pollutants. It is also envisioned that an ability to alter the volume ratios might have to be
  • the stratification is favored due to the elongated shape of the combustion chamber.
  • elongated refers to something that has a length of a magnitude that is significantly greater than the magnitude of any cross-sectional dimension. In the disclosed invention, it is preferred that the distance between the first end and the second end of the compression chamber will be several times the distance across any section of the compression chamber.
  • This invention replaces the firecracker with an
  • FIG. 1A is a schematic of an example of the disclosed invention.
  • FIG. IB is a schematic illustrating the use of the device shown in FIG. 1A in using the stratification between the products of combustion and the resident gas to both expand the products of combustion and compress air in the compressed air chamber.
  • the compressed air (which had been the resident gas in the compression chamber) is stored in the compressed air chamber for later delivery into the combustion chamber.
  • FIG. 2 is a flow chart describing the cycles of the disclosed invention.
  • FIG. 3 is a side sectional view of a preferred example of the invention, which includes a valve system that is envisioned to be electro-mechanically controlled to manage the flow of gases through the various ports, and illustrates the stage during which air from the low pressure air
  • FIG. 4 is a side sectional view of the example in FIG. 3 illustrating fuel being introduced into the combustion chamber and mixing with the compressed air already present in the combustion chamber.
  • FIG. 5 is a side sectional view of the example in FIG. 4 illustrating the ignition of the fuel-air mixture either from the heat of the compressed air and/or the glow plug in a high compression-ratio design, or a spark in a low
  • compression-ratio design refers to the ratio of the volume of the compression chamber to the volume of the combustion chamber.
  • FIG. 6 is a side sectional view of the example in FIG.
  • FIG. 7 is a side sectional view of the example in FIG.
  • combustion chamber have been released into the compression chamber and the resident gasses have been driven out of the compression chamber and into the compressed air chamber.
  • the check valve is closed due to an equalizing of pressure between the compression chamber and the compressed air chamber .
  • FIG. 8 is a side sectional view of the example in FIG.
  • FIG. 9 is a side sectional view of the example shown in FIG. 8, where the low-pressure air compressor is being used to fill the compression chamber, thereby purging the
  • FIG. 10 is a side sectional view of an arrangement with opposing combustion chambers, and uses the principles disclosed herein to create an arrangement that is
  • FIG. 10 illustrates the introduction of compressed air into one of the combustion chambers. It further
  • FIG. 11 illustrates the arrangement of FIG. 10 showing fuel being injected into the compressed air in one of the opposed combustion chambers.
  • FIG. 12 illustrates the arrangement of FIG. 11 after a mixture of fuel and air is ignited in one of the opposed combustion chambers.
  • FIG. 13 illustrates the arrangement of FIG. 12 and shows the advancement of the products of combustion released from the combustion chamber on the left towards the
  • combustion chamber on the right and illustrates the compression of gasses that resided within the compression chamber by the advancing expanding gasses just released from the combustion chamber on the left.
  • FIG. 14 illustrates the progress of the operation from the stage illustrated in FIG. 13, and shows the compression chamber filled with the products of combustion and the opposing combustion chamber filled with the highly
  • FIG. 15 illustrates the progress of the operation from the stage illustrated in FIG. 14, with the release of the expanding products of combustion from the compression chamber through the exhaust valve, allowing the gas to continue to expand and flow through a work producing expansion-engine or other device that will allow the expansion to be used to perform useful work.
  • FIG. 15 allows the opposing combustion chamber ready to continue the progress of the operation illustrated in Fig. 11, but with the functions of the combustion chambers now reversed.
  • FIG. 16 illustrates a side-sectional view of another embodiment employing the principles disclosed herein, and illustrates the use of an annularly-shaped compression chamber mounted between a turbine and compressor, the compressor and turbine being mounted on a single shaft that extends through the center of the annularly-shaped
  • FIG. 17 is a cut-away view of the annularly-shaped compression chamber and poppet valves, together with the other components of the disclosed invention.
  • FIG. 18 is an exploded view of the main components of annularly-shaped compression chamber and the poppet valve arrangement used to exhaust the products of combustion towards the turbine and then bring air into the annularly- shaped compression chamber from the air compressor.
  • FIG. 19 illustrates a side-sectional view of another embodiment of the use of an annularly-shaped compression chamber mounted between a turbine and compressor, the embodiment using a slide valve arrangement instead of the poppet valve arrangement shown on FIG. 16.
  • FIG. 20 is a cut-away view of the annularly-shaped compression chamber and slide valves of FIG. 19, together with the other components of the disclosed invention.
  • FIG. 21 is an exploded view of the main components of annularly-shaped compression chamber and the slide valve arrangement used to exhaust the products of combustion towards the turbine and then bring air into the annularly- shaped compression chamber from the air compressor.
  • thermal barrier such as ceramic will coat surfaces that are exposed to the hot gasses in the combustion chamber (s) and the compression chamber of all embodiments of this invention. It is contemplated that this thermal barrier will be beneficial to the operating
  • compressed air chamber may or may not have this thermal barrier.
  • Experimentation by someone knowledgeable in the field of internal combustion will be required to determine the effects of cooling the air in the compressed air chamber on power, efficiency and the formation of unwanted exhaust pollutants such as oxides of nitrogen.
  • FIGS. 1A, IB where a schematic of a basic embodiment is shown, and to FIG. 2, where a flow diagram of steps carried out with the basic embodiment is illustrated.
  • the disclosed internal combustion engine 10 is used for
  • disclosed internal combustion engine 10 includes an elongated compression chamber 37 that includes a first end 16 and a second end 18.
  • the first end 16 is connected to a combustion chamber 36 though an outlet valve 31 that provides fluid communication the combustion chamber 36 and the
  • Compressed air chamber 44 has an inlet 20 and an outlet 22.
  • a compressed air chamber 44 is connected to the compression chamber 37 by way of a check valve 42, which only allows flow into the compressed air chamber.
  • the outlet 22 of compressed air chamber 44 is in fluid communication with the combustion chamber 36 through an inlet valve 45 that is located between the combustion chamber 36 and compressed air chamber 44.
  • Fig. 3 shows that a preferred example of the combustion chamber 36 includes a fuel injector 34 that is used for delivering a combustible fuel 24, identified in Fig. 1A, such as any suitable kerosene, gasoline, alcohol, or other hydrocarbon blend that can be burned.
  • the fuel 24 delivered by the fuel injector 34 is mixed with air from the compressed air chamber or another gas mixture that includes a suitable amount of oxygen for combustion. It should be understood that the amount of fuel
  • the delivered by the fuel injector 34 can be regulated through the use of an oxygen sensor positioned inside the combustion chamber 36, the compression chamber 37 or in the exhaust pipe downstream of the work producing expansion-engine 41,
  • ECU electronice control unit
  • combustion chamber 36 will also include at least one glow plug 35 for assisting the igniting of the combustible mixture 26, shown on FIG. 4, which is formed in the combustion chamber 36 when first starting a cold engine in a high compression-ratio design or at least one spark plug in a low compression-ratio design. It is contemplated that speed control of the disclosed invention will be achieved through the adjustment of the flow through the fuel injector 34 and the outlet valve 31.
  • compression-ratio refers to the ratio of the volume of the compression chamber to the volume of the combustion chamber.
  • a high compression-ratio design would have a higher efficiency, would require a higher pressure output of the high pressure air compressor 39 for starting, could use a lower octane rating fuel and would require a higher fuel pressure for the fuel injector 34.
  • compressed air chamber 44 fuel could be added to compressed air chamber 44 without pre-ignition or detonation occurring.
  • outlet valve 31 can be located within the compression chamber 37 instead of within combustion chamber 36, as shown, without altering the functioning of this valve.
  • Fig 3 shows the filling of combustion chamber 36 with compressed oxygen rich resident gas, from the compressed air chamber, which had been initially filled with compressed air from high pressure air compressor 39.
  • a high pressure air compressor 39 with an output pressure lower than the optimum system operating pressure may be used for initially starting the cycle of events to follow by holding the outlet valve 31 in the open position and holding the intake valve 32 in a closed position and also holding the exhaust valve 33 in a closed position. This will allow the high pressure air compressor 39 to fill compression chamber 37, combustion chamber 36 as well as the compressed air chamber 44 with compressed air. In this way, when fuel is introduced and ignited in combustion chamber 36, the
  • FIGS. 3 and 4 illustrate a stage in the operation where the exhaust valve 33 that is used to release gasses from the compression chamber 37 in order to fill the compression chamber 37 with an amount of oxygen-rich air that is to be compressed into the compressed air chamber 44. Accordingly, in FIGS. 3 and 4, the compression chamber 37 is shown at or slightly above atmospheric pressure.
  • FIGS. 3 and 4 illustrate that the filling of the combustion chamber 36 is preferably achieved by first opening the inlet valve 45, which will allow compressed air, or a gas with oxygen to be used for combustion, into the combustion chamber 36. Then, as shown in FIG. 4, inlet valve 45 is closed and the fuel injector 34 is used to deliver a quantity of combustible fuel 24, identified in FIG. 1A, into the combustion chamber 36 in order to produce a combustible mixture 26. Accordingly, prior to ignition, gasses found inside the compression chamber 37 will be at or slightly above atmospheric pressure, or at pressure that is lower than the pressure of the gasses found in the combustion chamber 36 or in the compressed air chamber 44. Turning now to FIG.
  • the combustion process will take a very short amount of time and create products of combustion 28, identified in FIG. IB.
  • the products of combustion 28 will consist of oxidized fuel and any other components of the combustible mixture, such as unreacted oxygen and other residual components.
  • the disclosed system will allow close monitoring of the contained reaction taking place in the combustion chamber 36, which is closed while combustion is taking place, and-or monitoring the results of the reaction in the compression chamber 37 or the exhaust system of work producing expansion-engine 41.
  • the pressure in the compressed air chamber 44 will also be monitored and that information will be fed back to the ECU to vary the amount of fuel injected as well as the other
  • the products of combustion 28 will be at a significantly higher temperature and density than the resident gasses 14 found in the
  • FIG. 6 also illustrates the relationship of the opening of the outlet valve 31 and the check valve 42 that is placed between the compression chamber 37 and check valve air chamber 43 that is used with the disclosed invention.
  • check valve air chamber 43 (shown with connecting tube 46 which connects to compressed air chamber 44) is positioned downstream from the combustion chamber 36, so that all of the gasses being compressed by the discharge of the products of combustion 28, identified in
  • FIG. IB into the compression chamber 37 are captured in the check valve air chamber 43 as the compressed resident gasses 14, identified in FIG. IB, are pushed past the check valve 42 by the advancing products of combustion 28. It is important to note that it is contemplated that the exhaust valve 33 will open shortly after the outlet valve 31 releases the products of combustion 28 from the combustion chamber 36.
  • the ratios of the volumes of the combustion chamber 36, the compression chamber 37 and the compressed air chamber 44, in conjunction with the resistance to opening of the check valve 42, will control how much and the pressure of the resident gas 14, identified in FIG. IB, that is captured through the check valve air chamber 43 and in the compressed air chamber 44. It is envisioned that experimentation by someone
  • the advantage of capturing gasses in the compressed air chamber 44 is that the gas captured in this chamber will be ready for delivering to the combustion chamber 36 almost immediately after the products of combustion 28 have been delivered into the compression chamber 37. It should be noted that the larger the volume of the compressed air chamber 44, the smaller will be the decrease in pressure below the optimum operating pressure within the compressed air chamber 44 when the inlet valve 45 opens to fill combustion chamber 36 with compressed air.
  • the resident gas 30 found in the compression chamber 37 consisted of gas, such as air, that was introduced into the compression chamber 37 by a low-pressure air compressor 38 prior to mixing fuel and an oxygen-containing gas in the combustion chamber 36.
  • the resident gas 30, which is eventually compressed into the compressed air chamber 44 through the release of the products of combustion 28, as illustrated in FIG. 6, is introduced into the system by the low-pressure air compressor 38 before the combustion process takes place in the combustion chamber 36.
  • FIG. 9 illustrates that by leaving both the intake valve 32 and the exhaust valve 33 open for a short time, the low-pressure air compressor 38 is allowed to deliver oxygen rich air to the compression chamber 37 and at the same time purge most of the remaining products of
  • FIGS. 6-9 illustrate that the outlet valve 31 of the
  • combustion chamber 36 remains open from the time the products of combustion are released until the purging of gasses from the compression chamber 37 is completed through the purging accomplished by the delivery of air, or another suitable oxygen-rich gas, by the low pressure air compressor.
  • the duration of this purging can be established though the use of oxygen sensors, alone or in conjunction with temperature sensors, positioned in the compression chamber or the exhaust system of engine 41.
  • the duration of this purging will also be determined by the frequency of the cycles, which will be controlled by the ECU which can control the speed of a motor driven cam, electrical solenoids or other electromechanical devices which will control the timing of the various valves. In this way, the speed and power output of the engine can be regulated.
  • valves which are opened by an increase in gas pressure operating against the closing force of a spring, and further opened by the inertia of the moving valve and then closed by the said spring may be used instead of electromechanical operation of the valves.
  • the intake valve 32, the exhaust valve 33, and the outlet valve 31 are closed.
  • the closing of these valves may be achieved substantially simultaneously or in a suitable sequence, such as by first closing the exhaust valve 33, then the intake valve 32, and then the outlet valve 32. Once these valves are closed, the system is then capable of repeating the stages for combustion carried out with the disclosed invention, commencing with filling the combustion chamber 36 with compressed air from the compressed air chamber 44 through the opening of inlet valve 45 and then progressing through to the last stage, which delivers the products of combustion to a suitable device that allows further expansion and work with the expanding gasses.
  • FIG. 10 a side sectional view of an arrangement with opposing combustion chambers 36A and 36B is illustrated.
  • the opposing combustion chambers 36A and 36B are positioned on opposite ends of the compression chamber 37.
  • this arrangement allows the resident gas 30 to be compressed into one of the opposing combustion chambers 36A or 36B as a result of the release of the products of combustion from the other opposing combustion chambers 36A or 36B into the compression chamber 37.
  • the opposing combustion chamber design will allow the engine or system disclosed here to generate and thus operate at higher temperatures and
  • high pressure air compressor 39 forces compressed air past check valve 40 to fill combustion chamber 36A with compressed air.
  • High pressure air compressor 39 may now shut down, having done its job for starting the cycle of events to follow.
  • Intake valves 32A and 32B and exhaust valve 33 are open to
  • a high pressure air compressor 39 with a lower output pressure may be used for starting the cycle of events to follow by holding output valve 31A in the open position and intake valves 32A and 32B and exhaust valve 33 are held in the closed position. This will allow high pressure air compressor 39 to fill
  • combustion chamber 37 and combustion chamber 36B as well as combustion chamber 36A with compressed air.
  • the resulting explosion will further compress the already partially-compressed resident gas in compression chamber 37 and combustion chamber 36B.
  • a combustible mixture 26 is generated in the combustion chamber 36A by delivering an amount of fuel with fuel injector 34A into an amount of compressed air or oxygenated gas in the combustion chamber 36A.
  • the combustible mixture 26 is ignited through the use of a glow plug 35A, in order to create the products of combustion 28.
  • intake valves 32A and 32B and exhaust valve 33 are now closed.
  • Compression chamber 37 is occupied with an oxygen rich resident gas.
  • the products of combustion are then released into the compression chamber 37 by the opening of the outlet valve 31A, which in the illustrated preferred embodiment is a solenoid actuated valve or a linearly-actuated valve with a low pressure closing spring so that the valve may operate as a (one way) check valve when closed.
  • the outlet valves 31A and 31B used in the opposing combustion chamber arrangement will incorporate the solenoid, linear
  • the check valve function may be performed by a separate check valve (one-way valve) or by a solenoid that is spring-loaded to the closed position, and which can then be opened by an electric signal to release the products of combustion from the combustion chamber .
  • FIG. 13 also illustrates the advancement of the
  • outlet valve alone may perform both functions of acting as a check valve to accept the resident gas and an outlet valve for the products of combustion being released from one of the combustions chambers.
  • FIG. 14 it will be understood that the outlet valve 31B will close once the pressure within the combustion chamber 36B reaches the pressure of the
  • compression chamber 37 which has filled with the products of combustion 28 released from the combustion chamber 36A.
  • the pressure in both of the combustion chambers 36A and 36B, and compression chamber 37 will be substantially equal at the stage illustrated in FIG. 14.
  • Combustion chamber 36B is occupied with high pressure, high temperature oxygen rich gas.
  • FIG. 15 illustrates the progress of the operation from the stage illustrated in FIG. 14, with the release of the expanding products of combustion from the compression chamber through the exhaust valve 33. This allows the gas to continue to expand and flow through a work producing
  • expansion-engine 41 that is connected to the disclosed invention in order to perform useful work.
  • the outlet valve 31A of the combustion chamber 36A which was just allowed to release products of combustion into the compression chamber 37, is allowed to remain open. This allows evacuation of the products of combustion 28 from the compression chamber 37 and from the combustion chamber 36A. The evacuation of the products of combustion 28 from the compression chamber 37 is accomplished by introducing air or another oxygen-rich gas through the intake valves 32A and 32B.
  • a single low-pressure air compressor will be used instead of two or more low-pressure air compressors by connecting an intake manifold from a single low pressure air compressor to both intake valves 32A and 32B, which are positioned relative to exhaust valve 33 in order to
  • combustion chamber 37 expeditiously purge the compression chamber 37 of products of combustion and fill the compression chamber 37 with oxygen rich gas.
  • additional intake valves may be positioned within combustion chambers 36A and 36B to assist in purging those chambers as well to obtain a possible higher power output of the invention.
  • the additional intake valve in the combustion chamber 36A or 36B would open at the same time intake valves 32A and 32B are open and, importantly, when the outlet valve associated with that combustion chamber is open.
  • compression chamber 37 and the combustion chamber 36A have been or are being evacuated, fuel can be injected into the compressed air, or resident gas, found in combustion chamber 36B, and thus the steps illustrated in FIGS. 11-15 can be repeated, this time with the combustion and generation of products of combustion 28 being generated in the combustion chamber 36B.
  • combustion chamber 36B are then released and used to compress the resident gas or air found in the compression chamber 37 into combustion chamber 36A, as the process proceeds in the reverse direction ending at FIG. 11 where a new cycle begins. It is now explained that FIG. 10 is shown for the initial starting of the process or system.
  • FIGS. 16 and 17 it will be understood that while it is contemplated that the compression chamber 37 shown in the earlier embodiments of this invention will be made as an elongated cylindrical member, it is also contemplated that the compression chamber 37 may be formed in a generally circular or annular manner as shown in FIG. 17.
  • the annular configuration of FIG. 17 allows the use of a low-pressure air compressor 38 that is mounted on a shaft 52 that also supports and is attached to the turbine 41 that is used to perform work with the expanding products of
  • FIGS. 16 it will be understood that an annularly shaped compression chamber 37 has been shown mounted between a turbine 41 and a low pressure air compressor 38.
  • FIG. 16 also shows that the low pressure air compressor 38 and turbine 41 are mounted on a single shaft 52 that extends through a central support bearing 53 or aperture that is incorporated into an intake gas plate 32A and a bearing support plate 70.
  • Intake gas plate 32A and exhaust gas plate 33A form the sides of the annular shaped compression chamber 37 and have tapered holes 32E and 33E which function as intake and exhaust valve apertures and valve seats as shown in FIG. 18.
  • the intake valve plate 32B and the exhaust valve plate 33B located within the annular shaped compression chamber 37 are part-circular in shape and extend in an arc from a point near a connection to outlet valve 31 to a point near a connection to check valve 42.
  • Intake valve plate 32B and exhaust valve plate 33B have an inside radius greater than and an outside radius less than the corresponding radii of intake gas plate 32A and exhaust gas plate 32B.
  • the function of the resulting gaps is to allow gasses to flow through these gaps when the intake valve plate 32B and exhaust valve plate 33B are moved linearly away from the intake gas plate 32A and exhaust gas plate 33A,
  • Intake valve plate 32B and exhaust valve plate 33B have attached tapered poppet valves 32C and 33C, respectively, which are shown as button-like tapered
  • intake valve plate 32B is positioned nearest the low pressure air compressor 38 with its attached poppet valves 32C mating with the tapered holes 32E in intake gas plate 32A.
  • Exhaust valve plate 33B is positioned nearest turbine 41 with its attached poppet valves 33C mating with the tapered holes 33E in exhaust gas plate 33A.
  • intake gas plate 32A and exhaust gas plate 33A are attached to the center housing 47, shown in Figs. 16 and 18.
  • center housing 47 contains the inside radius wall and outside radius wall forming compression chamber 37. It also contains a shape at one end of
  • compression chamber 37 which adapts the square or
  • valve-guide slots 48 which mate with the intake and exhaust valve plate operating tabs 32D and 33D shown attached to the tops and bottoms of intake valve plate 32B and exhaust valve plate 33B. There are additional arched plates attached to the tabs 32D and 33D which provide the function of sealing of the slots from gas leakage while the intake valve plate 32B and the exhaust valve plate 33B move as shown by the arrows which indicate valve motion in Fig. 18.
  • compression chamber 37 's cross sectional shape is envisioned as a rectangle or square, and the inlet valve 31, check valve 42, combustion chamber 36, check valve air chambers 43 and compressed air chamber44 have been shown to have cross sectional shapes to be circular, it is contemplated that other shapes may be used without destroying the
  • Fig. 17 Shown in Fig. 17 is the combustion chamber 36, used to create the high pressure, high temperature products of combustion in other examples of the invention disclosed here.
  • the check valve air chamber 43 and the compressed air chamber 44, with the connecting tube 46 accept compressed resident gas from the annularly shaped compression chamber 37 through a check valve 42, which operates similar to the check valve 42 used in the previous example of the invention illustrated in FIG. 3.
  • the multiple intake valves and exhaust valves combined with the short distance for the purging gasses to travel from the low pressure air compressor through the intake valve apertures, then axially through the compression chamber 37 and then through the exhaust valve apertures to purge the compression chamber 37, will result in a higher frequency of combustion- expansion/ compression-exhaust-purge cycles than an
  • the intake gas plate 32A and the exhaust gas plate 33A will provide a plurality of valve apertures.
  • the intake valve apertures 32E shown as tapered holes in intake gas plate 32A, will mate with the intake poppet valves 32C, shown as button-like tapered cylinders that are mounted on the intake valve plate 32B.
  • the intake valve plate 32B moves towards and away from the intake gas plate 32A in order to close or open the valve apertures that face the high- pressure side of the low pressure air compressor 38.
  • FIGS. 16 and 18 also show that the exhaust valve plate 33B is used to support the attached exhaust poppet valves 33C.
  • Exhaust poppet valves 33C are used to open and close the exhaust valve apertures 33E found in the exhaust gas plate 33A. As illustrated in FIG. 16, the exhaust poppet valves mounted on the exhaust valve plate 33B will mate with the valve apertures 33E found in the exhaust gas plate 33A to control the exit of the products of combustion from the annularly shaped compression chamber 37. The products of combustion 28 will then immediately encounter the turbine 41 as they leave the annularly shaped compression chamber 37 through the valve apertures in the exhaust gas plate 33A.
  • FIGS. 19-20 it will be understood that the disclosed example with an annularly shaped compression chamber 37 may incorporate sliding valves 90, instead of poppet valves as was illustrated in FIGS. 16-18.
  • FIGS. 20 and 21 illustrate the placement of the sliding valves 90 along the annularly shaped compression chamber 37 as well as the angular sliding movement of the slotted valve plates 92 to achieve the opening and closing of the slotted valves.
  • Angular movement that is, rotation about the axis of rotation of the shaft of the turbine 41 allows the slotted valve plates 92 to either allow air into the annularly shaped compression chamber 37 or exhaust gasses out of the compression chamber 37 towards the turbine 41.
  • cooling of the chamber walls, ports, and valves is not shown on the drawings for simplicity. It is contemplated that cooling of the
  • compressed air chamber could be beneficial. Accordingly, a heat exchanger as well as a pressure sensor may be used with the compressed air chamber 44 of all of the illustrated examples that use a compressed air chamber. Lubrication and sealing of sliding surfaces of the valves is also not shown for simplicity.
  • Thermal barriers such as ceramic coatings of the
  • combustion chamber walls the outlet valve the compression chamber walls and other surfaces in contact with hot gasses are contemplated as beneficial to the engine's efficiency but are not shown for simplicity.

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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)

Abstract

L'invention concerne un moteur à combustion interne qui utilise la stratification des gaz pour comprimer l'air. Le moteur utilise une chambre de combustion qui fournit les produits de la combustion à une chambre de compression allongée pour entraîner les produits de la combustion contre l'air résidant à l'intérieur de la chambre de compression allongée, et pousser l'air résidant dans une chambre d'air comprimé. Après avoir entraîné l'air résidant dans la chambre d'air comprimé, les produits de la combustion sont utilisés avec des dispositifs de production de travail. L'air est ensuite amené dans la chambre de compression par une pompe à air ou un compresseur basse pression pour de nouveau remplir la chambre de compression avec de l'air extérieur. L'air dans la chambre d'air comprimé est ensuite fourni à la chambre de combustion et utilisé pour la combustion. Du carburant est fourni à la chambre de combustion au moyen d'un injecteur de carburant, et enflammé par la chaleur de l'air comprimé et/ou une bougie de départ, une bougie d'allumage ou un dispositif d'allumage similaire.
PCT/US2014/029697 2014-07-28 2014-07-28 Système de combustion interne stratifié à cycles multiples WO2016018197A1 (fr)

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Citations (7)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4210105A (en) * 1978-01-17 1980-07-01 Toyota Jidosha Kogyo Kabushiki Kaisha Internal combustion engine injected accumulation chamber
US4403722A (en) * 1981-01-22 1983-09-13 Signode Corporation Combustion gas powered fastener driving tool
US4423710A (en) * 1981-11-09 1984-01-03 Williams Robert H High compression rotary engine
US4441469A (en) * 1981-11-23 1984-04-10 Dresser Industries, Inc. Stratified fuel injection for gaseous fuel internal combustion engine
US5050570A (en) * 1989-04-05 1991-09-24 Thring Robert H Open cycle, internal combustion Stirling engine
US6321716B1 (en) * 1999-07-02 2001-11-27 Toyota Jidosha Kabushiki Kaisha Negative pressure control apparatus for engine mounted in vehicle
US20080196406A1 (en) * 2007-02-21 2008-08-21 Hiroshi Kuzuyama Homogeneous charge compression ignition engine and air intake and exhaust system thereof

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