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WO2008012006A2 - Moteurs alternatifs à combustion interne - Google Patents

Moteurs alternatifs à combustion interne Download PDF

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Publication number
WO2008012006A2
WO2008012006A2 PCT/EP2007/006313 EP2007006313W WO2008012006A2 WO 2008012006 A2 WO2008012006 A2 WO 2008012006A2 EP 2007006313 W EP2007006313 W EP 2007006313W WO 2008012006 A2 WO2008012006 A2 WO 2008012006A2
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
cylinder
compressed air
combustion engine
energy
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.)
Ceased
Application number
PCT/EP2007/006313
Other languages
German (de)
English (en)
Other versions
WO2008012006A3 (fr
Inventor
Franz Brauers
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 WO2008012006A2 publication Critical patent/WO2008012006A2/fr
Publication of WO2008012006A3 publication Critical patent/WO2008012006A3/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/048—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable crank stroke length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1808—Number of cylinders two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1832—Number of cylinders eight
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/38—Square four-cylinder configuration
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • Brake energy intermediate storage in the form of compressed air has been proposed (for example DE 35 18 031, DE 199 46 711). These are very expensive, z.T. External compressors and a second drive unit are used to bring back the stored compressed air energy when accelerating the vehicle back to the drive.
  • the two working pistons 1 of a 2-cylinder 4-stroke internal combustion engine are interconnected to form a common unit 2 and have on their back another piston, which runs in a cylinder 3, in which only air is compressed and which is not fired.
  • an actuating unit 6 is provided on the pneumatic cylinder 3, with which the compression of this cylinder and thus the height of the resulting final pressure can be adjusted according to the speed of the engine. Furthermore, the engine has two laterally arranged next to the engine block crossheads 4 and a crank mechanism 5, which is located above the cylinder head.
  • the crossheads By the crossheads is achieved that the piston assembly 2 moves only linear. As a result, the high side forces and the associated friction losses, which occur in conventional engines on the piston skirt, shifted into the crossheads and can be better reduced there due to the oil pressure lubrication. Furthermore, the crossheads allow an extremely long-stroke design of the cylinder. This has the advantage that due to the favorable surface / volume ratio in the ignition point, when pressure and temperature and thus also the wall heat losses are greatest, the heat losses decrease significantly and a better thermal efficiency results. This is also improved by the fact that the working gas can remain due to the compression on the opposite side to the lower reversal point in the cylinder and not as in conventional engines already 40 ° before UT must be omitted.
  • the interconnection of the three pistons to a unit 2 also causes the largest part of the gas exchange work in the working cylinders and the compression work in the compressed air cylinder 3 drivetrain subtracted from the expansion work and only the difference is effective only on the crank mechanism. This also reduces the frictional losses, because these are proportional to the amount of the attacking forces.
  • the "overhead" arrangement has some advantages: - Extension of the residence time of the working piston 1 in the Zündumledgeddling and thus isochoric combustion and increasing the speed, especially in diesel mode possible.
  • the connecting rods are loaded mainly on train and hardly on pressure and can be designed accordingly lighter.
  • compressed air can be released back into this cylinder via the valve 7 and thus support the drive.
  • the stored compressed air can also be used to start the engine and to realize start / stop driving.
  • the valve 7 is electromagnetically controlled. Since only air is switched at moderate pressures and temperatures, it can be small and light. If the compressed air accumulator 8 receives compressed air (braking operation), it opens as soon as pressure equality exists between compressed air cylinder 3 and compressed air accumulator 8. The actuator 6 is set to maximum compression.
  • the compressed air accumulator 8 delivers compressed air (start-up operation), it opens in or shortly after TDC and can remain open in the event of a great need for acceleration until shortly before UT, before the venting valve 10 opens. When starting the engine, this makes sense in any case, so that the engine quickly comes to idle speed and the starting emissions remain low.
  • the actuator 6 is set to minimum compression in these two cases.
  • the vent valve 10 on the compressed air cylinder 3, performed in Figure 6 as a mere lock in the cylinder wall, on the one hand has the function to admit new air of atmospheric pressure (or pre-compressed from a turbocharger) in this cylinder when compressed air for the purpose of
  • the compressed air accumulator 8 Since the compressed air transferred into the compressed air accumulator 8 is compressed and accordingly heated (by far over 200 ° C.), the compressed air accumulator 8 is thermally insulated against its environment to the outside. Furthermore, the heat losses from the compressed air reservoir 8 out can be kept low, that in this a heat storage 9 (eg steel wool) is installed, which causes the temperature in the Compressed air accumulator 8 only increases moderately when filled with fresh compressed air.
  • a heat storage 9 eg steel wool
  • the oscillating piston assembly 2 is always just tossed between two gas cushions a free piston, and the mechanical losses are minimal.
  • FIG 4a / b an 8-cylinder internal combustion engine in plan and side view is shown, in which two blocks, each with four arranged in a rectangle cylinder are arranged opposite to each other (see DE 199 23 021 claim 15).
  • the Firing order is such that always two diagonally opposite cylinders of one side ignite simultaneously, suck in the adjacent cylinders of this side and compress or evacuate the axially opposite cylinders.
  • This machine can be fully balanced with a second opposing crank mechanism by a push rod 12 is guided through both cylinder blocks, which act on the above the cylinder heads arranged crossheads 4 and 4 ', to which the crank mechanisms 5 and 5' each with a simple speed rotating balancer shaft 11 are connected according to Figure 3.
  • FIG. 5a and 5b illustrated 2-cylinder 4-stroke internal combustion engine has instead of crossheads via a motor housing 20 mounted Anlenkpleuel 14, which acts centrally on a yoke 17, on which also the two working piston 1 via the Kolbenpleuel 15 and the Kurbelpleuel 16 attached are.
  • the Anschpleuel 14 is designed by its radius forth so that the Kolbenpleuel 15 swivel in their cylinders only small and thus can take place a long-stroke design of the cylinder, with the advantages already mentioned. Furthermore, the Anlenkpleuel 14 causes the extensive linear guide of the working piston 1, so that the mixing friction on the piston skirt is only small and instead caused by the crank mechanism lateral forces are absorbed mainly in one of lubricated with pressure oil rotary motion on the yoke 17.
  • a mechanical spring 18 Centrally below the Anschpleuel 14 is a mechanical spring 18 which intercepts the oscillating mass at the lower reversal point and provides for their rear acceleration, so that even in this engine, the rear acceleration does not have to be applied by the crank mechanism and thus a more harmonious torque curve results.
  • another element may be used to temporarily store the kinetic energy of the piston assembly, e.g. turn a compressed air cylinder or an electrical method.
  • the intermediate energy storage in batteries or in capacitors can be done.
  • brake energy buffering is not possible.
  • a device can be provided with which the bias of the spring is adjusted accordingly.
  • FIG. 5a A modification of the principle of Figs. 5a and 5b is shown in FIG.
  • the Anschpleuel is hereby extended to a mounted in the engine block 20 rocker 19, and the storage element for temporary storage of the E k i n of the oscillating masses of the two working pistons located at the same height with these.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)

Abstract

L'invention concerne des nouveaux moteurs alternatifs à combustion interne avec lesquels, pendant le fonctionnement, l'énergie cinétique des masses oscillantes aux points d'inversion auxquels les forces de freinage et d'accélération sont maximales est stockée temporairement sous forme d'énergie potentielle afin d'être ultérieurement utilisée pour réaccélérer les masses oscillantes. De ce fait, la majeure partie du travail d'accélération et de freinage n'est plus appliquée par le mécanisme mais par les forces des gaz, de sorte que les pertes de puissance par frottement sont réduites et que le rendement mécanique est amélioré. En outre, les machines peuvent toutes être conçues avec une course extrêmement grande, de sorte que leur rendement thermique est également amélioré du fait des plus faibles pertes de chaleur par les parois. Ces deux effets produisent dans l'ensemble un rendement total plus avantageux. Dans le cas de quelques concepts de moteurs, l'énergie potentielle accumulée sous forme d'air comprimé peut être accélérée hors du moteur et stockée dans un accumulateur d'air comprimé, de sorte que dans le cas de l'utilisation du moteur à combustion interne dans un véhicule, l'accumulation d'énergie de freinage soit possible. L'air comprimé accumulé peut aussi être utilisé pour démarrer le moteur.
PCT/EP2007/006313 2006-07-22 2007-07-17 Moteurs alternatifs à combustion interne Ceased WO2008012006A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006033960A DE102006033960A1 (de) 2006-07-22 2006-07-22 Hubkolben-Verbrennungskraftmaschinen
DE102006033960.6 2006-07-22

Publications (2)

Publication Number Publication Date
WO2008012006A2 true WO2008012006A2 (fr) 2008-01-31
WO2008012006A3 WO2008012006A3 (fr) 2008-12-18

Family

ID=38694880

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/006313 Ceased WO2008012006A2 (fr) 2006-07-22 2007-07-17 Moteurs alternatifs à combustion interne

Country Status (2)

Country Link
DE (1) DE102006033960A1 (fr)
WO (1) WO2008012006A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021051421A1 (fr) * 2019-09-17 2021-03-25 陈运刚 Moteur à vilebrequin à levier et structure de vilebrequin à levier

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101225765B (zh) * 2008-02-03 2011-11-09 谢声利 多缸联动复合内燃机
CN101975111A (zh) * 2010-10-15 2011-02-16 靳北彪 组合气缸活塞曲柄机构

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE241538C (fr) *
DE409919C (de) * 1923-06-26 1925-02-16 Gottfried Hillekum Zweitaktverbrennungsmaschine mit zwei gegenueberliegenden Zylindern
GB439231A (en) * 1933-06-03 1935-12-02 Henri Capdet Internal combustion engine combined with a part adapted to work eventually as a compressor in a single machine
DE902925C (de) * 1944-09-19 1954-01-28 Schmidt Sche Heissdampf Ges M Kurbeltriebwerk, insbesondere fuer schnellaufende Kolbenmaschinen
CH364316A (de) * 1959-02-24 1962-09-15 Schweizerische Lokomotiv Triebwerk einer aus einem Kolbenkompressor und einer Kolbenbrennkraftmaschine bestehenden Maschinengruppe
DE2550567A1 (de) * 1975-11-11 1977-05-18 Hermann Haehnel Kurbeltrieb fuer hubkolbenverbrennungsmaschinen mit verlaengerter oberer totzone und integrierbarer druckerzeugungsanlage
FR2486464A1 (fr) * 1980-07-10 1982-01-15 Jardinier Jean Procede de propulsion d'un vehicule a roue(s) et vehicule mettant en oeuvre ledit procede
DE3030615C2 (de) * 1980-08-13 1983-09-29 Gerhard 8501 Allersberg Mederer Brennkraftmaschine
DE3518031A1 (de) * 1985-05-20 1986-12-11 Schließmann, Kurt, 6050 Offenbach Brennkraftmaschine
FR2629171B1 (fr) * 1988-03-25 1993-04-09 Moiroux Auguste Dispositif de transmission hydrostatique et application a un groupe motopropulseur ou un vehicule automobile
DE19923021B4 (de) * 1998-05-20 2006-01-05 Brauers, Franz, Dr. Kurbeltrieb und Kurbeltriebanordnung
US6834636B2 (en) * 1999-03-23 2004-12-28 Thomas Engine Company Single-ended barrel engine with double-ended, double roller pistons
DE19946711A1 (de) * 1999-09-29 2001-04-05 Scheb Thomas Bremsenergie-Rückgewinnungsanlage für motorgetriebene Landfahrzeuge
DE10107921B4 (de) * 2001-02-15 2005-11-10 Werner Fiebich Vierzylinder-Verbrennungsmotor System Otto oder Diesel mit Kraftübertragung von den Brennräumen über vier starr mit einem Kulissenschieber verbundenen Kolben - Kulissenstein - Kurbelwelle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021051421A1 (fr) * 2019-09-17 2021-03-25 陈运刚 Moteur à vilebrequin à levier et structure de vilebrequin à levier

Also Published As

Publication number Publication date
DE102006033960A1 (de) 2008-01-24
WO2008012006A3 (fr) 2008-12-18

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