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EP0082837A1 - Moteur a combustion a capacite variable commande par microprocesseur - Google Patents

Moteur a combustion a capacite variable commande par microprocesseur

Info

Publication number
EP0082837A1
EP0082837A1 EP19810900214 EP81900214A EP0082837A1 EP 0082837 A1 EP0082837 A1 EP 0082837A1 EP 19810900214 EP19810900214 EP 19810900214 EP 81900214 A EP81900214 A EP 81900214A EP 0082837 A1 EP0082837 A1 EP 0082837A1
Authority
EP
European Patent Office
Prior art keywords
microprocessor
internal combustion
combustion engine
engine
capacity
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.)
Withdrawn
Application number
EP19810900214
Other languages
German (de)
English (en)
Inventor
Norman Stinson Ritchie
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 EP0082837A1 publication Critical patent/EP0082837A1/fr
Withdrawn legal-status Critical Current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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention relates to internal combustion engines, and in particular to the improved efficiency in the use of fuels in a variable capacity combustion chamber.
  • Yet another object of this invention is to provide an adjustable piston head which can be actuated sufficiently accurately and rapidly with very precise control at top dead centre position of the piston head.
  • FIG. 1 is a longitudinal section of the cylinder head and cylinder embodying the invention
  • Fig. 2 shows an electric brake gearmotor with off-set gearbox, and chain drives with sprocket wheels.
  • Fig; 3 shows a Turbo Compressor charger circuit, and fuel injection system.
  • Fig; (1) comprises a stainless steel splined rod 4 screwed into a rotatable piston head 7, which is locked in position with a thread key and thermo-setting glue. The opposite end moves up and down within a female socket 3, in which a keyway is formed.
  • the socket 3 is fixed to the inner race of a call bearing 6 and is held in position by a boss 5, which is screwed into the cylinder head 10 onto a thrust washer which is located at the bottom, of the threads, effectively sealing the cylinder but allowing the socket to rotate, clockwise or anticlockwise.
  • a chain sprocket wheel 2 is fixed to the socket.
  • the piston head 7 is screwed to the piston body 8, and helical coil thread inserts 12 of the free running type are interposed between the tapped and screwed threads to reduce wear and provide good turning qualities.
  • Fig; (2) shows a 12 volts Prake gearmotor with an off-set gearbox 13, and a double chain sprocket wheels 14, for mounting on the side of the engine.
  • the motor At rest the motor is braked, but when energized the brakes are released.
  • the motor operates in two senses, clockwise or anti-clockwise.
  • the gearbox contains reduction gearing giving low R.P.K. output for accurate location and high torque for turning the piston heads.
  • the electric gearmotor is controlled by the microprocessor which records the height of the piston heads, stops the motor and stores the information. This is achieved by a sensor on the lowest turning gear wheel. More than one sensor on the gear wheel will give very precise location of the heights of the piston heads.
  • One electric gearmotor will be powerful enough to rotate all piston heads even whilst the engine is running
  • Fig. 3 shows the Turbo Compressor Charger circuit to which tte following reference numbers apply:-
  • Microprocessor with input facility and L.E.D. display unit.
  • An alternative means of supplying air with an adjustable pressure to suit the capacity setting would be the use of a twin head horizontally opposed diaphragm type compressor, driven by the engine and initially supplying a small air receiver vessel via a non return valve. From the air receiver it would be fed through adjustable pressure reducing valves actuated by the microprocessor and injected into each cylinder at pressures to suit the capacity setting. Thus for any capacity setting the compressed air/fuel pressure could be kept constant.
  • the microprocessor would interface with the air/fuel injectors, as well as pressure/capacity settings for optimum fuel efficiency. Such a system would operate as a closed circuit not open to atmospheric pressure. By charging the cylinders at, or nearly at top dead centre position on the compression stroke would compensate for the power loss required to run the compressor. However for a low pressure system the cylinders would require charging approximately at the half way mark between bottom and top dead centre position so that final compression would take place in the cylinders.
  • She function of a microprocessor is to interface and synchronize all the engine running variables, and issue control signals to the various control valves and meters, as well as store in its memory such parameters as engine capacity setting, fuel octane number, and whether spark or compression ignition.
  • engine capacity setting In the case of heavy goods vehicles of the 7.0 litres variety, it would also store in its memory whether laden or unladen, and the processor would in addition interface between gear ratio engaged and capacity setting. It can be shown that for maximum efficiency in fuel consumption such engines must operate within a narrow band of revs. With an adjustable capacity engine fewer gear ratios would be required since control of the torque would be by way of the said invention, and sot solely dependent on gear ratios. Accordingly the microprocessor would be programmed to increase the capacity setting for any sudden requirements for increased torque related to the gear ratio in use.
  • the input facility would comprise a touch button keyboard, for the following information :-
  • Spark or compression igrition Motoring condition such as motorway constant speed, or other types. Laden or unladen in the case of heavy goods vehicles. Wind speed in the case of light vehicles.
  • a display unit in the form of a L.E.D. (light emitting diode) which would show at a glance the selected parameters, and programme mode in which the engine was running. It could also display the speed of the vehicle; engine torque; R.P.M; engine temperature, and fuel left in tank.
  • L.E.D. light emitting diode
  • Another feature which could be incorporated into the microprocessor would be a colour change in the revolution counter digits, whenever a gear change was recommended.
  • the relatively narrow usable rev band from 1,300 to 1,000 R.P.M. the colour code for the digits would be green. Outside this band the colour code would be red, the point at which gear changes can be made, encouraging the vehicle to be driven at a steady pace.
  • the inventor envisages cutting the number of gearbox speeds down to four, or five, and using the variable torque characteristics of the engine to provide the difference, for smooth running, and efficiency in fuel consumption.
  • the use o fewer constant mesh gears would reduce the amount of power required to drive the gears, and this factor would be important when driving the vehicle especially in the unladen state when the engine capacity would be adjusted to its lower ratings.
  • the fuel injection system differs from existing electronically controlled injection systems in that the air inlet pressure is also controlled by a microprocessor for optimum efficiency in the use of fuel of any octane number, as prescribed by the oil company, and would allow for engine temperature variations, in addition to the most important factor, namely the engine capacity setting. Rapid calculations would be performed by the processor, and the engine compression continually updated, and checked for efficient fuel consumption.
  • engine compression is meant the pressure of the compressed fuel/air mixture at top dead centre position immediately prior to the explosion stroke. Tne stroke length of such an engine would remain constant, and therefore it is important to maintain control over the air charging pressure, if full advantage is to be taken of the variable capacity characteristics of the engine.
  • a Turbo compressor charger whilst relying on the engine speed for its own rotational speed, requires a fan that can deliver air at pressure, which can be adjusted, if necessary by a reduction valve.
  • Such a Turbo charger exists which employs a mixed flow fan.
  • a mixed flow fan as its name implies is a cross between an axial flow type, and a centrifugal impellor type. Automotive fans used for cooling are of the axial flow type, but are limited in performance try the speed of the engine, whilst centrifugal is capable of delivering at high pressure but because of its size is not used in automotive designs. Suitable mixed flow fans would require design to suit aiy particular engine rating.
  • Tne nominal rating is defined in the context of this invention as the mean capacity of the engine which occurs when the piston heads have reached two thirds of their forward threaded travel, since one third of the threads are required for securing the piston head to its body in the minimum capacity position.
  • a touch button would be provided on the keyboard, for this purpose. By pressing this button the brake gearmotor would return the engine to nominal capacity rating.
  • the stainless steel rod shown in Fig; (1) would be made of Inconel, or other high alloy steel, which retains its tensile strength at elevated temperatures. It is important that the rod diameter be kept as small as practicable so as to cause as little obstruction as possible within the combustion chamber, and its weight to a minimum, as well as make the seals simple and effective. Another consideration at this stage is the use of a hollow rod with horizontal aperture holes for speedy evacuation of the socket during the compression stroke, as well as other additions or alternatives considered to improve the efficiency of the invention. Clearances for a running fit between the rod and the socket would allow for cylinder wear, and some form of lubrication would be considered, possibly a Teflon liner in the socket and/ or on the rod, to ensure long and trouble free life. Other possible improvements in the performance of the invention would be some forced lubrication of the piston head thread inserts by means of oil jets from the cylinder walls, whilst the piston is in the bottom dead centre position.
  • the splined red which moves within the socket must be of such length that part of it remains within the socket during a complete cyile of the engine, and the height of the socket be such that the piston head can never be accidentally unscrewed from the piston body.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Un moteur a combustion interne avec un rapport de compression variable a l'aide d'une tete de piston ajustable. Les tetes de piston sont reglables le long de leurs axes longitudinaux, de maniere a augmenter ou diminuer le volume de la chambre de combustion. Un microprocesseur est utilise pour etablir la liaison entre le systeme d'injection de combustible et le turbo-compresseur, ou alternativement le circuit pneumatique pour obtenir la compression optimale dans la chambre de combustion pour tout reglage de capacite, pour le combustible particulier utilise, que se soit du diese1, de l'essence, du gaz propane, ou de l'alcool, ou tout autre carburant de propulsion. L'invention explique comment les resultats obtenus a partir du fonctionnement au banc d'essai ont pu etre utilises pour cabler le microprocesseur de maniere a obtenir le rendement maximum du combustible pour des conditions de conduite variables. Dans le cas de vehicules de marchandises lourds, cela peut inclure une conduite du vehicule decharge, ou de conduites sur autoroute. Le microprocesseur possede un clavier d'entree a touches, ainsi qu'une unite d'affichage visuelle LED, et il peut etre utilise pour controler le rendement du moteur, ainsi que pour gerer les parametres variables de capacite.
EP19810900214 1981-01-21 1981-01-21 Moteur a combustion a capacite variable commande par microprocesseur Withdrawn EP0082837A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/GB1981/000008 WO1982002576A1 (fr) 1981-01-21 1981-01-21 Moteur a combustion a capacite variable commande par microprocesseur

Publications (1)

Publication Number Publication Date
EP0082837A1 true EP0082837A1 (fr) 1983-07-06

Family

ID=10518755

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19810900214 Withdrawn EP0082837A1 (fr) 1981-01-21 1981-01-21 Moteur a combustion a capacite variable commande par microprocesseur

Country Status (3)

Country Link
EP (1) EP0082837A1 (fr)
AU (1) AU6707281A (fr)
WO (1) WO1982002576A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58126433A (ja) * 1981-12-28 1983-07-27 フエリツクス・ウエンケル 往復ピストン型式機関
US4548637A (en) * 1984-08-30 1985-10-22 Owens-Illinois, Inc. Servo-control of machine motions in manufacture of glass containers
SE519535C2 (sv) * 2001-03-13 2003-03-11 Ge Top Ab Modifierad encylindrig ottomotor
CA2586119C (fr) 2004-11-12 2013-10-01 Volvo Trucks North America, Inc. Systemes et procedes permettant de guider des operateurs en vue du fonctionnement optimise d'un moteur

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR769165A (fr) * 1934-02-24 1934-08-21 Culasse de moteur à compression variable
GB480768A (en) * 1935-05-22 1938-02-28 Louis De Monge Improvements in or relating to variable compression engines
DE1116942B (de) * 1952-11-11 1961-11-09 British Internal Comb Engine R Brennkraftmaschine mit Abgasturbolader
DE2915927C2 (de) * 1979-04-20 1984-12-06 Hans Joachim Dipl.-Ing. 2150 Buxtehude Wendt Hubkolben-Brennkraftmaschine mit Mitteln zur Leistungsregelung

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8202576A1 *

Also Published As

Publication number Publication date
AU6707281A (en) 1982-08-16
WO1982002576A1 (fr) 1982-08-05

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