EP0110971A1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne

Info

Publication number
EP0110971A1
EP0110971A1 EP83902175A EP83902175A EP0110971A1 EP 0110971 A1 EP0110971 A1 EP 0110971A1 EP 83902175 A EP83902175 A EP 83902175A EP 83902175 A EP83902175 A EP 83902175A EP 0110971 A1 EP0110971 A1 EP 0110971A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
chamber
auxiliary
engine
valve
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP83902175A
Other languages
German (de)
English (en)
Inventor
Thomas Tsoi-Hei Ma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Werke GmbH
Ford France SA
Ford Motor Company Ltd
Ford Motor Co
Original Assignee
Ford Werke GmbH
Ford France SA
Ford Motor Company Ltd
Ford Motor Co
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 Ford Werke GmbH, Ford France SA, Ford Motor Company Ltd, Ford Motor Co filed Critical Ford Werke GmbH
Publication of EP0110971A1 publication Critical patent/EP0110971A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present i nvention re lates to an internal combus tion engine.
  • an internal combustion engine having a combustion chamber, an auxiliary chamber communicating with the combustion chamber and valve means for isolating the auxiliary chamber from the combustion chamber during the compression stroke to remove a variable fraction of the charge from the combustion chamber prior to full compression, so as to vary the effective compression ratio of the engine and/or the effective air usage.
  • the principle underlying the present invention is the provision of an auxiliary volume separated from the main volume of the combustion chamber by an auxiliary valve which is closed at a variable angle during the compression stroke.
  • the compression therefore takes place in two stages namely a low compression stage when the valve is open and a high compression stage when the valve is closed.
  • the effective compression ratio is determined by the relative duration of the two stages that is to say by the timing of the closing of the auxiliary valve.
  • the valve remains closed through combustion, expansion and exhaust and may re-open at any time during the next intake stroke or at the beginning of the next compression stroke.
  • the system therefore has a variable effective compression ratio with a fixed chamber geometry at the beginning of combustion, fixed final clearence volume and fixed high expansion ratio.
  • the expansion ratio is higher than the variable compression ratio. Consequently, the theoretical cycle efficiency is higher than that of a normal cycle in which the expansion ratio is equal to the compression ratio.
  • the auxiliary volume is shut off from the cylinder volume during combustion. Therefore, there is no change to the basic chamber geometry at the commencement of combustion, no change in turbulence and flame propagation characteristics and no thermal or mechanical loading on the auxiliary volume during combustion.
  • the effective compression ratio is adjusted by controlling the timing of opening and closing of the auxiliary valve.
  • This control requires low actuation power and has the advantage of being progressive, of fast response and fully programmable. If desired, the control can be made responsive to engine speed and load and can be made responsive to special constraints such as knock and cold starting.
  • Fig.1 is a schematic representation of an internal combustion engine having an auxiliary volume to permit control of the compression ratio
  • Fig.2 shows a modification of the engine in Fig. 1 having an additional provision for a return bleed from the auxiliary chamber into the intake manifold.
  • FIG.1 there is shown an internal combustion engine having a piston 10 reciprocable within a chamber 12 and connected by a connecting rod 14 to a crank 16 of the crankshaft.
  • the chamber 12 is connected via an auxiliary valve 20 to an auxiliary volume 22.
  • the auxiliary valve 20 is opened and closed during each cycle in order to vary the effective compression ratio of the internal combustion engine.
  • the auxiliary valve is opened for a predetermined period during each cycle and the phase of opening is adjus ted to alter the compression ratio.
  • the auxiliary valve could be a rotary valve or a poppet valve actuated by a separate camshaft and driven by a suitable phase change device such as an epicyclic drive or a helical coupling.
  • the valve opening time is fixed but the valve remains open for a variable period to achieve variable valve closing.
  • This may be achieved by using two valves in series, the preferred embodiment employing a poppet valve in series with a rotary valve.
  • the first valve namely the poppet valve, has a fixed period and timing and ia operated by a third cam on the main camshaft of the engine.
  • the rotary valve also has a fixed period but is separately driven by a phase change device in order to provided variable cut-off. In such a case, the auxiliary volume is only connected to the main cyclinder when both the valves are opened simultaneously.
  • variable compression ratio may be considered to operate in three stages.
  • the outflow from the auxiliary volume may also be directed tangentially in order to promote swirl in the combustion volume.
  • the auxiliary valve opening is preferably set to occur after the closing of the intake valve in order to ensure full intake charge.
  • the auxiliary volume may be cooled during the shut-off period in order to lower indirectly the end of compression gas temperature.
  • Another advantage associated with the provision of an auxiliary volume to vary the compression ratio is that if the auxiliary valve is opened before the intake valve is closed, the reduction of compression ratio by delaying the auxiliary valve opening is always accompanied by a reduction in the percentage of air usage. This results from the fact that a proportion of the cylinder mass is transferred to the auxiliary volume which is then cut-off from combustion.
  • This feature can be applied as a means of power modulation for operating the engine at part loads with the throttle fully open and would reduce the pumping loss normally associated with throttled operation in petrol engines.
  • variable compression ratio is achieved by partial admission.
  • the auxiliary valve is opened during the cylinder intake period before the intake valve is closed.
  • pressure in the auxiliary volume equalises initially with the prevailing cylinder induction pressure.
  • a proportion of it is transferred to the auxiliary volume which is then shut off from combustion.
  • This mode is an analogous of the situation of partial admission by late intake valve closing where a portion of the cylinder mass is taken out and put back into the intake system unused.
  • variable compression ratio is achieved by heat transfer and the auxiliary valve opens at the beginning of the compression period after the intake valve has closed.
  • the inducted cylinder mass in this mode is trapped upon closing of the intake valve before the auxiliary valve opens.
  • the temperature and pressure of the combined masses equalise to a new mean level as the auxiliary volume expands out into the cyclinder volume. Subsequent compression would therefore proceed with this new pressure and temperature as the initial condition.
  • the initial compression condition can be lowered which in turn lowers the end of compression gas temperature.
  • Such a system is analogous to a high compression, high turbulence engine where there is rapid cooling during compression.
  • the auxiliary volume serves as as buffer where a portion of the cylinder mass is transferred and where heat can be removed efficiently through increased area and increased time and the cooled mass is then put back into the cylinder for compression from a lower datum.
  • Variable compression ratio and power modulation by "partial admission” can also be achieved by the auxiliary valve timings described with reference to the second mode of operation by introducing the return bleed from the auxiliary volume to the intake port, as shown in Figure 2, with the return flow controlled by a throttle valve. When this throttie is completely shut, the engine will have 100 per cent air utilisation and maximum compression ratio. When the throttle is partly open, some of the auxiliary volume is bled back into the intake system so that the percentage air utilisation in the cylinder is reduced and at the same time the effective compression ratio is decreased.

Landscapes

  • 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)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Moteur à combustion interne dans lequel une chambre auxiliaire (22) est en communication avec la chambre de compression (12). Une soupape (20) est agencée pour s'ouvrir et se fermer de manière à isoler la chambre auxiliaire (22) de la chambre de combustion (12) pendant la course de compression du piston (10) afin de modifier le taux de compression effectif et/ou la quantité d'air utilisé par le moteur.
EP83902175A 1982-05-25 1983-05-24 Moteur a combustion interne Withdrawn EP0110971A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8215154 1982-05-25
GB08215154A GB2122251A (en) 1982-05-25 1982-05-25 Variable effective compression ratio internal combustion engine

Publications (1)

Publication Number Publication Date
EP0110971A1 true EP0110971A1 (fr) 1984-06-20

Family

ID=10530590

Family Applications (2)

Application Number Title Priority Date Filing Date
EP83302347A Withdrawn EP0095252A3 (fr) 1982-05-25 1983-04-26 Moteur à combustion interne
EP83902175A Withdrawn EP0110971A1 (fr) 1982-05-25 1983-05-24 Moteur a combustion interne

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP83302347A Withdrawn EP0095252A3 (fr) 1982-05-25 1983-04-26 Moteur à combustion interne

Country Status (3)

Country Link
EP (2) EP0095252A3 (fr)
GB (1) GB2122251A (fr)
WO (1) WO1983004280A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03213631A (ja) * 1990-01-16 1991-09-19 Takuya Matsumoto 可変圧縮比エンジン
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
RU2128292C1 (ru) * 1996-08-21 1999-03-27 Серков Анатолий Гаврилович Способ организации рабочего процесса в двигателе внутреннего сгорания
RU2119077C1 (ru) * 1998-02-24 1998-09-20 Конюхов Виталий Алексеевич Способ регулирования мощности многотопливного двигателя внутреннего сгорания методом изменения фаз газораспределения и рабочего объема цилиндров и многотопливный двигатель внутреннего сгорания
RU2121580C1 (ru) * 1998-03-27 1998-11-10 Конюхов Виталий Алексеевич Способ управления поршневой машиной с регулированием хода поршня и поршневая машина
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US6688280B2 (en) 2002-05-14 2004-02-10 Caterpillar Inc Air and fuel supply system for combustion engine
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
ATE371806T1 (de) 2004-05-21 2007-09-15 Univ Brunel Verfahren zum betrieb eines brennkraftmotors
US7765785B2 (en) 2005-08-29 2010-08-03 Kashmerick Gerald E Combustion engine
CN115653766B (zh) * 2022-10-26 2024-05-14 重庆长安汽车股份有限公司 一种可变压缩比发动机

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR384195A (fr) * 1907-01-28 1908-03-31 Ernst Lehmann Moteur à explosion
US1788076A (en) * 1924-05-19 1931-01-06 Standard Oil Dev Co Internal-combustion engine
GB511596A (en) * 1936-11-17 1939-08-21 Trajan Dragos Improvements in and relating to internal combustion engines
GB739740A (en) * 1952-09-23 1955-11-02 Miller Ralph Improvements in and relating to spark-fired internal combustion engines
US2855908A (en) * 1954-05-25 1958-10-14 Pflaum Walter Method of combustion and internal combustion engines
FR1422745A (fr) * 1965-01-26 1965-12-24 Système de taux de compression variable applicable aux moteurs à piston à cycle alternatif pour l'amélioration du rendement thermique
GB1336797A (en) * 1971-04-02 1973-11-07 Go Avtomobilny Z System of fuel injection and precombustion-chamber flame ignition in reciprocating piston and rotary-piston internal combustion engines
JPS5024630A (fr) * 1973-07-09 1975-03-15
JPS5438422A (en) * 1977-08-30 1979-03-23 Toyota Motor Corp Combustion engine with swirling sub-piston
JPS5926775B2 (ja) * 1978-10-19 1984-06-30 トヨタ自動車株式会社 内燃機関の燃焼室
GB2057052B (en) * 1979-08-10 1983-08-03 Larson A Internal combustion engine cycles
BR7905726A (pt) * 1979-09-06 1981-03-10 U Stumpf Recirculacao de gases de admissao

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8304280A1 *

Also Published As

Publication number Publication date
GB2122251A (en) 1984-01-11
WO1983004280A1 (fr) 1983-12-08
EP0095252A2 (fr) 1983-11-30
EP0095252A3 (fr) 1984-12-27

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Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Designated state(s): BE CH DE FR GB LI LU NL SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19840430

RIN1 Information on inventor provided before grant (corrected)

Inventor name: MA, THOMAS TSOI-HEI