ITNA20000041A1 - EQUIPMENT AND TECHNIQUES FOR AN INTERNAL COMBUSTION ENGINE WITH LOW POLLUTING EMISSIONS AND HIGH EFFICIENCY, PROVIDED DO LOOPDI SCAR - Google Patents

Description

Description of the industrial invention entitled: "Equipment and techniques for an internal combustion engine with low polluting emissions and high efficiency, equipped with an exhaust loop and a new pollutant reduction system, which carries out the cycle during one rotation of the crankshaft with a communication system, without valves, which renews the charge and discharges the gases in the volumes between the top of the piston and the cylinder head. ".

SUMMARY

The subject of the invention is an internal combustion engine with new equipment and operating techniques. A dome-shaped rotating fixture containing a communication port replaces the valves. By establishing communication with the supply and exhaust pipes, the working fluid, between the top of the pistons and the cylinder head, is renewed. A second piece of equipment is an exhaust system suitable for reducing (at pressure in the cylinders below 1 atm. By adopting advanced combustion techniques, the cycle is carried out in just two strokes of the piston. A last piece of equipment, present in the exhaust loop, it purifies the gases by oxidizing the unburnt materials in a block of fuel cells of reduced volume and dissociates the NOx in a solid state electrolyser / electrocatalyst. The engine, powered by liquid or gaseous hydrocarbons, runs without detonations, with high efficiency and with emissions very low, it provides double power at the same speed of rotation of the motor shaft.

DESCRIPTION

The invention refers to an internal combustion engine preferentially with positive ignition and direct injection, in whose cylinders (and feeding phases (air and fuel) - compression - combustion / expansion - discharge of the gases are carried out in a time equal to the one used by the piston to perform only two strokes (ie one rotation of the crankshaft) This is an engine that has substantial modifications of the feeding and exhaust systems compared to current engines.

The new capability of operation is made possible by a rotating communication port that replaces the communications with the supply and exhaust pipes that are established in the engines, in use today, by the movement of the valves. The communication port facilitates the formation of the mixture, according to the methods illustrated below, using partly traditional and partly innovative techniques. Given the absence of valves, the supply flows can be easily oriented.

Alarne techniques concern Γ injection into the cylinder of mixtures of different types by composition (Fuel / Air ratio), prepared separately and introduced at different times, being one of the mixtures a rich mixture or only the fuel (Direct Injection) or even a previously rich mixture ignited in a prechamber by means of an auxiliary candle. The introduction of air only is foreseen when the high heat flow from the hot walls can produce an early ignition of the first fiction (the mixture that enters the cylinders after the exhaust, of the direct injection system allows to obtain a volumetric distribution of the sufficiently homogeneous fuel before the spark strikes.

The second new component of the engine is an exhaust system, also closely connected with the new communication asthenia, which consists of an exhaust "loop" (with different specific configurations) which allows the pressure of the residual gases in the cylinders to reach a value less than 1 atm. loop allows the use of systems for reducing polluting emissions operating under the specific conditions envisaged for them.

This reduction, obtained together with the increase in efficiency, is the main purpose of the invention.

The last of the new components, which performs the function of depolluting exhaust gases, is inserted in the exhaust loop. It consists of a system of electrochemical / electrocatalytic reactors, suitable for the simultaneous reduction of polluting species, ie hydrocarbons, CO and nitrogen oxides (NOx) down to very low concentrations.

The first reduction of pollutants is accomplished by a block of fuel cells which operates on the exhaust gases in reducing conditions and at a sufficiently high temperature. The cells produce electricity by means of the direct conversion of the energy resulting from the oxidation of the unburnt materials - which constitutes (apart from the residual part of the total energy of the fuel.

second reactor is a new electrochemical / electrocatalytic reactor suitable for the reduction of NO content in exhaust gases and is of the type called "monolith" operating in countercurrent. It works as an electrolysis celia that dissociates nitric oxide (NO) - with a high reaction rate and bases residual values and transports the oxygen to the outside of the flue gas stream (oxygen pump), using the electricity produced by the fuel cells. The system described contributes significantly to the reduction of the exhaust concentration of NOx whose effects are known as the most harmful among those due to pollutants produced by mobile sources.

An engine that is equipped with the systems listed, according to the individual solutions adapted to the characteristics of the vehicle or to other uses, constitutes the object of the present invention as a whole

Feeding with a mixture of air and petrol (or with a gaseous fuel) ignited by spark plugs, represents the preferential but not exclusive application of the rotating dome, the latter being also suitable for engines with compression combustion.

Since the reduction of pollutants and that of fuel consumption are the two objectives that are currently simultaneously pursued and increasingly effectively achieved, some of the main and useful improvements, already known, are extended to the new engine. These concern the fluid-dynamic conditions for the introduction of currents, the electronic control of the injection, in use both for positive ignition engines and for compression ignition engines. The known techniques are addressed together with the new ones to unsolved problems and, specifically, to those that originate from the low efficiency of the energy conversion of fuels, which particularly concerns spark ignition engines.

State of the art

It is currently estimated that the difference between Γ efficiency of a positive ignition engine compared to that of a compression ignition engine is between 6% and 1 '8%. The improvements obtained with direct or indirect injection have not been fully applied to the spark ignition engine, so the difference in overall fuel utilization efficiency can be reduced by improving injection techniques for this type of engine as well. The phenomenon of detonation and the consequent lower compression ratio of the spark ignition engine will be considered in this context as connected to the limitations of the current ride and together the techniques suitable for reducing it will be indicated. The improvements of the internal combustion engine that are being pursued today are aimed at increasing the specific power supplied with the same consumption. For a cylinder angle the power available during a useful stroke (P) [Watt] is defined by the relation 1):

being.

where is it:

Wc = work for single use of the piston

N = number of revolutions of the crankshaft

L - piston stroke [m]

Ap = cross-sectional area of the piston [m2]

pm. = actual average pressure in the cylinder

The relation 1) is valid only if there is a useful stroke for each complete rotation of the crankshaft (360 °). To obtain the power value for a motor that performs 4 strokes (720 °) for each useful stroke, the correct relationship is obtained by introducing the factor in which (i) is: T (= Two) or F (= Four) .

being:

= 1 for the cylinder that performs two strokes (360 °) per useful stroke

= 2 if the cylinder makes four strokes (720 °). per useful stroke

The correct relationship for evaluating the power of an internal combustion engine becomes:

It is clear that the 4-stroke piston engine provides a power value reduced by half in each rotation of the crankshaft, because in a complete cycle two strokes are performed in excess of those that provide useful work. It is also useful to relate the engine power to the average linear speed of the piston, that is:

being:

where: Sp = average piston speed

From relations (1 and 2) it appears that, for current engines, when satisfactory performance is achieved by means of improvements in the fuel system, or with greater turbulence of the flow introduced into the cylinders (for example with "swirling") or with the electronic ignition control, etc, obtaining higher values of the average effective pressure (me), the piston speed is also increased. The higher value of the power losses - connected with the piston speed - prevent the power from being fully utilized if the rotation speed increases beyond a certain value. The valve communication system contributes to useful power losses.

Any increase in power beyond the maximum value increases fuel consumption and reduces engine life.

The solution consisting in increasing the total displacement of the engine, which could provide greater power, at the same speed of rotation of the crankshaft, is limited by the weight of the engine and the vehicle and the complexity of the construction. These limitations are the consequences connected with the cycle completed by the four engine as, for which the power is only half of the power that could be supplied by an engine that performs the same processes in a time reduced to that used by the crankshaft. in a single rotation, i.e. in two piston strokes.

The solutions available today for fuel systems and insights into the combustion process have not been used, to date, to derive from the engine the power that is available in a 360-degree cycle excluding the stroke that goes from the end of the unloading phase from the BBC to the TC and the subsequent filling phase between TC and BBC., leaving only two strokes for the entire cycle. This solution - obtained by reducing the durations of the individual phases with adequate equipment, control instruments and techniques - allows to obtain double power with the same speed of rotation. It constitutes a main object of the present invention

For engines of the current type (with feeding and unloading from the top of the cylinder to which the new techniques of feeding and reducing pollutants can be applied) it is particularly useful that this solution - with which the cycle duration is reduced from 720 ° to 360 ° - is achieved by a system that works with limited mechanical losses.

The reduction of the duration of the complete cycle from 720 ° to 360 ° of the crankshaft provides advantages that must be considered according to the total displacement that is chosen in the design phase.

A) While the total displacement remains unchanged, the improvement is equivalent to:

(i) - an increase in overall power,

(ii) - a lower rotation speed for the same available power.

Replacing the old one with the new engine avoids operation with high rotation speeds as the available power is always abundant.

B) If the total displacement is reduced, preferably to 50% -60%, in the engine design phase the advantage is:

(ίίί) - engine operating according to the four-stroke cycle can be replaced with a simpler engine having a low total displacement and therefore lower weight and cost In both cases (A and B) the greater power available at lower engine speeds entails more immediate acceleration of the vehicle and easier driving. Fuel consumption decreases mainly due to the increase in efficiency obtained with the new injection technique of the engine which can be equipped with two ignition systems and new intake systems.

The effect on fuel consumption of engine efficiency when expressed as fuel conversion efficiency is highlighted in the relationship:

where mf is the mass flow of the fuel

is the calorific value of the fuel

An increase in efficiency when the rotation speed is reduced - as in the case, derives from the lower incidence of losses that is obtained when the two additional and not useful strokes are eliminated.

The resistance to valve motion exerted by the pressure in the cylinders is also reduced in the new engine. The motion of the fluid is simplified during the supply and discharge phases by the new communication system.

The fuel consumption, in addition to the lower losses, is reduced due to the increase in the effective average pressure (mep) due to the higher compression ratio. For this last improvement it is necessary to use techniques that avoid the phenomenon of detonation. There are already suitable feeding techniques and combustion methods that are made easier to implement with the use of new equipment. By way of example, reference is made to the feeding of a mixture line already ignited and capable of distributing intermediate combustion products in the cylinder in the form of "kernes" from which the flames originate.

Exhibition of the invention

The reciprocating motion of the pistons originates from the steam-driven engine which marked the beginning of industrial development in the last years of the 18th century. are: (1): with pistons, (2): with turbines and (3): with jets) the internal combustion engine that follows the first alternative has been definitively used for the propulsion of road vehicles (and railways, for aircraft and boats) as well as for the production of electrical energy. Some use of turbines for racing cars was popular during the 1950s. All the stages of the turbine cycle, starting from the injection of the fuel up to the exhaust of the exhaust gases, are continuous (flow), also the combustion and the production of useful work are continuous processes. On the contrary for the engines that use the reciprocating motion of the pistons the free volumes of the cylinders between the piston and the cylinder head constitute the space in which discontinuous processes evolve rapidly.

The problems of the connection between the subsystems (intake and exhaust) have so far been solved by means of valves. Besides the turbine and the jet engines (tuibojet, ramjet) only in the Wankel engine the reciprocating motion of the pistons is absent. This engine has been available for automotive application since 1957.

When we consider the Wankel engine, it is clear that it has three internal rotatable volumes and that communication with external systems is carried out by means of two doors (intake and exhaust) fixed in their position in space. In this internal combustion engine there are no valves between the gas volumes - which evolve according to the foreseen phases - and the aforementioned fuel and exhaust systems. It is observed that the underground volumes in which discontinuous (batch) transformations occur by means of rotation reach (and fixed positions of the inlet and discharge systems.

According to the present invention, however, leaving the subsystem of the engine consisting of cylinders and pistons fixed in the space, it is found that the instrument that allows communication with the inlet and exhaust subassemblies can be constituted by an additional equipment, with ( in the shape of a hemispherical shell, positioned at the top of the cylinder which rotates with a rotation period equal to that of the drive shaft. The feeding and unloading phases can be carried out if said equipment has a portion of the perforated wall (door) which is overlaps once with the end section of the supply duct - when the mixture is to be introduced into the cylinder - and, a second time, establishes communication towards the initial section of the exhaust system to remove the burnt gases. The rotating equipment is capable of creating the necessary communications by means of a single port with the power systems and exhaust. The period of rotation of the door is made exactly equal to that of the motor shaft by means of a mechanical transmission system. The revolving door is therefore equivalent to a system of valves due to the fact that the communication is activated for a set time interval for the introduction of the fluid current and, subsequently - after a rotation of suitable amplitude - to carry out the discharge phase.

Making a comparison with the communication ports of the Wankel engine, it is easy to see that the difference consists in the relative positions that have changed. In the Wankel engine, the volumes of gas, which cycle and provide useful work, rotate with respect to the fixed ports; in the motor which is the object of the present invention, the door rotates while the reaction volume is fixed in its position in the cylinder. In addition, this similarity confirms that a complete Otto cycle can be carried out in the course of a single rotation of the crankshaft, as occurs in the Wankel engine.

According to this invention, each cylinder equipped with the rotating equipment contains the main spark plug in a fixed position, which has its axis superimposed on the cylinder axis.

During the inlet phase of the mixture the communication port discovers the final cross section of the inlet system (preferably of the supercharged type). During the rotation of the equipment - called "rotating dome" - the value of the area of the inlet section increases from zero to a maximum value (complete overlap) during rotation, then decreases until it disappears.

The equivalent area of the communication section is calculated so as to be at least equal to the passage area that is achieved with the inlet valves.

When, after the expansion phase, the communication is established with the exhaust system, a new system provides, according to the present invention, to the reduction to a subatmospheric value of the pressure external to the exhaust duct, that is in the free volume of the cylinder.

The new exhaust system consists of a “loop” that works with an adjustable recycling ratio, along which the individual cylinders discharge the exhausted gases. The pressure reduction is achieved by the Venturi effect produced by the recycled current.

The recirculation ratio, that is, the recycled flow rate (qr) with respect to the flow rate (Q) discharged (or introduced overall by the cylinders) is set in the range between 0.1 and 1.0.

There are three types of "loop". Π the first contains an energy recovery system and one for the reduction of hazardous pollutants present in the exhaust gases (operating in the same temperature range as current systems). The energy recovery system it can be: the wave compressor (comprex) or the turbocharger.

The second type of loop does not contain any energy recovery system in the loop crossed by the recycling current.

The third loop contains a recovery system in the section not belonging to the redo ring, that is, in the final section of the exhaust ducts. The ducts of the rich ring, (and whose internal walls are in contact with the exhaust gases, are built with insulating materials. In this case the temperature of the exhaust gases is maintained in the range between 950 ° C and 1,100 ° C.

The internal walls of the cylinders and the rotating dome are also built with ceramic material (or have an insulating coating on the surface in contact with the gases). For this third solution - which allows the gases to be kept at a higher temperature - the invention envisages the use of a new system for the reduction of pollutants, based on electrochemical / electrocatalytic reactions, processes and reactors operating in the temperature range between 900 ° C and 1,100 ° C ..

The system consists of two reactors. One is a block of fuel cells of d types which ensure a high power density (> 1,000 kW / m <3>). The preferred solutions are: solid electrolyte cells in blocks of the monolithic type or blocks of tubular cells.

The second reactor is an electrolyser based also on the property of mixed metallid oxides consisting in the rapid transport of oxygen (fast ionie transport), for which they are defined as "solid electrolytes". It is used to remove oxygen from the gaseous mixture (coulometric technique) when a £ e.m is applied. from the outside, operating according to the so-called "oxygen pump" mode. The oxygen subtracted from the gas is also that which derives from the dissociation of nitrogen oxides and specifically from nitric oxide (NO). This compound is characterized by low stability (the free energy value (ΔG °) of the dissociation reactions. At 1,200 ° K the values of ΔG ° and the equilibrium constant (K) are:

The new equipment is used to dissociate the NO present in the exhaust gases that feed the cathode half cell. The oxygen transport technique is known and is exposed by S Otsuka and Z. Kozuka in "Met. Trans. B March 1985-, 1113-1119. " for measuring the oxygen content in metals up to values of 1 ppm. It is also exhibited for the application to the deoxidation of metal baths by Karl Eric Óberg in Met. Trans. 4 (1973) 75 and by Dieter.Janke in Z.Metallkde Bd.69 (1978) H.5. The dissociation of nitric oxide is exposed by M Kurr and A. Huggins in "J. Electrochemical Society Vol. 126, No. 6, 1067-1074 June 1979.

electrochemical / electrocatalytic reactor the reaction rate values are at least three orders of magnitude higher than the values of the dissociation catalytic reaction.

The electricity, obtained from the fuel cells in the oxidation process of the unburnt residues, can be produced in a sufficient quantity and so that it can be used immediately in the other reactor which carries out the nitrogen oxide reduction process. The elimination from the exhaust gas stream of this pollutant (NO), according to the invention, can be carried out in a reactor - with the Ausa (air and exhaust gas) in countercurrent - of the type known as "monolith" with walls containing on the surface a layer of solid electrolyte, being the f.e.m. applied within the range from about 2 Volts up to 12Volt. After the two treatments, the gases discharged into the atmosphere have very low concentrations of the polluting species: CO, unburnt hydrocarbons and NOx.

Objects of the invention

The first object of this invention - which is valid for all uses, some of which will be exhibited not with a limiting intent - is a new internal combustion engine, which contains pistons in number from 1 to over 12 and is powered from above with petrol (or with other liquid or gaseous fuel) which is able to carry out all the processes of the cycle during a time equal to the time of a single rotation of the crankshaft. It produces more useful work - in said time, corresponding to a complete cycle - than an equivalent engine (same number of cylinders of the same volume) which operates according to the usual four-stroke ddo, which rotates with the same number of revolutions.

For the new engine that produces the same useful work in a shorter time. The power is expressed by the relation 1 ').

A second object of the invention, connected with the first, consists in the use of new operating capabilities in the various compression and combustion phases of the cycle that improve engine performance. The result of the new feeding system through the rotating door is the formation - before the start of the combustion phase - of a non-segregated, but well mixed and turbulent mixture that fills the available volume of the cylinder.

The total amount of feeding is divided into two parts. One of these - that is a lean mixture - is introduced into the cylinders by a flow that crosses the communication port, preferably with the pressure increased with the supercharging (comprex) or by means of a turbocharger, and is directed towards the main spark plug located on the axis of the cylinder.

The second part of the power supply - which is a rich mixture - is prepared according to one of the solutions provided, in a prechamber equipped with a second spark plug which causes immediate combustion and the formation of intermediate combustion products. Said portion of pre-inflamed filler is injected through reduced diameter nozzles; the jets that pass through the door at high speed are directed towards the axis of the cylinder and oriented downwards.

The uniform distribution of the "kemels" in each portion of the volume together with the high mixing value and the turbulence of the charge present in the cylinders allow the entire mixture to be ignited rapidly in the absence of detonation. It is known, in fact, that the detonation occurs during the compression of the fraction of the mixture, not reached by the flame, which usually forms when the feeding is carried out without any measures that prevent segregation into two separate volume fractions. It is also known that the combustion that follows the compression of a lean mixture that contains the active kemels instead gives rise to a pressure and temperature trend characterized by a shorter duration of the combustion phase - in the absence of detonation - and from a value higher than the maximum pressure (mep) estimated at about 40% ..

Another object of the invention concerning the increase in efficiency is due to the increase in the combustion temperature. In fact, it must be considered that during the discharge phase the time of release of heat from the gases, compared to the total time of the cycle, is reduced due to the absence of the discharge stroke from the bottom dead center (buttons Center = BC) to the dead point. top (Top Center = TC). The sensible heat of the discharged gases is increased. The amount of heat transferred through the walls to the outside can be further reduced by the use of a ceramic-type insulating coating on the internal surface of the cylinders and on the internal surface of the dome (or with the entire dome built with ceramic material). The relationship between thermal losses and the energy available to perform useful work is reduced. Taking these variations into account, the increase in thermodynamic efficiency obtained with the new engine is substantial; however, a precise measure of the benefits needs to be derived from the experimental data.

To avoid the risk of pre-ignition of the mixture that initially receives the heat flow from the hot walls of the cylinders, it is appropriate to introduce only air in the initial part of the feeding phase. This technique is carried out by means of the new feeding system, when the aforementioned conditions are met,

The latest and most important object of the invention is connected with the reduction of harmful emissions. This object is obtained if the techniques described above are introduced and if other new equipment is used, that is the unloading loop. It is known that, particularly in positive ignition engines, the formation of the "soot" is reduced to a negligible level by the combustion reactions that give rise to the trend described above, therefore the necessary improvements concern the unburnt species (hydrocarbons and CO) and nitrogen oxides (NOx).

The reduction of hydrocarbons can be achieved by means of the so-called "three-way catalytic" (TWC) equipment which can be installed, according to the required temperature, in a suitable position in the discharge loop.

According to the present invention, the solution illustrated above can alternatively be adopted which is based on more intense operations for reducing pollutants. Nd unloading loops it is possible to use the electrochemical d / electrocatalytic reactors which can operate at the suitable temperature to obtain the necessary degree of conversion in reactors with a volume reduced to a few tens of dm <3>. The reduction of hazardous compounds is carried out by the two reactors, without the use of additional energy. The objective of this alternative is equivalent to a dual use of the internal combustion engine. In other words, it serves not only to produce mechanical work directly, but also to obtain a gas mixture suitable to be used as a fuel for a second final process in an effective pollution reduction system, since the previously unconverted part consists of unwanted components in the emitted gases.

Advantageous Effects of the Invention

Compared to the state of the art, the advantages for passenger cars, only by taking into consideration the first two equipment of the engine belonging to the invention, consist in the possibility of manufacturing engines of reduced displacement and weight, which provide for the same revolutions per minute more than double the power obtained by an equal engine operating according to the 4-stroke cycle mode and with a faster increase in power and torque even for low engine speeds.

On the other hand, leaving the total displacement unchanged - for high-performance cars and sports (and racing) cars - the maximum power will be significantly higher, without reaching the maximum number of revolutions / minute. (from 7,000 up to 18,000 rev / min for the last type of vehicle considered).

The new engine works with acceptable consumption values and with reduced friction losses, since the same maximum power already made available at the rotation speed of the crankshaft equal to about 1⁄2 compared to the maximum indicated above for a four-stroke engine for cycle, The mechanical transmission system for feeding and discharging is simplified for any application.

The engine, also considering the third object and its equipment, will be able to operate with a lower emission of dangerous pollutants than that possible with known technologies. Infected in a vehicle equipped with all the components of the new engine, the engine itself, always using the energy of the fuel as useful work released during combustion, manages to convert the residual part of the energy still available in the fuel - present in the exhaust gases - in reactors capable of completing combustion and making the gases free from harmful compounds before being discharged into the atmosphere.

The final values of all dangerous pollutants, obtained in the manner described, are positioned at the same level as those of the new advanced propulsion systems (no longer with internal combustion engine or with engines not fueled by hydrocarbons) which require industrial conversion processes energy from fuels - installed at other sites - to obtain hydrogen from these to be used as power for transportable fuel cells. In the second alternative pursued today, the said industrial processes are used to produce electricity for the electric propulsion of vehicles.

The complex conversion systems used in industrial capacity plants, to which is added the need for storage on the vehicle of blocks of cells or batteries, are avoided by means of the solution illustrated above.

With the use of the new equipment, that is: the rotating dome, the pre-chamber, and the discharge loop, when the stoichiometric equivalent ratio - referred to all the mixture fed - is fixed in the interval between 1.0 and 1.04 the engine must be considered as equivalent to a system that only reforms the residual fraction made up of unburnt compounds, by means of the same combustion process that occurs in the cylinders.

The residual quantities of unburnt hydrocarbons and carbon monoxide can be used by using fuel cells - tolerant towards CO and sulfur - capable of converting directly into useful work (electricity) without producing pollutants.

Although some types of fuel cells are suitable for carrying out the aforementioned use, the type known as "Solid Electrolyte Fuel Cell (SOFC) is exemplified here as the conditions that are reached for the temperature of the exhaust gases using the new loop are they find in the same range required for these cells which also satisfy the other conditions expressed above.

Other useful effects are produced by the new engine when some of the current systems are introduced together with the new ones already listed; for example electronically controlled injection and supercharging or turbo-fueling techniques.

The combined effect of the new equipment and known techniques will be described below with reference to some exemplary applications.

Description of the figures

Figure 1 shows the cylinder head [1] containing the rotating dome [2] with the communication port [3]. The rotation of the dome occurs clockwise for an observer looking from the top of the cylinder. The plane of the sheet contains the axis of the feeding system. To make the position of the door more recognizable, it has been advanced by an arc equal to its width (L) with respect to the position of maximum communication with the entry system. The cross-sectional shape [4] of the dome, shown on the left side of the drawing, serves to improve mixing and turbulence of the charge reaching the internal volume of the cylinder. The profile has several concavities facing downwards and towards the axis of the cylinder itself. In [5] the profile of the top of the piston is shown. [6] shows the section of the final section of the poor poverty supply duct.

The main spark plug [9] has a fixed position, the hollow tube [7] that contains it being integral with the engine head; the rotating dome is provided with rings [10] and [11] or with different sealing systems. The supply duct is shown in [8]. [12] indicates the toothed wheel that serves to transmit the rotation to the dome which is controlled by the motor shaft. In the section [13] there is a thrust support of the so-called "intermediate" type, not shown in the figure.

Each dome rotates having the initial position of the door ordered according to the sequence of ignition of the cylinders. The sequence of communications is shown in detail in Fig.S. The rotation speed is exactly the same as that of the crankshaft. The mechanical transmission is obtained by means of a chain, belt or shaft which, starting from the crankshaft, allows the rotation of the gear assembly located above the cylinders and therefore the rotation of the individual domes.

Fig. 2 shows three different schemes of the exhaust gas exhaust loop. The loop of figure 2a is suitable for vehicles with a supercharged engine or with a turbocharger.

In [1] the cylinders are shown; in [2] the exhaust sections of the ducts that connect the cylinders to the exhaust loop. The part concerning the ring that contains the recycled flow is indicated in [3]. The turbocharger - or a complex known as “wave compressor” - is positioned in [4]. The valve of the so-called throttle type [5] is used to control the pre-set recirculation ratio. In [6] an impeller is indicated. The unit [8] is a nozzle die with the expansion of the gases introduced at an intermediate temperature between the exhaust and the recirculation temperature, producing an increase in the speed of the gases to be recycled. A part of the total current - equal to the total quantity discharged from the cylinders - reaches the outlet [7]. A pollution reduction equipment (of the types currently in use) can operate in its optimal range of operation and is positioned in the section [31}. This loop ensures that in the environment in which the cylinders are unloaded, a subatmospheric pressure is reached, so that the duration of the unloading phase is reduced. The aforementioned reduction is only a part of the total, because another important reduction in the duration of the exhaust derives from the elimination of the cylinder stroke from the bottom dead center (Buttons Center = BC) to the top dead center (Top Center = TC).

In Fig. 2b is shown a loop suitable for naturally aspirated engines by means of which only the exhaust phase is modified and improved. With this system, the stagnation pressure of the recirculation current is reached in the chamber [9}, thus using an expansion of the current in a converging-diverging nozzle [10} with free discharge (at atmospheric pressure) which increases the speed of the current. The impulse of the jet discharged in [11} is divided between two streams by the equipment {12} consisting of two inclined half discs that give rise to two streams. In [13], where the current to be discharged reaches, a pollutant reduction system is shown. The loop lacks energy recovery systems - suitable for improving the injection phase of the air or the mixture -, The temperature of the recycled gas is lowered two different ways in the two loops of figures 2a and 2b and in any case the recycled current more cold, it is mixed with the hotter ones coming out of the cylinders. Fig.2c shows the lay-out of a more complex loop for energy recovery. The use of the new system for the reduction of hazardous pollutants is also planned in the same loop. The characteristic of the loop consists in maintaining the average temperature of the exhaust gases in the upper (recirculation} ring in the range between 950 ° C and 1.100 ° C. In the outlet duct the temperature is lowered to the average value of the environment (25 ° C) The impeller operates on hot gases using the energy produced in the unit [4} when using a turbocharger. When using a wave-compressor or a volumetric compressor, the energy is obtained from the mechanical system of the vehicle. The injection phase is carried out using the increased inlet pressure and the reduced exhaust pressure.The area of the communication port is foreseen according to the following criteria: It is assumed that there are no residual gases in the cylinders.

The left side of the loop shows the equipment [19] which is a vacuum pump that contributes to the further reduction of the pressure of the environment in which the gases coming from the individual cylinders are discharged. The pump is of the type known as "root pump", widely used both for the propulsion of fluid currents and to reduce the pressure upstream of them. A system of valves provides for the operations of the unloading phase.

The ducts crossed by the exhaust gases in the aforementioned temperature range are provided with an external metal coating and internal ceramic pipes.

Materials for the construction of engine components are known today, including Silicon Carbide (SiC), tested up to 1,100 °: Recently the engines called low heat loss are also able to withstand a high temperature of combustion and low thermal losses. As already illustrated above, the new engine is characterized by a similar capacity.

The hatched parts of the ducts contain the two new equipment for the reduction of pollutants. The equipment [14] is the solid electrolyte fuel cell block that provides for the oxidation of residual hydrocarbons and CO present in the exhaust gases.

The equipment [15] consists of the electrochemical / electrocatalytic system for reducing the nitrogen oxide content which acts in the manner called "oxygen pump", when an electromotive force (Eappl) is applied to it and is allowed to a consistent intensity of corrupted under the trolling of oxygen ions (O) to cross the solid electrolyte.

The two reactors are electrically connected in series, according to the present invention, so that the current produced in [14} is used in [15}.

An example of an electrochemical reactor capable of eliminating NÒ is the monolithic reactor shown in Fig.4.

Fig. 3 shows the expected trend of the mean elective pressure (p.e.m.) of the new cycle. The two consecutive cycles highlight the absence of the two non-useful phases of the usual cycle of the four-stroke engine, for laughter. The processes (or phases) are indicated as follows:

[3l): supply, [32]: compression, [33): combustion, [34): expansion, [35): exhaust of flue gases. The value of the angle formed, with respect to a fixed reference, by the crankshaft is zero at point BC, for t = 0. The communication door is opened for the discharge hole at about 75 ° BBC (Befere Bottoni Center) and is closed at point BC (Bottom Cener). Without any bead, communication is established with the lean mixture feed system and then the door closes at about 75 ° after bottom dead center (ABC). The compress, which begins at this instant and ends at the moment of ignition produced by the main candle. This occurs at about 160 ° after the BC. The ignition time can be advanced by 5 ° -15 ° through the electronic control system. During the rotation of the door, after the closure of the communication with the feeding of the lean mixture, the communication of the pre-chamber - not shown in Fig. 1 - with the combustion chamber is activated (see Fig. 5). Combustion takes place at about 5 ° after the top dead center (T => Top Center).

The duration of the expansion is included in the time corresponding to the rotation of the shaft between 5 ° ATC and 105 ° ATC (after the top dead center. (ATC):

From 75 ° ABC up to 75 ° BBC, that is, for 210 ° the time is spent for compression (85 °), for combustion (25 °) and for expansion (100 °).

The duration of the combustion phase is reduced by injecting the jets obtained from a pre-ignited mixture into the pre-chamber - which occurs during compression and provides all the gases present in the volume with the triggers of combustion (kernls = intermediate products of the reaction). jets generated in the prechamber reach every segment of the compressed gas volume. The maximum pressure reached in the combustion phase by using the described feeding system exceeds the corresponding value that occurs in a four-stroke cycle. As in the case of the Wankd motor, all phases are completed during the total time corresponding to a single rotation of the motor shaft (360 °).

For the new engine, the ignition time can be varied by a few degrees by an electronic system control. It becomes a control variable dd cycle dd engine, which saves to compensate the characteristic times of the two consecutive phases (ie the time of compression and the time of combustion). The ignition time of the main spark plug can be anticipated due to deviated rotation speeds in order to increase the time available for combustion.

Fig. 4 shows a monilithic reactor (see for the application concerning fuel cells: Solid State Ionics 28-30 (1988) 1521-1539) of porous ceramic material that supports a layer of solid electrolyte conducting oxygen ions , with high conductivity, present on the external side of the single cells - as shown in the detail of the figure -.

The gas stream discharged from the engine [81] is directed against the current with respect to the air flow [80]. The counter-current arrangement that has been chosen for the new application to flue gases, according to the present invention, provides a higher volumetric power density than the arrangement of the currents called "crossflow".

If we assume that the internal width (b) of the cells and their height (c) have the value of 7 mm; the distance between two adjacent cells (s) of 3 mm; the thickness of the solid electrolyte on a ceramic material support is assumed to be 0.2 mm, the specific surface is equal to 2.245 of the monolith (2,254.0 cm <2> / liter).

The total volume of the reactor - when using electrolytes that have a suitable value of ionic conductivity at a temperature of 1,000 ° C - which is required to remove 500 ppm of NO from the gas stream produced by a large displacement engine is only of some dm <3>. The electricity produced by the fuel cell (see unit [14] of Fig.2c) is used by the morality installed in a position of the discharge loop (see unit [15] of Fig .. 2.c)

Excess energy is produced if the air supply to the engine assumes a substoichiometric value, that is, if the exhaust gases have a very low value of the partial pressure of oxygen. Under such conditions there is a slight increase in unburnt compounds (CO and HC), while the NO content is already reduced in advance.

Said excess energy is used to drive the impeller [6] shown in Fig.2c. In Fig. 5 a the rotating communication port [92] is shown in its initial position which rotates clockwise for an observer looking from the top of the cylinders. The width of the arch (L = width of the door) is about 35 °. Starting from the initial position (t = 0) and up to 70 °, the communication with Γ lean mixture feed is activated., Being the width of the final section of the feed ducts - shown by [93] in Fig. 5b equal to 35 °.

Continuing the rotation, the door reaches the communication port of the prechamber [94] which affects the section between 85 ° and 120 °.

In the pre-chamber - which is connected to the compressed air supply duct of the main supply and to a fuel pressure injection system, it prepares the rich mixture in the required quantity.

The ignition of this mixture takes place at around 115 ° ABC, and the introduction into the cylinder lasts up to 155 °.

The lean mixture as well as the jets generated by the rich mixture pre-filled in a pre-chamber are introduced through the door of the rotating dome. The angular position (ψ) of the section of the duct - fixed with respect to the engine block - referred to that of the lean mixture supply duct provides the measurement of the displacement between the injection times in the cylinders of the two types of mixture.

The ignition of the main mixture takes place at 160 °, as already mentioned.

Description of the ways of carrying out the invention

The rotating dome is a system suitable for any type of internal combustion engine application in which cylinders are used, including compression ignition engines (Diesel cycle). The use of the engines of the new type described preferentially concerns Γ automotive. Extensions to other types of use such as those for aircraft, those for motorcycles, boats, etc. are equally useful, without any limitation. Equally appropriate and advantageous is the application to the production of electricity., Being in the case of fixed installations the effects of the increase in efficiency and the reduction of the most relevant pollutants - given the capacity of the individual plants for which they would require depolluting equipment. additive. For such applications, the higher revs rotation capability that is provided by the rotating dome can be utilized.

The use of the other new equipment and new techniques (exhaust loop, injection through the communication port) gives rise to many application variants. To these are added the others connected with the application of the new electrochemical / electrocatalytic system for the reduction of pollutants.

The use of the invention is exemplified below, limited only by way of example, to engines with spark ignition (Spark Ignhed Engine) for automotive. They want to consider two alternatives.

Three new equipment are supposed to be present together (the rotating dome, the exhaust loop and the pre-chamber for the injection of the rich mixture); the new system for the reduction of pollutants is considered applicable after the completion of the development of the technologies of buildings in this sector: In place of the new one, the systems already available can be adopted for the new engine.

Example 1 Engine with total displacement unchanged compared to the traditional 4-stroke engine, for high performance cars

The reference engine is: 4.0 liter V-8 (diameter = 90.9 min - stroke = 86.0 mm) - Fuel injection - Compression ratio = 10: 1 - Power 270 kW at 6,000 rev / min - Maximum torque (at 3.000-4.300 rev / min): 510 Nm.

According to the above, the engine is replaced with one equipped with a rotating dome, two ignition systems and a pre-chamber. The cylinders are connected to the exhaust loop of the type shown in Fig. 2c. A new system for the reduction of pollutants is foreseen, with which the aim of the most extreme reduction of dangerous emissions can be achieved for this application.

The feeding is carried out with an equivalent stoichiomental ratio value (F / A) between 1.02-1.05. The operation of the engine with a slightly undershoot power supply involves a lower concentration of NO (compared to the maximum value of the F / A range), and in addition it means that free oxygen is practically absent. In this way, the total amount of oxygen to be eliminated is reduced to a minimum. A quantity of electricity is generated by the direct conversion of the energy of the unburnt products that are transformed by the Fuel Cells into the final products

As already illustrated, in accordance with Faraday's 2nd <a> law, the amount of oxygen eliminated in the monolithic reactor depends on the current density (d) expressed in Amperefem <2> and on the total surface of the electrolyte. The indications regarding the monolithic reactor provided above show that the use of both the fuel cells and the reactor for the dissociation of NO are limited to much lower quantities (fuel mass, total current quantity, electric energy) (<1 / 100) compared to the corresponding quantities regarding similar transformations that occurred in reactors installed on the vehicle and involving the entire quantity of fuel (or the hydrogen that replaces it in certain new solutions).

The use described here can be classified as a system operating according to a "partially hybrid energy scheme" which has characteristics suitable for compliance with the more restricted future limits for controlling emissions.

Taking into account the increase in the efficiency of the use of fuel, the system also reduces the specific production of greenhouse gases (CO2).

This effect is kept separate from that of harmful pollutants that produce pollution from mobile sources.

The power produced by the new engine due to the installation of the new equipment reaches the same maximum value of the reference engine already for a rotation speed of about 3,000 rev / min and for further increases in the rotation speed of the crankshaft it is superabundant for the type of vehicle considered. Example 2 motor with reduced total displacement

Reference engine: as for example 1

The new engine can be built, according to the thought, invention with the following characteristic data

4 Cylinders in line - Total displacement: 2.3 liters

Diameter: 90.9 mm - Stroke 88.4 mm - Supercharged with the Wave compressor system - Electronic injection control - Compression ratio> 10: 1. According to the loops of Fig2a or 2c - which can be adopted in this application - the cylinders discharge the flue gases in an environment where the pressure is subatmospheric. It is assumed that the loop of Fig. 2a is used and that the emission reduction system is the one called “Three Way Cathalitic Converter”.

The revolving door ensures communication both in the feeding phase and in the unloading phase. With reference to Fig. 1, to calculate the area of the communication section, the instant in which the right side of the door is superimposed on the left side of the final cross section of the supply duct is assumed as the initial time (t = 0), the view being that of an observer placed inside the dome. During the rotation of the door, the variation over time of the communication area is a linear function of time, expressed by:

where: is the radius of the cylinder [cm]

T is the time required for one complete rotation [seconds] equal to the time of two piston strokes

The maximum value of the communication area of the fiction A (t) ri reaches when the final cross section of the supply ducts is completely swept by the door, and the supply from the duct is discharged into the cylinder.

The area of the communication port is calculated for an engine with a total displacement equal to 2,316 cm <3>, 4 cylinders, supercharged with a stroke (S) equal to 88.4 mm and a diameter of 90.9 mm. The height of the door (H) is set at H = 6 cm, and its width (L) is L- 3.0 cm ..

The maximum area (Amax) is equal to 18 cm <2> while the time-averaged value (Aequ) of the communication area from the beginning of the communication and up to the time corresponding to the maximum value / tmax) is: Aeq = 9 cm <2>.

The amplitude of the arc made during the rotation of the door

The elapsed time to reach maximum communication is

The rotation angle of the motor shaft corresponds to the time during which the power supply occurs, that is, from the time corresponding to the beginning of opening (Inlet Port Open -IPO) until the end of the communication (Inlet Port Closed = IPC) is:

At 6,000 rev / min the volumetric flow rate expressed in the reference conditions (ie: 1 atm at 298.15 ° K) that must be introduced into the individual cylinders (Qair) is:

The mass flow rate of the air feeding the cylinder, indicated with (m '), is

A converging nozzle is used to obtain the maximum feed flow rate in the cylinder. The expansion that occurs in the nozzle in subsonic conditions reduces the temperature of the air (or of the mixture). The nozzle operates - when communication is established - starting from the upstream conditions (conditions of stagnation due to the enthalpy of the fluid) to the sub atmospheric conditions of the anibient (pressure <1 atm) Since the current is in the outlet section (troath section ) in sonic regime with unit Mach number (NM), the output area assumes the lowest value among those possible with other types of expansion.

Taking into account the partial pressure of the fuel, in addition to that of the air and that a part of the mixture that contributes to forming the total charge comes from the precamenra, the total weight of the mixture that is supplied to the cylinder with the new system is increased.

For the part of the lean mixture introduced through the converging nozzle, the mass flow rate depends on the pressure in the stagnation chamber. If this is brought to 3.0 atm by means of a second compressor, starting from the value of about 1.3 atm, obtained from the "comprex", it is verified that the system illustrated is able to supercharge the cylinder during the time available for total communication, during which the passage section increases up to the maximum value and then decreases.

The power supply phase for this application of the new system has been detailed, given that the least favorable conditions occur for it.

In total, the time spent at 6,000 rev / min for feeding the mixture, with the above values is equal to 2.1.10 <-3> seconds.

The position of the exhaust duct with respect to the cylinder is fixed so that there is no overlap with the feeding phase. For this purpose, the distance between the left side of the exhaust duct and the right side of the end section of the exhaust duct must be equal to the width of the door. The cycle time is used according to the distribution shown in Fig. 3.

In the new engine, the following have an influence on efficiency: (1) the shape of the combustion chamber shown in Fig. 1 which increases the turbulence in each volume element of the mixture present in it, (2) Γ injection through pre-ignited rich mixture in the pre-chamber . This technique is based on the possibility of reducing the phenomenon called “knock” (= detonation), as shown by the results of technologies already tested. The compression ratio can be increased beyond 10/1 when knocking is reduced.

The new engine with a total displacement of 2,316 cm <3>, without taking into account the increase in efficiency., When it is equipped with a rotating dome for the communication of the cylinder with the supply and exhaust, it can produce an estimated maximum power. be 270 kW, for a rotation speed of about 5,500 rev / min.

The necessary modifications for the engine are, the reduction of the cycle to only two strokes

in relation Γ) and related ones concerning: (1) 1 'injection of the pre-ignited rich mixture into the pre-chamber, (2) the supply air compressor; (3) the injection of the fuel into a stagnation chamber and the injection into the cylinders through a sonic nozzle, (4) the reduced pressure in the cylinders to a subatmospheric value ensured by the exhaust loop.

However, the value of the maximum power indicated above does not take into account the combined effect of the new factors on combustion and therefore the further increase in efficiency. The extent of these effects can only be found experimentally, but it can be predicted that they will occur.

Regarding the reduction of dangerous emissions, when - according to the loop of Fig. 2a - a vehicle is equipped with the TWC positioned as indicated in Fig. 2a, the residual emission levels characteristic of the device for unburnt products, CO and for NOx. Furthermore, the "soot" value becomes negligible due to the effect of the modified combustion process.

The illustrated application appears to be the most common, only by way of example it has been illustrated for a car with high maximum power. Infected the same considerations can be extended to an engine having the same number of smaller volume cylinders. The same methodology described can be applied to them. The increase in efficiency can be estimated between 4% and 6% and the reduction in fuel consumption can be correlated with these values.

In all applications, the reduced total displacement engine will have a simplified system in place of the current mechanical distribution system (eg: valves and camshaft). The power of the new significantly reduced weight engine is available at a lower rotational speed. Since the phenomenon of detonation is avoided, the engine can be fueled with petrol with fewer limitations

its characteristics

Claims (1)

CLAIMS 1) Internal combustion engine for traction of vehicles or for other applications, having the volumes in which the cycle is carried out included between the top of the pistons and the cylinder head, operating according to the known variants of the cycles in use, i.e. naturally aspirated or supercharged, in which all the processes (fas) evolve in the aforementioned volumes left free by the pistons, these volumes being fed with a mixture of air and fuel (liquid or gaseous) and freed from the burnt gases, which efficiently performs the conversion into mechanical energy of the fuel energy and for which the exhaust gases have a low concentration of dangerous pollutants, characterized by the fact that the engine is equipped with a mechanical equipment capable of supplying and unloading in a short time, which rapidly the combustion and expansion phases so that the entire cycle is carried out in a time limited to one revolution of the crankshaft and is id oneo to reduce again an asthenia that acts on the exhaust gases at high temperature the concentration of pollutants with a high reaction rate 2) - Internal combustion engine as claimed in claim 1 characterized by the fact that the execution of the entire cycle in the time corresponding to two strokes of the piston, instead of four, is obtained by suppressing the first stroke (which is part of the feeding phase ) and also completely the last one (which is a part of the unloading phase) and reducing the single times of the remaining phases, since the start of the feeding phase is allowed to coincide with the start of the first run that starts from the lower dead center and to the flue gas discharge phase to be completed only in the final part of the second run of the new cycle, being the inlet and discharge flows obtained by crossing the respective fluid streams of a rotating communication port at set times and with duration fixed. 3) Internal combustion engine as claimed in claim 1 and 2 provided in the upper part of the cylinders with a rotating equipment having the shape of a sanispheric shell, said equipment being perforated in a passage area preferentially limited by two horizontal (parallel) edges and by two vertical arcs (meridians) which together form the perimeter of said area called "communication door" used for the entry into the cylinders of the lean and rich mixture, and for the exit of the burnt gases, when, during rotation the same door affects the area of the final section of the exhaust ducts, being said communication phases with high flow rate, suitable for replacing the communication created in current four-stroke engines by the movement of the valves. 4) Internal combustion engine as claimed in claims 1, 2 and 3 characterized by the fact that Γ supply of power through the communication port in the cylinder is carried out by separate inputs of mixtures of different composition. 5) Internal combustion engine as claimed in claim 4 fed with two mixtures of different compositions, being a rich mixture formed in a pre-chamber, where an auxiliary ignition equipment ignites it, the resulting products being injected into the cylinder under jets . 6) System for feeding the mixture into the cylinders, according to claims 2 and 3, characterized by the fact that the feeding of lean mixture is carried out through the communication port, during the rotation of the dome, by means of expansion in a convective nozzle functioning in the conditions defined as "chocked" for which the maximum flow rate is reached. 7) Internal combustion engine as claimed in claim 1 and 2 characterized by a system of exhaust gases consisting of a loop (ring with reduction of the fluid current) having the part which is reduced the properties suitable for reducing the ambient pressure in which the cylinders discharge the gases, to keep the temperature of the gases high and to contain the equipment for the reduction of pollutants, allowing this loop, among other advantages, to reduce the duration of the discharge phase. 8) Internal combustion engine as claimed in claims 1 and 2 characterized by the fact that the rotating dome, the cylinder walls and the flue gas exhaust ducts are made of materials suitable for reducing the flow of heat towards the cooling system. motor, being said ceramic materials and in a non-limiting sense the silide capture (SiC). 9) Reduction system of hazardous pollutants in exhaust gases, as claimed in claim 7, characterized by the fact that the gases are obtained from a process of substoichiometric combustion of fuel in the internal combustion engine operating according to the methods claimed in claims 1 to 7, and constitute the power supply of a block of fuel cells, since the conversion into electric energy is limited to a small quantity, formed by the unburnt hydrocarbons and by the carbon monoxide, produced by said conversion CO2 and H20 together with the electric energy. . 10) Reactor for the reduction of unburnt materials and CO as claimed in the previous claim 9, consisting of a block of solid electrolyte fuel cells, characterized by the fact that the reactor is of the so-called monolithic type with flows operating in the "crossflow" configuration or "Counterflow" or alternatively consists of a block of tubular cells with the flow of air outside the tubes, the cells being electrically connected in series-parallel so that the energy is produced at a potential between 2 Volt and 40 Volt 11) Electrochemical / electrocatalytic reactor with high reaction rate fed with electrical energy, obtained from the fuel cells referred to in claims 9 and 10 which is used to carry out the nitrogen oxide reduction process, operating according to the so-called " oxygen pump "when an EMF is applied. from the outside at a temperature of 1,000 ° C, the reactor being an electrolyzer based also on the property of "solid electrolytes" of the mixed metal oxides of transporting oxygen in the ionic state, the elimination of NO from the exhaust gases taking place, according to Γ invention, with the flows (air and exhaust gases) in countercurrent and the reactor of the type known as "monophyte" with walls containing a layer of solid electrolyte on the surface, being the f.e.m. applied within the range from about 2 Volts up to 12 Volts) and having the electrolytes a suitable value of ionic conductivity 12) Mechanical transmission system suitable for the rotation of the dome, claimed in claim 3, characterized by the fact that a common shaft is used for all the cylinders of a bank and the rotation of said shaft is obtained by means of a chain, belt or preferably with gears and shaft connected to the drive shaft, while a gear system with bevel gear wheels is used for the rotation of the individual domes, since the vertical axis coincides with the geometric axis of a fixed hollow shaft integral with the block containing the motor. 13) Electronic control system for cylinder feeding characterized by the fact that for each cylinder the instantaneous physical conditions (inlet and exhaust pressure) are considered both for the introduction of the lean and for the rich mixture in order to generate the signals for the implementation of flows and for establishing their duration, the phase displacements for the different cylinders being established with reference to the rotation of the crankshaft. 14) Electronic control system as claimed in 13 characterized by the fact that it is capable of setting the ignition times for both the rich and the lean mixture and of modifying the ignition time, in a restricted range of a few degrees, according to of the rotation speed of the crankshaft. 15) Communication system as claimed in claims 3, 4 and 5 which at the beginning of the communication time introduces air not mixed with the fuel and cooled into the cylinders due to the isentropic expansion, having Γ input for the purpose of accumulating in the air the heat coming from the walls. 16) Engine that performs all the functions of a new engine, as claimed in claims from 1 to 14, characterized by the fact that it is of the compression ignition type and that the lean mixture supply is replaced by the introduction of air, being the ignition with suppressed spark and prolonged fuel injection until the start of the combustion phase. 17) Engine that performs its dclo according to claims 1 to 16, used in fixed installations with large values of the power produced in the form of electrical energy, fed with gaseous or liquid fuel, with ignition both by ignition and by compression, being provided said engine of the intake system, of the exhaust loop and of the system for reducing dangerous emissions (or of only one of said equipment) as per the preceding claims, and being the engine used to achieve the objectives of the invention (reduction of hazardous polluting compounds and high energy efficiency). 18) Internal combustion engine as described in the preceding claims which uses the rotating dome to operate at high rotation speeds (greater than 15,000 rev / min) in order to increase the specific power produced.