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Title:
COMMON AIR SUPERCHARGED FOUR-STROKE INTERNAL COMBUSTION ENGINE WITH OVERHEATED FUEL INJECTION AND SCREENED COMBUSTION CHAMBER
Document Type and Number:
WIPO Patent Application WO/2017/122036
Kind Code:
A4
Abstract:
The subject of the invention is a common air supercharged four-stroke internal combustion engine with overheated fuel injection and screened combustion chamber (106). The engine is supercharged with three swept volume air, has a combustion chamber (106) equipped with a screen (48) to reduce thermal loss and features direct injection of overheated fuel to reduce harmful emissions. This engine has a swept volume of one third of that of a naturally aspirated engine (104) with the same output. Two swept volume supercharging air is generated in the supercharging compressor chamber (7) underneath the piston (4), and one swept volume supercharging air is generated during the suction stroke. The supercharging air is stored in tanks from which the air is released for the supercharging action to take place. Both the temperature and the mass of the supercharging air are adjustable. The supercharging action and energy generation can be suspended for each cylinder (1) in case of partial workload (when the full output of the engine is not momentarily utilized). The invention converts exhaust gas energy into electric energy by use of a turbo generator (43).

Inventors:
OLÁH, Antal (Kaszásdűlő UTCA 1.2/20, 1033 Budapest, HU)
Application Number:
HU2017/000001
Publication Date:
September 08, 2017
Filing Date:
January 12, 2017
Export Citation:
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Assignee:
OLÁH, Antal (Kaszásdűlő UTCA 1.2/20, 1033 Budapest, HU)
International Classes:
F02B29/04; F02M53/06
Attorney, Agent or Firm:
KORMOS, Ágnes (Váci út 66. FSZT.3, 1132 Budapest, HU)
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Claims:
AMENDED CLAIMS

received by the International Bureau on 07 July 2017 (07.07.2017)

1. Four-stroke internal combustion engine with common air supercharging, which comprises, amongst others, typical and known parts such as the cylinders (1), the pistons (4), the valves (8, 9, and 10), the driving gear, the sensors, the engine control unit, the electric accumulators, and which has its supercharging air generating compressors arranged in the areas bordered by the cylinder (1), the cylinder foot (3) and the piston (4), and which has a smaller swept volume compared to a naturally aspirated engine (104) that uses the same amount of air per working cycle, and which has at least one tank for storing the supercharging air, at least one cooler (15) for cooling the supercharging air, at least one turbo generator (43) for utilizing the energy obtained from the exhaust gas, at least one electric motor/generator (44) for driving and braking the crankshaft (41), characterized in that it has at least one common air supercharging mechanism, which, in each working cycle, after the suction has taken place, fills the working chamber (6), that already contains air sucked in during the suction stroke, with additional air from the supercharging air storage tanks.

2. The engine according to claim 1, characterized in that it has a swept volume that is 60 to 67 percent smaller than that of a naturally aspirated engine (104) which uses the same amount of air per working cycle.

3. Common air supercharging mechanism of the engine according to claims 1 to 2, characterized in that it comprises a common air pipe (24) that leads the supercharging air to the cylinders, and comprises a common air supercharging regulator (21) that regulates the pressure and temperature of the air transferred from the supercharging air storage tanks into the common air pipe (24), and comprises either a supercharging valve (9) that leads the air from the common air pipe (24) to the cylinders (1), a suction chamber open-close supercharging valve (29) or a direct supercharging valve (32).

4. Common air pipe (24) of the engine according to claims 1 to 3, characterized in that it has, where applicable, an open-close supercharging toggle valve (25) in its section leading to the cylinders (1) to enable switching on and off the cylinder supercharging operation.

5. A screen (48) reducing the thermal loss in the internal combustion engine, characterized in that it is made of at least one layer of heat resistant sheet, the screen (48) is mounted to the screened surface (53) by the screen mount supports (50) by means of creating an air gap (49), and the total combined cross-sectional surface area of the screen mount supports (50) in aggregate is smaller than 2 percent of the screened surface (53) when using screen mount supports (50) made of any type of metal, or smaller than 5 percent of the screened surface (53) when using screen mount supports (50) made of heat insulating material, or smaller than 5 percent of the screened surface (53) when mounting to a heat insulated metallic insert (54) by means of screen mount supports (50) made of any type of metal.

6. The screen (48) according to claim 5, characterized in that the ratio of the thickness of the screened surface (53) to the thickness of the screen (48) is greater than 100, and the ratio of the thickness of the screened surface (53) to the thickness of the air gap (49) is greater than 50, and that the screen (48) has screen mount supports (50) that are longer than the thickness of the air gap (49), and that the screen (48) is mounted to the material of the screened surface (53) and/or to a fastening insert provided that such insert is a metallic fastening insert (52) and/or a heat insulated metallic insert (54) and/or an insert made of heat insulating material (55), and that the screen (48) may have compensating slots (51) on it that compensate for differences in pressure.

7. The screen (48) according to claims 5 to 6, characterized in that, for piston engines, it is arranged on the cylinder head (2) and/or on the suction valve (8) and/or on the supercharging valve (9) and/or on the exhaust valve (10) and/or on the piston crown (58) and/or on the surface of the head land (59) and/or on the valve stem of the exhaust valve (10) and/or on the surface of the exhaust chamber (57), whereas for Wankel engines, it is arranged on the front surface of the rotating piston (108) and/or on the surface of the rotating piston chamber (109).

8. The screen (48) according to claims 5 to 6, characterized in that it is arranged on the internal surface of hot gas transferring pipes.

9. Heat exchanger heating the fuel for internal combustion engines equipped with direct injection technology, characterized in that it has a heat absorbing surface directly heated with the heat from the combustion chamber (106) and/or with the heat from the cylinder head (2), and that it has a closed heat transfer surface that provides for the heating of injection pressure fuel by means of flow- through, and that it has a section leading the heated portion of the fuel to the nozzle needle tip (99) of the fuel injector valve.

10. The heat exchanger according to claim 9, characterized in that it is arranged in the injector valve, and that its heat absorbing surface consists of the injector nozzle body (98) and the heat transfer chamber cover cylinder (101), and that its heat transfer surface consists of the heat transfer chamber (102) arranged in the injector nozzle body (98), and that the heat transfer chamber closing cylindrical cavity (103) leads the heated portion of the fuel to the nozzle needle tip (99) of the injector valve.

11. Procedure to operate the engine according to claims 1 to 10 equipped with common air supercharging technology and screened combustion chamber (106), during which:

- per each working cycle, a volume of air corresponding to twice the swept volume is compressed to a pressure of at least 3 bars in the supercharging compressor chamber (7) in the compression/expansion stroke and in the exhaust/suction stroke, and the compressed air is stored in tanks,

- per each working cycle, a volume of air corresponding to one time the swept volume is sucked into the working chamber (6) in the suction stroke,

- per each working cycle, after the suction has taken place, an additional volume of air corresponding to twice the swept volume is supercharged into the working chamber (6) from the supercharging air storage tanks with the volume and temperature of the supercharging air being regulated by the common air supercharging regulator (21),

- the volume of air corresponding to three times the swept volume is compressed in the compression stroke,

- the fuel is heated when it passes through the heat transfer chamber (102) and is then injected into the working chamber (6),

- the air/fuel mixture is ignited by means of electric spark or, in diesel engines, is achieved via compression ignition,

- in the expansion stroke, the pressure energy is used to rotate the crankshaft (41) and compress the supercharging air,

- in the exhaust stroke, the exhaust gas is led to the turbo generator (43), which converts the energy obtained from the exhaust gas into electric energy,

- after the conversion has taken place, the so converted electric energy is led to the electric motor/generator (44) and/or to the electric accumulator,

- the electric motor/generator (44) is used to rotate the crankshaft (41) and reduce the fluctuation in the rotation speed of the crankshaft (41) by means of regulating the turning torque of the electric motor/generator (44).

12. The procedure according to claim 11, characterized in that, upon acceleration, a volume of air corresponding to more than three times the swept volume is supercharged into the working chamber (6) per each working cycle and/or the turning torque of the electric motor/generator (44) is increased.

13. The procedure according to claim 11, characterized in that, upon braking, the fuel injection and supercharging operations of the cylinders (1) are suspended, and the compressors continue to run to fill the supercharging air storage tanks with supercharging air and/or the electric motor/generator (44) is switched to generator mode to charge the electric accumulator.

14. The procedure according to claim 11, characterized in that, upon partial workload, cycle hybrid operating mode is activated during which the energy generating action of certain cylinders (1) is switched off by means of suspending their fuel injection and supercharging operations, the compressors of the switched off cylinders (1) continue to run, the working cylinders (1) are supercharged with a volume of air corresponding to either three times the swept volume or more than that with use of the excessive air compressed by the switched off cylinders (1), and the fluctuation in the rotation speed of the crankshaft (41) is reduced, by means of regulating the turning torque of the electric motor/generator (44), more specifically adjusting the turning torque to either a lower value or, by switching the electric motor/generator (44) to generator operating mode, to a negative value in the expansion stroke of working cylinders (1), or adjusting the turning torque of the electric motor/generator (44) to a higher value in the expansion stroke of the switched off cylinder (1), respectively.

15. Common air supercharging Wankel engine, which has at least two piston housings with one of the piston housings being arranged as a compressor piston housing (96) and the other piston housing being arranged as a working piston housing (97), and which has a smaller chamber volume compared to a non-superchargeable Wankel engine that uses the same amount of air per working cycle, and which has at least one tank for storing the supercharging air, at least one cooler (15) for cooling the supercharging air, at least one turbo generator (43) for utilizing the energy obtained from the exhaust gas, and at least one electric motor/generator (44) for driving and braking the crankshaft (41), characterized in that it comprises at least one common air supercharging mechanism, which, in each working cycle, after the suction has taken place, fills the chamber, that already contains air sucked in during the suction operation, with additional air from the supercharging air storage tanks.

16. Common air supercharging Wankel engine, which has at least two piston housings with one of the piston housings being arranged as a compressor piston housing (96) and the other piston housing being arranged as a working piston housing (97), and which has at least one tank for storing the supercharging air, at least one cooler (15) for cooling the supercharging air, at least one turbo generator (43) for utilizing the energy obtained from the exhaust gas, and at least one electric motor/generator (44) for driving and braking the crankshaft (41), characterized in that it comprises at least one common air supercharging mechanism, which, during the suction operation, fills the chamber with air from the supercharging air storage tanks.

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