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Title:
DEVICE AND PROCEDURE FOR INCREASING THE EFFICIENCY OF INTERNAL COMBUSTION ENGINES
Document Type and Number:
WIPO Patent Application WO/2015/092451
Kind Code:
A1
Abstract:
The subject of the invention is a device and the procedure of this device for increasing the efficiency of four-cycle internal combustion engines which has a cylinder (1), a piston (2) moving in the cylinder (1), a crank mechanism consisting of a driving rod (4), and a crankshaft (5), a suction stub (6), a suction valve (7), an exhaust valve (8), and an explosion unit (9). It has an increased compression ratio between 12 and 50, and that it has a filling regulator unit (10) connected to the suction stub (6) regulating the volume of external air entering the cylinder (1).

Inventors:
PAKAI TIBOR (HU)
Application Number:
PCT/HU2013/000134
Publication Date:
June 25, 2015
Filing Date:
December 20, 2013
Export Citation:
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Assignee:
PAKAI TIBOR (HU)
International Classes:
F02D9/02; F02D9/12; F02D41/00; F02M9/127; F02M35/10
Domestic Patent References:
WO1989000643A11989-01-26
WO2005111399A12005-11-24
WO1996001939A11996-01-25
WO2007077049A12007-07-12
Foreign References:
SE453851B1988-03-07
EP0294637A21988-12-14
GB2417290A2006-02-22
EP2096281A12009-09-02
JP2004360562A2004-12-24
EP1696114A12006-08-30
US20030024502A12003-02-06
Attorney, Agent or Firm:
PINTZ, György (Pf. 590, Budapest, HU)
Download PDF:
Claims:
CLAIMS

1. Device for increasing the efficiency of four-cycle internal combustion engines which has a cylinder (1), a piston (2) moving in the cylinder (1), a crank mechanism consisting of a driving rod (4), and a crankshaft (5), a suction stub (6), a suction valve (7), an exhaust valve (8), and an explosion unit (9), characterized in that - depending on the type of the engine - it has an increased compression ratio between 12 and 50, and that it has a filling regulator unit (10) connected to the suction stub (6) regulating the volume of external air entering the cylinder (1).

2. The device according to claim 1, characterized in that the filling regulator unit (10) is a mechanic pressure regulator regulating the pressure of the air input, which has a bevelled valve (12) with a plunger (11), a valve cage (13), a cushion disk (14) fitting to the plunger (11), a pressure regulator spring (15) attached thereto, a spring-seat (16), and a house (17).

3. The device according to claim 1, characterized in that the filling regulator unit (10) is an electronic pressure controller, which has a sensor to measure air pressure in the suction stub (6) and a valve regulating the air entering the suction stub (6).

4. The device according to claim 1, characterized in that the filling regulator unit (10) is a volume regulator, which has a pre-chamber connected to the suction stub (6) and an entry valve connected to the pre-chamber.

5. The device according to claim 1, characterized in that the filling regulator unit (10) is a volume meter or a flow meter, which has a volume flow meter connected to the suction stub (6), before which a controlled entry valve is connected.

6. Any of the devices according to claims 1 to 5, characterized in that in spark- ignition engines, the explosion unit (9) is an igniter and mixing unit (91), and the increased compression ratio is 12 to 40, preferably 20.

7. Any of the devices according to claims 1 to 5, characterized in that in compression- ignition engines, the explosion unit (9) is a high-pressure fuel injector unit (92) and the increased compression ratio is 25 to 50, preferably 40.

8. Procedure for increasing the efficiency of four-cycle internal combustion engines, during which the engine is operated in four cycles - i.e. the suction cycle, the compression cycle, the explosion cycle, and the exhaustion cycle -, and the valves are closed, opened, opened together, left open for a definite period, or may be opened in each cycle as necessary, characterized in that - depending on the type - an engine with increased compression ratio between 12 to 50 is used, and in the commencement phase of the suction cycle, the piston (2) is in the top dead point, while the suction valve (7) and the exhaust valve (8) is closed, and, in the interim phase of the suction cycle, the piston (2) is moved downward, while the suction valve (7) is opened and the exhaust valve (8) is closed, and the cylinder (1) is filled through the filling regulator unit (10) connected to the suction stub (6) with air the pressure of which is lower than the outside air, which will not cause spontaneous ignition or mechanic overload during compression, then, in the final phase of the suction cycle, the piston (2) is moved to the bottom dead point and the suction valve (7) is closed, and then, in the compression cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) is closed and the exhaust valve (8) is kept closed, and then, in the explosion cycle in - or close to - the top dead point and with the suction valve (7) and the exhaust valve (8) closed, an explosion is caused by the explosion unit (9), and then the piston (2) is moved downward from the top dead point with the suction valve (7) and the exhaust valve (8) being closed, and, when approaching the end of the explosion cycle - i.e. when the piston (2) approaches its bottom dead point - the exhaust valve (8) is kept closed, and then, in the exhaust cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) is closed and the exhaust valve (8) is open, so as to allow the exhaust gases to leave, and then, at the end of the exhaustion cycle, the piston (2) is moved again to the top dead point, while the suction valve (7) is kept closed and the exhaust valve (8) is closed, and then each step is repeated from the suction cycle continuously.

9. The procedure according to claim 8, characterized in that, as the case may be, the suction valve (7) and the exhaust valve (8) is opened together in the commencement phase of the suction cycle and at the end of the exhaust cycle, the suction valve (7) is kept open for a definite period in the final phase of the suction cycle, and the exhaust valve (8) may be opened in the final phase - approaching thereto - of the explosion cycle.

10. Any of the procedures according to claims 8 or 9, characterized in that a spark- ignition engine with 12 to 40 - preferably 20 - increased compression ratio is operated, and in the commencement phase of the suction cycle, the piston (2) is in the top dead point, while the suction valve (7) and the exhaust valve (8) is closed, or opened together as the case may be, and, in the interim phase of the suction cycle, the piston (2) is moved downward, while the suction valve (7) is opened and the exhaust valve (8) is - or is kept - closed, and then the cylinder (1) is filled with a mixture of fuel and sucked-in air, so that no spontaneous ignition takes place at the end of the compression cycle, and, in the final phase of the suction cycle, which is also the commencement phase of the compression cycle, the piston (2) is moved to the bottom dead point and the suction valve (7) is closed, or is kept open for a definite period as the case may be, and then, in the interim phase of the compression cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) and the exhaust valve (8) is kept closed, and then the piston (2) is moved into - or close to - the top dead point, and then the fuel mixture is exploded with a spark by the igniter and mixing unit (91) in the last phase of the compression cycle, which is also the commencement phase of the explosion cycle, while the suction valve (7) and the exhaust valve (8) is kept closed, and then, in the interim and final phases of the explosion cycle, and in the commencement phase of the exhaustion cycle, the piston (2) is moved downward from the top dead point until the bottom dead point of the piston (2) with the suction valve (7) and the exhaust valve (8) being closed, and, when approaching the bottom dead point, the exhaust valve (8) is kept closed - but may be opened as well as the case may be -, and then, in the commencement and interim phases of the exhaust cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) is closed and the exhaust valve (8) is open, so as to allow the exhaust gases to leave, and then, at the end of the exhaustion cycle, which is also the commencement phase of the suction cycle, the piston (2) is moved again to the top dead point, while the suction valve (7) is kept closed and the exhaust valve (8) is closed, or the valves may be opened together as the case may be, and then each step is repeated from the suction cycle continuously.

11. Any of the procedures according to claims 8 or 9, characterized in that a compression-ignition engine with 25 to 50 - preferably 40 - increased compression ratio is operated, and in the commencement phase of the suction cycle, the piston (2) is in the top dead point, while the suction valve (7) and the exhaust valve (8) is closed, or opened together as the case may be, and, in the interim phase of the suction cycle, the piston (2) is moved downward, while the suction valve (7) is opened and the exhaust valve (8) is - or is kept - closed, and then the cylinder (1) is filled with sucked-in air, so that the temperature of the compressed air will be sufficient to ignite the fuel in the explosion cycle, and, in the final phase of the suction cycle, which is also the commencement phase of the compression cycle, the piston (2) is moved to the bottom dead point and the suction valve (7) is closed, or is kept open for a definite period as the case may be, and then, in the interim phase of the compression cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) and the exhaust valve (8) is kept closed, and then, in the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, fuel is injected by the high-pressure fuel injector unit (92) while the suction valve (7) and the exhaust valve (8) is closed and the piston (2) is in - or close to - the top dead point, which is ignited by the air compressed to the sufficient temperature, and then, in the interim and final phases of the explosion cycle, and in the commencement phase of the exhaustion cycle, the piston (2) is moved downward from the top dead point until the bottom dead point of the piston (2) with the suction valve (7) and the exhaust valve (8) being closed, and, when approaching the bottom dead point, the exhaust valve (8) is kept closed - but may be opened as well as the case may be -, and then, in the commencement and interim phases of the exhaust cycle, the piston (2) is moved upward from the bottom dead point, while the suction valve (7) is closed and the exhaust valve (8) is open, so as to allow the exhaust gases to leave, and then, at the end of the exhaustion cycle, which is also the commencement phase of the suction cycle, the piston (2) is moved again to the top dead point, while the suction valve (7) is kept closed and the exhaust valve (8) is closed, or the valves may be opened together as the case may be, and then each step is repeated from the suction cycle continuously.

Description:
DEVICE AND PROCEDURE FOR INCREASING THE EFFICIENCY OF INTERNAL

COMBUSTION ENGINES

The subject of the invention is a device and procedure for increasing the efficiency of fourcycle internal combustion engines.

The device according to the invention can be applied advantageously when manufactured along the engine with traditional technology or when connected to an existing Diesel engine turned into a petrol engine.

The problems caused by extra high compression ratio do not arise with engines operated with the device and procedure according to the invention, as the cylinder space is filled up depending on the compression ratio and at a pressure below external air pressure. On the other hand, the extra expansion space - which significantly increases the efficiency of engines - is a consequence of the extra high compression ratio and reduces the temperature and pressure of exhaust gases.

It is known that there are two types of four-cycle internal combustion engines - the Otto engine and the Diesel engine - commonly used in the automotive industry today. In terms of increasing efficiency and protecting the environment, the creation of the perfect mix and the catalyst is in the primary focus of the developments of spark-ignition engines, while the development of compression-ignition engines the developments focus on the making the injector better, on using over-pressurised turbines, and changing the controls of the inlet valve.

Numerous inventions became registered patents on this field. For example, the state of the art include devices that regulate the injection of air/fuel mix, which improve the operation of the engine on the basis of processing data from various sensors (e.g. air pressure, temperature, fuel characteristics). Such solutions are described, for example, in documents No. JP2002310011, JP 9236031, and JP2010024924.

The invention described in patent document No. US2003010323 can achieve further accuracy by taking into consideration the position of the butterfly valve.

The mechanic carburettor described in document No. US2011226218 also improves the mixing process.

Document No. CN101798971 describes a system that takes into consideration the feedback of motor oil steams into the suction pipe. Document No. JP2007291926 describes a solution to the problem of measuring the pressure of the suction piece, which improves the production of a more accurate air/fuel mix.

Document No. JP2001263128 describes a solution to regulating fuel pressure, which increases the accuracy of the air/fuel mix.

Document No. JP2009036176 describes a compression-ignition engine that runs on fuel/air mix, which - depending on the final compression pressure and temperature - is ignited by another type of fuel with lower ignition point injected directly.

None of the solutions described above are used in the device and procedure according to the invention.

Among the inventions forming the state of the art, the regulatory process described in patent document No. JP2009203895 may be considered as a solution close to the invention; this solution concerns the improvement of the operating efficiency of internal combustion engines by increasing the expansion ratio while preventing the problems arising from the high compression ratio. This result is achieved by producing an increased expansion ratio in case of higher compression ration by regulating how long the suction valve remains open after the bottom dead point. A disadvantage of this known solution is that the air- fuel mix returns to the suction pipe, thereby reducing efficiency.

The invention seeks to eliminate the shortfalls and disadvantages of known solutions and to produce a device and develop a procedure that allow the efficiency of four-cycle internal combustion engines to be increased by creating extra high compression ratio, the fuel to be burned more perfectly in an environment- friendly manner, the cooling of the engine to be reduced by reducing the temperature and pressure of exhaust gases, the use of a smaller and more silent exhaust system, the creation of an operationally warm environment in the cylinder during cold-ignition, the realisation of self-filling at higher rotational speed, manufacturing to be performed using traditional technology and simple structure, and production in an economic manner.

The solution according to the invention is based on the recognition that the device and procedure according to the invention achieves its objectives if a device and a procedure is created and developed that fills up the cylinder space depending on the compression ratio and at a pressure below the external air pressure, and the volume of external air fed into the engine - specifically manufactured with increased compression ratio - does not result in self-ignition at the end of the compression phase in spark-ignition engines, but is enough for ignition in compression-ignition engines without putting mechanical overload on the engine.

The most general form of implementation of the device according to the invention is implemented according to claim one. The various forms of implementation may be implemented according to claims 2 to 7.

The most general form of implementation of the procedure according to the invention is implemented according to claim 8.

The various procedural variants are described under claims 9 to 11.

The solution according to the invention is presented in more detail on drawings, where: Figure 1 shows a section of the theoretical axonometric drawing of the device according to the invention,

Figure 2 shows a section of the theoretical axonometric drawing of an advantageous implementation of the filling regulator unit according to the invention,

Figure 3 shows the theoretical section drawings of the steps of a procedural variant of the procedure according to the invention, where

Figure 3.1 shows the theoretical section drawing of the commencement phase of the suction cycle,

Figure 3.2 shows the theoretical section drawing of the interim phase of the suction cycle, Figure 3.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle,

Figure 3.4 shows the theoretical section drawing of the interim phase of the compression cycle,

Figure 3.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle,

Figure 3.6 shows the theoretical section drawing of the interim phase of the explosion cycle,

Figure 3.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle,

Figure 3.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, Figure 3.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle,

Figure 4 shows the theoretical section drawings of the steps of another variant of the procedure according to the invention, where Figure 4.1 shows the theoretical section drawing of the steps of a procedural variant of the procedure according to the invention,

Figure 4.2 shows the theoretical section drawing of the interim phase of the suction cycle, Figure 4.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle,

Figure 4.4 shows the theoretical section drawing of the interim phase of the compression cycle,

Figure 4.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle,

Figure 4.6 shows the theoretical section drawing of the interim phase of the explosion cycle,

Figure 4.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle,

Figure 4.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, and

Figure 4.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle.

Figure 1 shows a section of the theoretical axonometric drawing of the device according to the invention. The device has - among others - a cylinder 1, a piston 2 moving in the cylinder 1, a crank mechanism consisting of a pin 3, a driving rod 4, and a crankshaft 5, a suction stub 6, a suction valve 7, an exhaust valve 8, and an explosion unit 9. It is a characteristic of the device that - depending on the type of the engine - it has an increased compression ratio between 12 and 50, and that it has a filling regulator unit 10 connected to the suction stub 6 regulating the volume of external air entering the cylinder 1. As shown in the drawing, the explosion unit 9 is placed into two positions, and the intake of external air and the removal of exhaust gases is indicated with arrows.

Figure 2 shows a section of the theoretical axonometric drawing of an advantageous implementation of the filling regulator unit 10 according to the invention.

In this advantageous implementation form, the filling regulator unit 10 is a mechanic pressure regulator regulating the pressure of the air input, which has a bevelled valve 12 with a plunger 11, a valve cage 13 holding the bevelled valve 12, a cushion disk 14 fitting to the plunger 11, a pressure regulator spring 15 attached thereto, a spring-seat 16 holding the pressure regulator spring 15, and a house 17 covering all the components. Figure 3 shows the theoretical section drawings of the steps of a procedural variant of the procedure according to the invention, where a spring-ignition engine is operated with the compression ratio increased to 12 to 40.

Figure 3.1 shows the theoretical section drawing of the commencement phase of the suction cycle, where the piston 2 is in the top dead point in the cylinder 1 , and the suction valve 7 and the exhaust valve 8 is closed. In this case, when using air and fuel mixture, no unburnt fuel can enter the exhaust system, hence no catalyst needs to be used. If the suction valve 7 and the exhaust valve 8 is open, as the case may be, the flow of the exhaust gases can help to fill up the cylinder 1 with air, hence using a catalyst in such cases may be justified.

The figure also shows the filling regulator unit 10 connected to the suction stub 6, and the igniter and mixing unit 91, where the igniter unit is placed into the cylinder head, and the mixing unit is placed into the suction stub 6. The mixing unit may be also placed into the cylinder head. (The references used in Figure 3.1 are also used in Figures 3.2 to 3.9, but they are not mentioned necessarily when describing the various figures, as only the ones relevant to the given step are mentioned.)

Figure 3.2 shows the theoretical section drawing of the interim phase of the suction cycle, where the piston 2 is between the top and bottom dead point, the suction valve 7 is open, and the exhaust valve 8 is closed. The cylinder 1 is filled with a mix of fuel and external air sucked in through the filling regulator unit 10, so that no spontaneous combustion takes place at the end of the compression cycle.

Figure 3.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle, where the piston 2 is in the bottom dead point and the suction valve 7 is closed. If the piston 2 is moved upward, no more air can enter the cylinder 1. If, as the case may be, the suction valve 7 is kept open for a definite period, more air may enter the cylinder 1 at a higher rotation speed, thereby increasing the filling with air, but no fuel can return to the suction stub 6 when using a fuel mixture, which could interfere with the mixing process.

Figure 3.4 shows the theoretical section drawing of the interim phase of the compression cycle, where the piston 2 is between the bottom and top dead point, and the suction valve 7 and the exhaust valve 8 is closed.

Figure 3.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, where the piston 2 is in, or close to, the top dead point, and the fuel mixture is ignited with the igniter and mixing unit 91 , and the suction valve 7 and the exhaust valve 8 is closed. The ignition is indicated on the drawing separately with an igniter and a spark.

Figure 3.6 shows the theoretical section drawing of the interim phase of the explosion cycle, where the piston 2 is between the top and bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed. (This is the actual expansion or working cycle.)

Figure 3.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle, where the piston 2 is in, or close to, the bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed, thereby allowing the maximum expansion of exhaust gases with any remaining exploitable energy. As the case may be, the exhaust valve 8 is open when approaching the bottom dead point. In this case the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster.

Figure 3.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, where the piston 2 is between the bottom and top dead point, the suction valve 7 is closed, and the exhaust valve 8 is open, so that the exhaust gases can leave through it.

Figure 3.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle, where the piston 2 is in the top dead point, and the suction valve 7 and the exhaust valve 8 is closed.

In this case, the statements made in the course of describing Figure 3.1 are also true, both when the suction valve 7 and the exhaust valve 8 are closed and open.

Figure 4 shows the theoretical section drawings of the steps of another variant of the procedure according to the invention, where a compression-ignition engine with increased compression ratio is used.

Figure 4.1 shows the theoretical section drawing of the commencement phase of the suction cycle, where the piston 2 is in the top dead point in the cylinder 1, and the suction valve 7 and the exhaust valve 8 is closed. If the suction valve 7 and the exhaust valve 8 is open, as the case may be, the flow of the exhaust gases can help to fill up the cylinder 1 with air.

The figure also shows the suction stub 6 and the high-pressure fuel injector unit 92 placed into the cylinder head. (The references used in Figure 4.1 are also used in Figures 4.2 to 4.9, but they are not mentioned necessarily when describing the various figures, as only the ones relevant to the given step are mentioned.)

Figure 4.2 shows the theoretical section drawing of the interim phase of the suction cycle, where the piston 2 is between the top and bottom dead point, the suction valve 7 is open, and the exhaust valve 8 is closed. The cylinder 1 is filled with a mix of fuel and external air sucked in through the filling regulator unit 10, so that the temperature of the compressed air is sufficient to ignite the fuel in the explosion cycle.

Figure 4.3 shows the theoretical section drawing of the final phase of the suction cycle, which is also the commencement phase of the compression cycle, where the piston 2 is in the bottom dead point and the suction valve 7 is closed. If the piston 2 is moved upward, no more air can enter the cylinder 1. If, as the case may be, the suction valve 7 is kept open for a definite period, more air may enter the cylinder 1 at a higher rotation speed, thereby increasing the filling with air.

Figure 4.4 shows the theoretical section drawing of the interim phase of the compression cycle, where the piston 2 is between the bottom and top dead point, and the suction valve 7 and the exhaust valve 8 is closed.

Figure 4.5 shows the theoretical section drawing of the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, where the piston 2 is in, or close to, the top dead point, and fuel is injected by the high-pressure fuel injector unit 92, which is ignited by the air pressed to the sufficient temperature.

Figure 4.6 shows the theoretical section drawing of the interim phase of the explosion cycle, where the piston 2 is between the top and bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed. (This is the actual expansion or working cycle.)

Figure 4.7 shows the theoretical section drawing of the final phase of the explosion cycle, which is also the commencement phase of the exhaust cycle, where the piston 2 is in, or close to, the bottom dead point, and the suction valve 7 and the exhaust valve 8 is closed, thereby allowing the maximum expansion of exhaust gases with any remaining exploitable energy. As the case may be, the exhaust valve 8 is open when approaching the bottom dead point. In this case the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster. Figure 4.8 shows the theoretical section drawing of the interim phase of the exhaust cycle, where the piston 2 is between the bottom and top dead point, the suction valve 7 is closed, and the exhaust valve 8 is open, so that the exhaust gases can leave through it.

Figure 4.9 shows the theoretical section drawing of the final phase of the exhaust cycle, which is also the commencement phase of the suction cycle, where the piston 2 is in the top dead point, and the suction valve 7 and the exhaust valve 8 is closed.

In this case, the statements made in the course of describing Figure 4.1 are also true, both when the suction valve 7 and the exhaust valve 8 are closed and open.

The operation of the device according to the invention is described with regard to the drawings and the above descriptions.

The solution according to the invention is used primarily to increase the efficiency of fourcycle internal combustion engines by applying engines with increased compression ratio. According to relevant literature and general agreement, compression ratio means the ratio of the cylinder space to the combustion chamber (useless space) space. It can be also described as the ratio of the space above the bottom dead point of the piston 2 to the space above the top dead point of the piston 2.

It is important that the invention applies to all four-cycle internal combustion engines with any unconventional or increased compression ratio, including Otto engines and Diesel engines as well.

For the purpose of this invention, the increased compression ratio of an engine means higher compression ratio than the maximum compression ratio of the engine operated with given fuel and at a given temperature, while the maximum compression (final compression pressure) remains unchanged. It is maximum, because the compression may - and does - change during operation, but the compression ratio does not, because the compression ratio remains unchanged after the production of the engine. (E.g. the maximum compression ratio is 10 to 1 in Otto engines running at approximately 90°C on 95 ON fuel, while the increased compression ratio of our invention is higher than this figure - i.e. 10 - and is preferable 20.)

Based on the above considerations, the operation of the device according to the invention is as follows:

The engine with increased compression ratio and fitted with a filling regulator unit 10 is operated in four cycles - i.e. suction, compression, explosion, and exhaustion -, and, in the commencement phase of the suction cycle, the piston 2 is in the top dead point, while the suction valve 7 and the exhaust valve 8 is closed. The two valves may be opened, in which case e flow of the exhaust gases can help to fill up the cylinder 1 with air, as described above.

Subsequently, the piston 2 is moved upward in the interim phase of the suction cycle, while the suction valve 7 is opened and the exhaust valve 8 is closed. The cylinder 1 is filled through the filling regulator unit 10 connected to the suction stub 6 with air the pressure of which is lower than the outside air, which will not cause spontaneous ignition or mechanic overload during compression. (Experience shows that cylinder 1 is preferably filled with 50 to 95% of the outside air pressure.) In the final phase of the suction cycle, which is also the commencement phase of the compression cycle, the piston 2 is moved to the bottom dead point. If the piston 2 is moved upward and the suction valve 7 is closed, no more air can enter the cylinder 1. As the case may be, the suction valve 7 is left open for a definite period. In this case, more air can enter the cylinder 1 at higher rotation speed, thereby increasing the air fill, but - when using a fuel mixture - no fuel can return the suction stub 6, which would interfere with the mixing, as described above.

In the compression cycle, the piston 2 is moved upward from the bottom dead point, while the suction valve 7 is closed and the exhaust valve 8 is closed. In the explosion cycle in - or close to - the top dead point and with the suction valve 7 and the exhaust valve 8 closed, an explosion is caused by the explosion unit 9. Then, the piston 2 is moved downward from the top dead point with the suction valve 7 and the exhaust valve 8 being closed, and, when approaching the end of the explosion cycle - i.e. when the piston 2 approaches its bottom dead point - the exhaust valve 8 is kept closed.

This was the exhaust gases with any exploitable energy left are allowed to expand to the maximum extent. As the case may be, the exhaust valve 8 may be opened. In this case, the remaining exploitable energy of the exhaust gases may be lost, but the emptying of the cylinder 1 becomes faster. Then, in the exhaust cycle, the piston 2 is moved upward from the bottom dead point, while the suction valve 7 is closed and the exhaust valve 8 is open, so as to allow the exhaust gases to leave.

At the end of the exhaustion cycle, the piston 2 is moved again to the top dead point, while the suction valve 7 is kept closed and the exhaust valve 8 is closed. In this case, when using air and fuel mixture, no unburnt fuel can enter the exhaustion system, so there is no need to use any catalyst. As the case may be, the valves may be opened, in which case the output of exhaust gases helps the cylinder 1 to fill up with air. Thereafter, each step is repeated from the suction cycle continuously.

In an advantageous implementation form of the device according to the invention, a spark- ignition engine with 12 to 40 increased compression ratio is operated. In this case, the cylinder 1 is filled with the mixture of fuel and air sucked in through the filling regulator unit 10 connected to the suction stub 6, so that no spontaneous combustion takes place at the end of the compression cycle. This can be achieved by having the filling regulator unit 10 to allow maximum 95% of the external air quantity to enter the cylinder 1 through the suction stub 6. Also, the fuel mix is exploded with a spark by the igniter and mixing unit 91 in the last phase of the compression cycle, which is also the commencement phase of the explosion cycle, while the suction valve 7 and the exhaust valve 8 is kept closed, and the exhaust valve 8 is opened after the completion of the explosion cycle in the exhaustion cycle to allow the exhaust gases to leave.

In another advantageous implementation form of the device according to the invention, a compression-ignition engine with 25 to 50 increased compression ratio is operated. In this case, the cylinder 1 is filled with air sucked in through the filling regulator unit 10 connected to the suction stub 6, so that the temperature of the compressed air in the explosion cycle is enough igniting the fuel without putting mechanical overload on the engine. Also, at the final phase of the compression cycle, which is also the commencement phase of the explosion cycle, fuel is injected by the high-pressure fuel injector unit 92 while the suction valve 7 and the exhaust valve 8 is closed and the piston 2 is in - or close to - the top dead point, which is ignited by the air compressed to the sufficient temperature. Then, when the explosion cycle is completed, the exhaust valve 8 is also opened in the exhaustion cycle, so that the exhaust gases can leave.

Another important part of the solution according to the invention is the filling regulator unit 10, that ensures that the volume of air entering the cylinder 1 is always less than the volume of air that would enter freely (that is maximum 95% of the external air pressure). This is why the compression ratio of the engine according to the invention can be increased with maximum performance (maximum input and fully burnt fuel) in comparison to the compression ratio of traditional engines running without air suppression. This increased compression ratio enables the extra expansion following the explosion, which results in - among others - the increased efficiency of the engine. According to the above considerations, the volume of air that can be loaded into the cylinder 1 depends on the displacement volume of the cylinder 1, the compression ratio of the engine, the temperature and pressure of the inbound air, and the used fuel. Consequently, the filling regulator unit 10 can be implemented on the basis of measuring the pressure, volume, and temperature - and the combination thereof - of the inbound air. Some examples are described in this respect.

In an advantageous implementation form of the filling regulator unit 10, it is a mechanic pressure controller that regulates the pressure of inbound air and ensures the difference between the pressure of external air and the pressure of air flowing into the suction stub 6. The pressure regulator spring 15 determines how much smaller the air pressure in the suction stub 6 should be than the external air pressure. If this pressure difference is large, the bevelled valve 12 opens, otherwise it closes.

In another advantageous implementation form of the filling regulator unit 10, it is an electronic pressure controller, which has a sensor to measure air pressure in the suction stub 6 and has a valve regulating the air entering the suction stub 6.

In another advantageous implementation form of the filling regulator unit 10, it is a volume regulator, which has a pre-chamber connected to the suction stub 6 and an entry valve connected to the pre-chamber.

In another advantageous implementation form of the filling regulator unit 10, it is a volume meter, which has a volume flow meter connected to the suction stub 6, before which a controlled entry valve is connected.

In yet another advantageous implementation form of the filling regulator unit 10, it is a mass meter, which can be produced as a combination of the above advantageous solutions, so that the volume of the air taken in can be calculated from the volume, pressure, and temperature of the air according to the general gas law.

Another important component of the solution according to the invention is the compression ratio of the engine, which was already mentioned above. As a summary, it is noted here that:

- in spark-ignition engines, it is increased in comparison to the maximum compression ratio of Otto engines running on the same mixture. E.g. when using 95 ON benzene and ca. 90°C operational temperature, the increased compression ratio is 12 to 40, preferably 20, - in compression-ignition engines, the required compression ratio - when using contemporary diesel oil and technology - is 25 to 50, preferably 40. (The figure always exceeds the compression ratio of state of the art compression-ignition engines in regular operation and completely filled with external air.)

The solution according to the invention achieved its objectives and has the following advantages:

- higher efficiency - ca. 10 to 15% increase - can be achieved due to the relatively larger expansion,

- for spark-ignition engines, the fuel is burnt more perfectly even when using common injectors, as there is plenty of air, so the lambda probe may even be omitted,

- for spark-ignition engines, there is no need to open the suction valve and the exhaust valve together, so there is no unburnt fuel and there is no need for a catalyst,

the final temperature of the exhaust gases is lower and the engine does not need so much cooling,

- the final pressure of the exhaustion gases is lower, so the noise is reduced and the exhaustion system is also smaller,

can be manufactured with traditional technologies and Diesel engines can turned into devices according to the invention easily,

- there is no need for enriched fuel for cold start-up, as the filling regulator unit provides higher filling and operational warm conditions in the cylinder,

- there is no need for turbine or compressor filling for higher rotation speed, as the filling regulator unit provides sufficient air during higher rotation speed and allows self-filling implementation,

simple structure,

- economic production.