WO2020115563A1 - Six stroke multi-cylinder hybrid with exhaust common rail technology - Google Patents

Abstract

Described herein is a six stroke engine including an engine block;a crankshaft (304) mounted within said engine block;a cylinder within which a piston (302) is slidably mounted and operably connected to said crankshaft (304);a valve head (102) fixedly attached to said engine block, wherein the valve head (102) comprises an air intake valve (104), an exhaust common rail valve (106), and an exhaust valve (108); and an exhaust common rail (112) connected to the exhaust valve (106) to receive exhaust gases for resupply of the unburnt exhaust gases into the cylinder.

Description

SIX STROKE MULTI-CYLINDER HYBRID WITH EXHAUST COMMON

RAIL TECHNOLOGY

TECHNICALFIELD

[0001] Thepresentdisclosurerelatesgenerallytothefieldofa fuel efficient engine system employing scavenging strokes to scavenge gases out of the cylinders after combustion.Inparticular,thepresentdisclosurerelatestoa method for operating six stroke engine.

BACKGROUND

[0002] Background description includes information that may be useful in understanding the present subject matter. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed subject matter, or that any publication specifically or implicitly referenced is prior art.

[0003] Numerous types of internal or external combustion and/or explosion engines are generally classified into two main categories: two stroke engines and four stroke engines.

[0004] The two stroke engines have the advantage of a high active stroke over inactive stroke ratio, equal to 1/2, but on the other hand, due to their design the consumption of fuel is higher than in a four stroke engine.

[0005] The four stroke engines are more economical in fuel but have a relatively complicated distribution system and, above all, have unfavorable active strokes over inactive strokes ratio of 1/4. Also, the heat losses through the walls are higher than in a two stroke engine.

[0006] Therefore, thereisaneedintheartto increase the efficiency of engines, particularly engines utilized in automobiles and the like. In order to increase the efficiency of such an engine, it is desirable to reduce mechanical loss within the engine and to improve the efficiency of combustion of the fuel itself. OBJECTSOFTHEPRESENT DISCLOSURE

[0007] Some of the objects of the present disclosure, which at least one embodiment herein satisfies are as listed herein below.

[0008] Ageneralobjectofthepresentdisclosureistoprovide a six stroke multi cylinder hybrid with exhaust common rail technology.

[0009] Anobjectofthepresentdisclosureistoimprove the fuel consumption of an engine by utilizing a four stroke combustion first process followed with a two stroke scavenging process to enhance the fuel efficiency of an internal combustion engine;.

[0010] Anotherobjectofthepresentdisclosureistoprovidea six stroke hybrid mono combustion with exhaust common rail technology.

[0011] Yetanotherobjectofthepresentdisclosureistoprovidean engine having a six-stroke working cycle which obviates the above drawbacks, through the absence of rotative or angular movements between parts having minimal clearance between them.

[0012] These and other objects and advantages will become more apparent when reference is made to the following description and accompanying drawings.

SUMMARY

[0013] This summary is provided to introduce concepts related to disseminating the flow of data units over an un-trusted or social network based on initial storage of verified or authenticated original data units. The concepts are further described below in the detailed description. This summary is not intended to identity key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. [0014] The present disclosure describesa method of operating a six-stroke engine. The method includes intaking air contained in an air intake manifold into a cylinder through an air intake valve formed on a valve head mounted on the cylinder, with 22 degrees of crankshaft rotation towards top dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC; compressing the air in the cylinder in which fuel is introduced through a fuel injector formed on the valve head, causing a mixture of the air and fuel, with 140 degrees of crankshaft rotation towards TDC, wherein the fuel is introduced when the crankshaft is 29 degrees before TDC; causing combustion of said mixture of the air and fuel, with 140 degrees of crankshaft rotation towards BDC;expulsing unbumt exhaust gases to an exhaust common rail through an exhaust common rail valve formed on the valve head, with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards BDC;intaking the unbumt exhaust gases from the exhaust common rail into the cylinder using the exhaust common rail valve, with 160 degrees of crankshaft rotation towards BDC; andexhausting exhaust gases to an exhaust duct from the cylinder through an exhaust valve formed on the cylinder head, with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC, wherein the exhausting of the exhaust gases to the exhaust duct is performed when the crankshaft is 40 degrees before BDC.

[0015] In an aspect, the method includes opening any one of the air intake valve, the exhaust common rail valve, and the exhaust valve, at a single point of time.

[0016] In an aspect, the method includes opening the exhaust common rail valve for removing the exhaust gases towards the exhaust common rail, closing the exhaust common rail valve after removal of the exhaust gases, and reopening the exhaust common rail valve for intake of the exhaust gases from the exhaust common rail. [0017] The present disclosure further describes asix-stroke engine. The engine includes an engine block;a crank shaft mounted within said engine block;a cylinder within which a piston is slidably mounted and operably connected to said crank shaft;a valve head fixedly attached to said engine block, wherein the valve head comprises an air intake valve, an exhaust common rail valve, and an exhaust valve; andan exhaust common rail connected to the exhaust valve to receive exhaust gases for resupply of the unbumt exhaust gases into the at least one cylinder.

[0018] In an aspect, the six stoke engine is operated by: intaking air contained in an air intake manifold into the cylinder through the air intake valve, with 22 degrees of crankshaft rotation towards top dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC;compressing the air in the cylinder in which fuel is introduced through the fuel injector, forming a mixture of the air and fuel, with 180 degrees of crankshaft rotation towards TDC, wherein the fuel is introduced when the crankshaft is 29 degrees before TDC;causing combustion of said mixture of the air and fuel, with 140 degrees of crankshaft rotation towards BDC;expulsing unbumt exhaust gases to the exhaust common rail through the exhaust common rail valve, with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards BDC;intaking the unbumt exhaust gases from the exhaust common rail into the cylinder using the exhaust common rail valve, with 160 degrees of crankshaft rotation towards BDC; andexhausting exhaust gases to an exhaust duct from the cylinder through an exhaust valve formed on the cylinder head, with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC, wherein the exhausting of the exhaust gases to the exhaust duct is performed when the crankshaft is 40 degrees before BDC.

[0019] V ariousobj ects, features, aspectsandadvantagesoftheinventivesubj ectma tterwillbecomemoreapparentfromthefollowingdetaileddescriptionofpreferredembo diments,alongwiththeaccompanyingdrawingfiguresinwhichlikenumeralsrepresentl ikecomponents.

BRIEFDESCRIPTIONOFTHEDRA WINGS

[0020] The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and processes that are consistent with the subject matter as claimed herein, wherein:

[0021] FIG. lillustratestop view of valve heads of a six-stroke engineinaccordancewithanexemplaryembodimentofthepresentdisclosure;

[0022] FIGS.2A-2Cillustratevarious graphical representation of valve timingsinaccordancewiththepresentdisclosure;

[0023] FIGS.3A-3F illustrate cross-sectional views of different strokes for an engine in accordance with an exemplary embodiment of the present disclosure; and

[0024] FIG. 4 illustratesa method for operating a six-stroke engine in accordance with an exemplary embodiment of the present disclosure.

DETAILEDDESCRIPTION

[0025] Thedetaileddescriptionofvariousexemplaryembodimentsofthedisclosur eisdescribedhereinwithreferencetotheaccompanyingdrawings.Itshouldbenotedthatt heembodimentsaredescribedhereininsuchdetailsastoclearlycommunicatethedisclos ure .However, theamountofdetailsprovidedhereinisnotintendedtolimittheanticipated variationsofembodiments;onthecontrary,theintentionistocoverallmodifications,equ ivalents,andaltemativesfallingwithinthespiritandscopeofthepresentdisclosureasdefi nedbytheappendedclaims .

[0026] Itisalsotobeunderstoodthatvariousarrangementsmaybedevisedthat,alth oughnotexplicitlydescribedorshownherein,embodytheprinciplesofthepresentdisclo sure. Moreover, allstatementshereinrecitingprinciples, aspects, andembodimentsofth epresentdisclosure,aswellasspecificexamples,areintendedtoencompassequivalentst hereof.

[0027] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments. As used herein, the singular forms“a",’’“an” and“the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the tennis“comprises,”“comprising,”“includes” and/or “including,” when used herein, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof.

[0028] It should also be noted that in some alternative implementations, the functions/acts noted may occur out of the order noted in the figures. For example, two figures shown in succession may in fact be executed concurrently or may sometimes be executed in the reverse order, depending upon the functionality/acts involved.

[0029] Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which example embodiments belong. It will be further understood that terms, e.g., those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. [0030] Embodimentsexplainedhereinpertainto asix-stroke engine for automobiles. This six-stroke engine is an advanced version of the existing four stroke engine. Generally, in the four-stroke engine, one power stroke crank moves twice, while in proposed six-stroke engine, crank rotates three times in one power stroke. Also, when this six-strokeengine is adopted to any vehicle, the main advantage is less pollution and less vibration, besides having approximately 50% of savings on fuel, which is obtained by reducing the power stroke by 30 % in comparison to the conventional four stroke engine.

[0031] FIG. 1 illustrates the top view of valve headsl02-l, 102-2, 102-3, 102- 4 (collectively referred to as valve head(s) 102), of four-cylindersix stroke engine 100, in accordance with an exemplary embodiment of the present disclosure. Each valve head 102 is provided with three valves and a fuel injector. For example, the valve head 102-1 includes an air intake valve 104-1, an exhaustcommon rail valve 106-1, and an exhaust valve 108-1, apart from a fuel injector 110-1. The air intake vale 104-1 is connected to an air intake manifold (not shown in figures) for supply of the fresh air in a respective cylinder. The exhaust common rail valve 106-1 is connected to an exhaust common rail 112 for supplying and receiving unbumt exhaust gases to and from the exhaust common rail 112. The exhaust valve 108-2 is connected to a silencer (not shown in figures) of a vehicle to remove the exhaust gases from the cylinder. The fuel injector 110-1 is connected to a fuel injection system (not shown in figures) for receiving the supply of fuel for injecting into the cylinder.

[0032] In an aspect, the design of the exhaust common rail 112 may correspond to the design of the air manifold which is connected to each of the cylinders. Also, the length of the exhaust common rail 112 corresponds to the width of the of the engine.

[0033] The operation and/or working of the six-stroke engine 100 is described in detail with reference to FIGS. 2 and 3. FIGS. 2A-2C show different graphical representation of crankshaft rotation during different strokes of the six- stroke engine 100, while FIGS. 3A-3F show movements of piston and/or valves in a respective cylinder during different strokes of the six-stroke engine 100.

INTAKE STROKE

[0034] As shown in FIGS. 2A and 3 A, this is the first movement of a piston 302. This is a downward motion of the piston 302so that fresh air contained in the air intake manifold is supplied toa cylinder through the air intake valve 104 formed on the valve head 102 mounted on the cylinder, with 22 degrees of crankshaft (304) rotation towards top dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC.

[0035] In this stroke, the air intake valve 104 is in open condition to supply the fresh air from the air intake manifold to the cylinder.

COMPRESSION STROKE

[0036] As shown in FIGS. 2A, 3B, and 3C, during this second stroke, all valves (air intake valve 104, exhaustcommon rail valve 106, exhaust valve 108, and even fuel injector 110) are closed and the piston 302 starts moving upwards, with 140 degrees of crankshaft rotation towards TDC. This allows force of the piston 302 to be used to compress the air present in the cylinder. As the air is compressed, the temperature inside the cylinder rises to a level so as to initiate combustion in the cylinder.

[0037] When the crankshaft is 29 degrees before TDC, fuel is introduced into the cylinder through thefuel injectorl 10 disposed on the valve head 102, causing a mixture of the air and fuel, as shown in FIG. 3C.

POWER STROKE

[0038] As shown in FIGS. 2B and 3C, just before the piston 302 reaches TDC, the air/fuel mixture is ignited on its own in case of diesel engine or is ignited by a spark plug (not shown in figures). This third stroke, the power stroke, harnesses the energy of the explosion by allowing the piston 302 to be forced downward from the TDC to 140 degrees of crankshaft rotation towards BDC.

EXHAUST STROKE

[0039] As shown in FIG. 2B, the forth stroke of this engine 100 is the exhaust stroke. During this stroke, the piston 302moves upward while the exhaust common rail valve 108 is opened so that the piston 302 moves the unbumt gasses from the previous explosion out of the cylinder towards the exhaust common rail 112, with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards TDC.

[0040] After completion of this stroke, theexhaust common rail valve 108 is closed.

SECOND POWER STROKE

[0041] As shown in FIGS. 2C and 3E, this is the fifth movement of the piston 302. This is a downward motion of the piston 302 that retakes unbumed gasses at a pressure ranging from 0 to 50 PSI from the exhaust common rail 112into the cylinder using the exhaust common rail valve 108. During this fifth stroke or second power stroke, 160 degrees of crankshaft rotation is performed towards BDC.

[0042] During this second power stroke, the exhaust common rail valve 108 is in open condition while other valves are in closed condition.

ORIGINAL EXHAUST STROKE

[0043] As shown in FIGS. 2C and 3F, the last stroke is the original exhaust stroke in which the exhaust valve 106 is opened to move the remaining exhaust gases to a silencer of the vehicle, with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC.

[0044] In an aspect, the exhaust valve 106 is open when the crankshaft is 40 degrees before BDC as shown in FIG. 2C. [0045] FIG. 4 is a method 400 for operating a six-stroke engine 100. At block 402, the method 400 includes intaking air contained in an air intake manifold into a cylinder through an air intake valve (104) formed on a valve head (102) mounted on the cylinder, with 22 degrees of crankshaft rotation towards top dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC

[0046] At block 404, the method 400 includes compressing the air in the cylinder in which fuel is introduced through a fuel injectormounted (110) on the valve head, causing a mixture of the air and fuel, with 140 degrees of crankshaft rotation towards TDC, wherein the fuel is introduced when the crankshaft is 29 degrees before TDC.

[0047] At block 406, the method includes causing combustion of said mixture of the air and fuel, with 140 degrees of crankshaft rotation towards BDC.

[0048] At block 408, the method includes expulsing unbumt exhaust gases to an exhaust common rail (112) through an exhaust common rail valve (106) formed on the valve head (102), with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards TDC.

[0049] At block 410, the method includes intaking the unbumt exhaust gases from the exhaust common rail (112) into the cylinder using the exhaust common rail valve (106), with 160 degrees of crankshaft rotation towards BDC.

[0050] At block 412, the method includes exhausting exhaust gases to an exhaust duct from the cylinder through an exhaust valve (108) formed on the cylinder head (102), with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC, wherein the exhausting of the exhaust gases to the exhaust duct is performed when the crankshaft is 40 degrees before BDC. [0051] The order in which the method 400 is described is not intended to be construed as a limitation, and any number of the described method blocks can be combined in any order to implement the method or alternate methods. Additionally, individual blocks may be deleted from the method 400 without departing from the scope of the subject matter described herein.

[0052] The above description does not provide specific details of the manufacture or design of the various components. Those of skill in the art are familiar with such details, and unless departures from those techniques are set out, techniques, known, related art or later developed designs and materials should be employed. Those in the art are capable of choosing suitable manufacturing and design details.

ADVANTAGESOFTHEPRESENT DISCLOSURE

[0053] The present disclosure provides a six-stroke hybrid mono combustion with exhaust common rail technology.

[0054] The present disclosure provides a six-stroke engine which has low operating temperature in comparison to four stroke engines.

[0055] The present disclosure provides a six-stroke engine which utilizes 100 % exhaust gases in its second power stroke.

[0056] The present disclosure provides a six-stroke engine which reduces the pollutant emission by 90 % as the engine is utilizing 100 % exhaust gases in its second power stroke.

[0057] In this the proposed technology, 50 % air will be used only and is the great benefit for maintaining clean atmosphere.

[0058] One another benefit is that the brake load of compression will also be reduced to 33 % of total load in comparison to four-stroke engines. Also, if anyone using six-cylinder engine for power, he/she compromise with the four cylinder engine for same power. [0059] The present disclosure providesasix-stroke engine in which one power stroke can rotate crankshaft three times, this is achieved by adding new exhaust stroke and one more power stroke

[0060] The present disclosure provides a six-stroke engine which provide 50 % more mileage in comparison to four stroke engines.

[0061] The present disclosure provides a six-stroke engine which is having minimum vibration in comparison to four stroke engines.

[0062] While the foregoing describes various embodiments of the present disclosure, other and further embodiments of the present disclosure may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The present disclosure is not limited to the described embodiments, versions or examples, which are included to enable a person having ordinary skill in the art to make and use the present disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

Claims

We claim:

1. A method of operating a six-stroke engine (100), said method comprising:

intaking air contained in an air intake manifoldinto a cylinder through an air intake valve (104) formed on a valve head(102) mounted on the cylinder, with 22 degrees of crankshaft rotation towardstop dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC;

compressing the air in the cylinder in which fuel is introduced through a fuel injectormounted (110) on the valve head, causing a mixture of the air and fuel, with 140 degrees of crankshaft rotation towards TDC, wherein the fuel is introduced when the crankshaft is 29 degrees before TDC;

causing combustion of said mixture of the air and fuel, with 140 degrees of crankshaft rotation towards BDC;

expulsing unbumt exhaust gasesto an exhaust common rail (112) through an exhaust common rail valve (106) formed on the valve head (102), with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards TDC;

intaking the unbumt exhaust gases from the exhaust common rail (112) into the cylinder using the exhaust common rail valve (106), with 160 degrees of crankshaft rotation towards BDC; and

exhausting exhaust gases to an exhaust duct from the cylinder through an exhaust valve (108) formed on the cylinder head (102), with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC, wherein the exhausting of the exhaust gases to the exhaust duct is performed when the crankshaft is 40 degrees before BDC.

2. The method as claimed in claim 1, comprising opening any one of the air intake valve (104), the exhaust common rail valve (106), and the exhaust valve (108), at a single point of time.

3. The method as claimed in claim 1, comprising opening the exhaust common rail valve(106) for removing the exhaust gases towards the exhaust common rail (112), closing the exhaust common rail valve (106) after removal of the exhaust gases, and reopening the exhaust common rail valve (106) for intake of the exhaust gases into the cylinder from the exhaust common rail (112).

4. A six-stroke engine (100), comprising:

an engine block;

a crankshaft (304) mounted within said engine block;

a cylinder within which a piston (302) is slidably mounted and operably connected to said crankshaft (304);

a valve head (102) fixedly attached to said engine block, wherein the valve head (102) comprises an air intake valve (104), an exhaust common rail valve (106), and an exhaust valve (108); and

an exhaust common rail (112) connected to the exhaust valve (106) to receive exhaust gases for resupply of the unbumt exhaust gases into the cylinder.

5. The six-stroke engine (100) as claimed in claim 4, wherein the six stoke engine (100) is operated by:

intaking air contained in an air intake manifold into the cylinder through the air intake valve (104) formed on the valve head (102) mounted on the cylinder, with 22 degrees of crankshaft rotation towards top dead center (TDC) followed with 180 degrees of crankshaft rotation towards bottom dead center (BDC) further followed with 40 degrees of crankshaft rotation towards TDC;

compressing the air in the cylinder in which fuel is introduced through the fuel injector mounted (110) on the valve head (102), causing a mixture of the air and fuel, with 140 degrees of crankshaft rotation towards TDC, wherein the fuel is introduced when the crankshaft is 29 degrees before TDC;

causing combustion of said mixture of the air and fuel, with 140 degrees of crankshaft rotation towards BDC;

expulsing unbumt exhaust gases to the exhaust common rail (112) through the exhaust common rail valve (106) formed on the valve head (102), with 40 degrees of crankshaft rotation towards BDC followed with 242 degrees of crankshaft rotation towards TDC;

intaking the unbumt exhaust gases from the exhaust common rail (112) into the cylinder using the exhaust common rail valve (106), with 160 degrees of crankshaft rotation towards BDC; and

exhausting exhaust gases to an exhaust duct from the cylinder through an exhaust valve (108) formed on the cylinder head (102), with 40 degrees of crankshaft rotation towards BDC followed with 180 degrees of crankshaft rotation towards TDC further followed with 22 degrees of crankshaft rotation towards BDC, wherein the exhausting of the exhaust gases to the exhaust duct is performed when the crankshaft is 40 degrees before BDC.