EP0464159A1 - Systeme d'echappement pour moteurs a combustion interne - Google Patents

Systeme d'echappement pour moteurs a combustion interne

Info

Publication number
EP0464159A1
EP0464159A1 EP90914107A EP90914107A EP0464159A1 EP 0464159 A1 EP0464159 A1 EP 0464159A1 EP 90914107 A EP90914107 A EP 90914107A EP 90914107 A EP90914107 A EP 90914107A EP 0464159 A1 EP0464159 A1 EP 0464159A1
Authority
EP
European Patent Office
Prior art keywords
turbine
pipes
exhaust
internal combustion
combustion engines
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Withdrawn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
EP90914107A
Other languages
German (de)
English (en)
Inventor
Fernando Augusto De Niemeyer Armstrong
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Publication of EP0464159A1 publication Critical patent/EP0464159A1/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Withdrawn legal-status Critical Current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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D5/00—Blades; Blade-carrying members; Heating, heat-insulating, cooling or antivibration means on the blades or the members
    • F01D5/02—Blade-carrying members, e.g. rotors
    • F01D5/023—Blade-carrying members, e.g. rotors of the screw type
    • 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
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases
    • 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
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • 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

  • Exhaust system for internal combustion engines It is well known the low efficiency of internal combustion engines. It is known too that part of the energy is thrown away by the exhaust.
  • the present invention is that of an exhaust system whose purpose is to take advantage of the energy wasted by the exhaust.
  • the result of using such a technique is high fuel consumption and poor torque, balanced by high power output and rpm.
  • the object of the present invention is to provide a means of utilizing the energy wasted in order to perform a new and useful role in internal combustion engines not using exhaust driven turbo-chargers.
  • the purpose of the present invention is to take advantage of the energy wasted and use it to diminish to a minimum level the negative work and the losses occuring on exhaust stroke.
  • Yet another object of the present invention is to provide a means of both controlling the flow and fighting atmospheric pressure, eliminating the need for exhaust back-pressure while damping noises.
  • the system comprises a turbine which is responsible for the energy transformation. It works connected to the exit end of the exhaust pipes (tubes) serving each cylinder of the engine.
  • the channels of the turbine work as a movable extension of the pipes, receiving pulses and creating vacuum by pressure wave decomposition. The only exception is for the one cylinder engine where the turbine channels cannot share different pipes and thus it is a different operation.
  • the present invention proposes a method where the exhaust will be tuned to the maximum acceleration desired no matter what the rpm, and for other situations the efficiency will be diminished but never becoming negative.
  • Tuning of single pipe per cylinder exhaust system is accomplished by pipe lenght.
  • the tuning of the new exhaust system differs from that of ordinary exhaust systems.
  • First of all the cross section area transverse to the flow (here called C.S.A.) must be kept unchanged all through the system from exhaust port to the end of the turbine channels. This is important since the energy will be taken mainly from the gases speed and any en- largement or obstruction represents loss.
  • the curves on the pipes must be as open as possible and always near the cylinder, avoiding those near the turbine except if they are projected against the turbine blades in order to help it's driving.
  • the pipes must be arranged so that they work on identical temperatures because it's internal temperature affects the tuning.
  • the lenght of the pipes depends upon the maximum acceleration desired with both engine and pipes hot.
  • the volume inside each pipe will be aproximately 2 to 3 times that of the cylinder.
  • the pipe lenght tuning depends on it's internal temperature but other factors must be taken into account such as the turbine resistance to gas flow, i.e.whether it is driven by the crankshaft or by the exhaust jets or if the system comprises a catalytic converter or mufflers etc.
  • the sum of C.S.A. for each exhaust pipe of the engine must be equal to the sum of C.S.A. for each turbine channel.
  • the C.S.A. of the channel in this case will be half that of the pipe.
  • the exhaust valve as described above need not be opened early in order to achieve high engine rpm and power output.
  • the overlap time will be narrower not only by compression ratio rise, but by a continuous and steady exhaust generated vacuum.
  • the inlet valve closing can be retarded and this will benefit torque at high speed whithout affecting engine behavior at low speed (depending of course on the intake manifolds layout).
  • the turbine rpm is crucial and must be kept to a minimum according to the operation of the engine. For calculating the minimum rpm of the turbine for a given situation these things must be considered: the engine rpm, the pipe lenght, and the channel lenght which are the most important among others. For instance let's take a 6 cylinder engine with 6 pipe ends connected to a 12 channel turbine, the engine is running at 3,000 rpm at full throtle. The pipe is 1.6 meter in lenght while the channel is 20 cm. In this case we have 1 exhaust pulse every 120o of crankshaft revolution.
  • This formula is for a rough calculation of the minimum turbine rpm and it doesn't take into account all the variable elements for a precise calculation such as acceleration. So it serves to illustrate the relationship between dimensions for the exhaust system, while establishing a minimum basis of turbine rpm which only real tests on the various kinds of engine can demonstrate.
  • the pipes must be arranged so that where it is connected with the turbine, the flow order or firing order describes a sequential circular movement in the same direction as that of the turbine.
  • a lubricating system is necessary for the bearings of the turbine.
  • variable operation car engine The best option for the variable operation car engine is to connect the turbine to the crankshaft by a shaft so that the turbine will rotate in a ratio determined by the engine rpm. It is important to keep the turbine running during deceleration to avoid engine malfunctioning caused by uncontrolled gas flow at such conditions.
  • Fig. 1 is a lateral view of the system showing the pipes(1) which extends from the valve ports to the connection pipe x turbine(2), the turbine case(3), and the driving shaft(4).
  • Fig. 2 is a lateral perspective view of the turbine,showing it's blades(5), the channels(6) and the shaft(7).
  • the reference numbers 8 and 9 shows the inlet and outlet of the channel which can be extended if necessary.
  • Fig. 3 shows the pipe ends which are to be connected to the turbine. This piece can be twisted in order to direct the jets against turbine blades so as to help it's driving.
  • the connection with the turbine forms a ring(10), and must be as close as possible to the channels.
  • Fig. 4 is a cutaway view of the system and shows the shaft (11) of the turbine, it's bearings(12) and the driving shaft (13) which will be connected to the crankshaft.
  • the joints(14) of the driving shaft transmit power through angles and eliminates vibrations.
  • the turbine blades(15) must work very close to the case(16) so as to avoid undue passages of air.
  • a manifold(17) To connect the system with it's further embodiments it will be necessary a manifold(17).
  • Fig. 5 is a detailed view of the driving shaft joint which consists of a spring(18).
  • Fig. 6 is a schematic diagram of flow in ordinary exhaust systems, showing how the gases are exhausted from the beginning of the exhaust stroke (usually 50o bbdc) until 50o after bottom (dead) center.
  • the vertical lines inside the pipes are the representation of pressure at that point, while the horizontals under each pipe represents the speed.
  • the abrupt variation in speed and pressure on the first pipe is the sound wave.
  • Fig. 7 is the same diagram of flow for the invention, where the gases will not face back-pressure and consequently will be carried much faster and efficiently. It can be seen the sound wave being damped on the first pipe by simply traveling through a very low pressure medium. The efficiency of the sound damping will be near to that of the exhaust. As the exhaust will be tuned for the maximum acceleration desired, the maximum vacuum inside the pipes will be achieved at such conditions, and so the sound damping will be best at the exact point where noises will be higher. It can be seen in Fig. 7 that when the highspeed gases hit the turbine they will be braked, and the resultant pressure wave must not reach the cylinder while the valve is open.
  • Fig. 8 is a graphic of pressure x lenght which explains the principles of pressure wave decomposition.
  • the pipe(20) and the channels(24) only demonstrate where is the connection of pipes with the channels and have no other purpose except this.
  • the pressure wave(19) is that which hits the turbine and have to be decomposed in order to generate vacuum.
  • the waves number (21) and (22) could be produced by the short channel but the higher and more efficient was made by a turbine with a higher ratio of channels to pipe end connections. To produce a high efficiency wave (23) with a low ratio of channels to pipe end connections, it would be necessary a long channel and consequently a heavier turbine.
  • the vacuum waves(25) were produced by the waves(21,22) and will be thrown into the next pipes to receive exhaust generated pressure waves.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Exhaust Silencers (AREA)
  • Supercharger (AREA)

Abstract

Système d'échappement pour moteurs à combustion interne destiné à profiter de l'énergie normalement gaspillée par le moteur afin de créer un vide à l'intérieur des tuyaux (1) à l'instant où s'ouvre la soupape d'échappement. Le vide aspire les gaz hors du cylindre, réduit la température du moteur, atténue le bruit et améliore l'efficacité du moteur. L'élimination de toutes les pressions de l'échappement s'effectue au moyen d'une turbine (2) qui fonctionne selon le principe de la décomposition des ondes de compression.
EP90914107A 1990-01-15 1990-09-21 Systeme d'echappement pour moteurs a combustion interne Withdrawn EP0464159A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BR9000142 1990-01-15
BR909000142A BR9000142A (pt) 1990-01-15 1990-01-15 Escapamento para motores de combustao interna

Publications (1)

Publication Number Publication Date
EP0464159A1 true EP0464159A1 (fr) 1992-01-08

Family

ID=4048734

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90914107A Withdrawn EP0464159A1 (fr) 1990-01-15 1990-09-21 Systeme d'echappement pour moteurs a combustion interne

Country Status (6)

Country Link
EP (1) EP0464159A1 (fr)
JP (1) JPH04506101A (fr)
AU (1) AU6426690A (fr)
BR (1) BR9000142A (fr)
CA (1) CA2042380A1 (fr)
WO (1) WO1991010817A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5941069A (en) * 1993-10-22 1999-08-24 Madison Combustion Associates Exhaust apparatus
US5542249A (en) * 1993-10-22 1996-08-06 Madison Combustion Associates Exhaust apparatus
GB2463641A (en) * 2008-09-13 2010-03-24 Andrew Stephen Johnson Making use of the waste heat from an internal combustion engine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE398902C (de) * 1923-01-30 1924-07-16 Fried Krupp Akt Ges Germaniawe Verbrennungskraftmaschinenanlage mit Leistungssteigerung
US2483654A (en) * 1944-12-09 1949-10-04 Edward C Magdeburger Exhaust turbine for internal-combustion engines
DE930602C (de) * 1951-02-01 1955-07-21 Maschf Augsburg Nuernberg Ag Mehrstufige Abgasturbine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9110817A1 *

Also Published As

Publication number Publication date
AU6426690A (en) 1991-08-05
JPH04506101A (ja) 1992-10-22
WO1991010817A1 (fr) 1991-07-25
CA2042380A1 (fr) 1991-07-16
BR9000142A (pt) 1991-10-08

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