DE29700163U1 - Internal combustion engine, in particular gasoline or diesel engine - Google Patents

Description

I · · 1

Bipl.-lng. A. Wasmeier

Dipl.-Ing. H. Graf

Admitted to the European Patent Office · Professional Representatives before the European Patent Office

Patent Attorneys PO Box 10 08 26 93008 Regensburg

German Patent Office Zweibrückenstr. 12

80297 Munich

D-93008 REGENSBURG P.O. BOX 10 08 26

D-93055 REGENSBURG GREFLINGERSTRASSE 7

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Date H/g 17.503a 08 January 1997 gr-ra

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Applicant:

Stefan Hermann Parkstrasse 12 93096 Köfering

Title:

Internal combustion engine, especially petrol or diesel engine

Accounts: Bayerische Vereinsbank (bank code 750 200 73) 5 839 Postgiroamt München (bank code 700 100 80) 893 69-801 Place of jurisdiction Regensburg

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30.12.96 13:10

internal combustion engine

The innovation relates to an internal combustion engine or combustion motor according to the generic term Protection claim 1.

In internal combustion engines, especially in petrol and diesel engines, the power adjustment is usually carried out by controlling the fuel or the air-fuel mixture for all the cylinders of such an engine. This power control requires a change in the working range of the cylinders, with the disadvantage that in the limit ranges (low or high power) only a very unfavorable fuel/power ratio can be achieved.

The aim of the innovation is to demonstrate an internal combustion engine that avoids these disadvantages. To solve this problem, a fuel engine is designed in accordance with the characterizing part of claim 1.

In the new internal combustion engine, in addition to a continuous power adjustment, which is carried out using the usual means, individual working chambers or cylinders are also switched on and off in such a way that when the internal combustion engine speed is sufficiently high and the internal combustion engine's total power requirement is lower, the inlet of at least one working chamber is connected to the exhaust duct. This means that this working chamber or cylinder can continue to suck in, compress, etc., without this switched-off working chamber producing any power, so that a working range with an improved fuel-power ratio is possible for the working chambers that are not switched off, i.e. the working chambers that are not switched off can operate in approximately the optimal working range. The composition of the exhaust gases is also optimized. Since the switching off of individual working chambers takes place when the internal combustion engine speed is sufficiently high, switching off does not lead to any disruptions in the operation or running of the internal combustion engine. If engine control is provided via a lambda probe, this will not be disturbed by switching individual working chambers or working cylinders on or off.

A17503.DOC

The switchover takes place, for example, depending on the negative pressure in the intake manifold or in the intake duct of the engine, as well as depending on the engine speed. If an ignition or ignition path (spark plug) is provided for the working chambers, then when a working chamber is switched off, its ignition is also switched off. An existing fuel injection for the switched off working chamber is also switched off.

Further developments of the innovation are the subject of the subclaims. The innovation is explained in more detail below using the figure, which shows a very simplified representation of an internal combustion engine with two working cylinders.

The internal combustion engine shown in the figure consists of two working cylinders 1 and 2, each of which has a piston 3 that can be moved back and forth in a cylinder chamber, which defines a working or combustion chamber 4 with a variable volume on one upper side and is connected in the usual way to the crankshaft (also not shown) via a connecting rod (not shown). Each working cylinder 1 and 2 has at least one controlled inlet valve 5', which forms the inlet 5 of the respective working chamber 4, and an outlet valve 6', which forms the outlet 6 and via which the respective working chamber 4 is connected to an exhaust duct 8 common to all working cylinders.

The inlet 5 of the working cylinder 1 is directly connected to an intake duct 9. The inlet 5 of the working cylinder 2 is connected to this intake duct 9 via a changeover valve device 10, which has a total of three connections 10', 10" and 10'", of which the connection 10' is connected to the inlet 6 of the working cylinder 2, the connection 10" to the common intake duct 9 and the connection 10'" to a bypass duct leading to the common exhaust duct 8. The switching valve device 10, which in the embodiment shown has a controlled switching flap 11, can be switched between two operating states, namely between a first operating state in which a flow connection exists between the connections 10' and 10", the flow connection between these connections and the connection 10'" is interrupted and a second operating state in which a flow connection between the connections 10' and 10"'

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exists, the flow connection between these connections and the connection 10" is interrupted .

The internal combustion engine, which is designed, for example, as a gasoline engine or a diesel engine, works in the first operating state of the changeover valve IO in the usual way, whereby air (in the case of injection engines) or a fuel-air mixture is sucked in via the intake duct 9 and the inlets 5 in the respective intake phase. The combustion or exhaust gases are each discharged via the outlet valve 6' to the common exhaust duct 8. If

If a reduced power is required at a sufficiently high speed of the internal combustion engine, the working cylinder 2 can be switched off to optimize the efficiency, which then allows an optimal working range for the remaining working cylinder 1. To switch off the working cylinder 2, the changeover valve device 10 is switched to the second operating state, in which both the inlet 5 and the outlet 6 of the working cylinder 2 are connected to the common exhaust duct 8. This connection enables constant pressure equalization. Since the changeover valve device 10 is located on the intake duct 8, the temperatures in this changeover valve device 10 can be kept low. The changeover valve device or the flap 11 there is controlled, for example, via the electronic engine control 12.

It was assumed above that the internal combustion engine has two working cylinders, one of which can be switched on and off. In practice, however, the internal combustion engine preferably has more than two working cylinders, at least one of which can be switched on and off, with each working cylinder that can be switched on and off or a group of such working cylinders being assigned a changeover valve device 10.

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* · · · * /* * ** • 1.2 • * · · · · · · · · · · 3 Reference list 4 Working cylinder 5 Pistons 5' working space 6 Inlet 6' Inlet valve 8th Outlet 9 Outlet valve 10 Exhaust duct &Igr;&Ogr;',&Igr;&Ogr;", 10'" Intake duct 11 Changeover valve device 12 Connection Switch flap Engine control

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Claims (9)

Protection claims 1. Internal combustion engine, in particular a petrol or diesel engine, with at least two working or combustion chambers (4), each having at least one inlet (5) for suction air and/or an air-fuel mixture and at least one outlet (6) for exhaust gases, the outlets (6) being connected to an exhaust gas duct (8), characterized by a changeover valve device (10) with which the inlet (5) of at least one working chamber (4) can be connected and disconnected optionally with an intake duct (9) for the suction air and/or for 'S? the air-fuel mixture or with the exhaust duct (8). 2. Internal combustion engine according to claim 1, characterized in that in the case of several working chambers (4), only a part of these working chambers can be connected with their inlet (5) via at least one switching valve device (10) optionally to the intake duct (9) or the exhaust duct (8). 3. Internal combustion engine according to claim 1 or 2, characterized in that a common changeover valve arrangement (10) is assigned to several work chambers (4) which can be switched on and off or to a group of such work chambers (4). 4. Internal combustion engine according to claim 1 or 2, characterized in that each working chamber (4) is assigned its own changeover valve arrangement (10). 5. Internal combustion engine according to one of the preceding claims, characterized in that the changeover valve arrangement (10) is provided in a channel connecting the inlet (5) of the switchable and switchable working chamber (4) to the intake channel. 6. Internal combustion engine according to one of the preceding claims, characterized in that the changeover valve arrangement (10) has at least three connections (10', 10", 10'"), of which a first (10') is connected to the inlet (5) of the at least one switchable and de-switchable working chamber (4), a second (10") to the intake duct (9) and a third (10'") to the exhaust duct (8), and that the changeover valve arrangement (10) has at least A17503.DOC .•3. at least one valve element, preferably at least one switching flap (11), which can be switched between a first operating state for a flow connection between the first and second connection (10', 10") and a second operating state for a flow connection between the first connection (10') and the third connection (10'"). 7. Internal combustion engine according to one of the preceding claims, characterized in that the changeover valve device (10) is controlled by the electrical or electronic engine control. 8. Internal combustion engine according to one of the preceding claims, characterized in that each working chamber (4) is formed by the cylinder chamber of a working cylinder (1, 2) delimited by a piston (3). 9. Internal combustion engine according to one of the preceding claims, characterized in that when a working cylinder that can be switched on and off is switched off, an existing ignition and/or an existing fuel injection for this cylinder is also switched off.