Internal combustion engine and working cycle

• US 20050115547A1
• Filed: 11/23/2004
• Published: 06/02/2005
• Est. Priority Date: 07/17/1996
• Status: Active Grant

• Current Assignee: Clyde C Bryant
• Original Assignee: Clyde C Bryant
• Inventors: Bryant, Clyde C.
• Granted Patent: US 7,222,614 B2
• Time in Patent Office: Days
• US Class Current: 123/559.100
• CPC Class Codes: F01B 7/12 using rockers and connecting-rods
• CPC Class Codes: F01L 1/053 overhead type
• CPC Class Codes: F01L 1/146 Push-rods
• CPC Class Codes: F01L 1/18 Rocking arms or levers
• CPC Class Codes: F01L 1/26 characterised by the provision of two or more valves operated simultaneously by same transmitting-gear; peculiar to machines or engines with more than two lift-valves per cylinder with coaxial valves F01L1/28
• CPC Class Codes: F01L 1/446 comprising a lift valve and at least one reed valve
• CPC Class Codes: F01L 2001/0537 Double overhead camshafts [DOHC]
• CPC Class Codes: F01L 2301/02 Using ceramic materials
• CPC Class Codes: F01L 3/08 Valves guides; Sealing of valve stem, e.g. sealing by lubricant
• CPC Class Codes: F01L 3/205 Reed valves
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 19/12 with positive ignition engines with non-timed positive ignition, and with incandescent chambers F02B9/08
• CPC Class Codes: F02B 2075/025 two
• CPC Class Codes: F02B 2275/18 DOHC [Double overhead camshaft]
• CPC Class Codes: F02B 2275/32 Miller cycle
• CPC Class Codes: F02B 29/0412 Multiple heat exchangers arranged in parallel or in series
• CPC Class Codes: F02B 29/0418 the intake air cooler having a bypass or multiple flow paths within the heat exchanger to vary the effective heat transfer surface
• CPC Class Codes: F02B 29/0475 the intake air cooler being combined with another device, e.g. heater, valve, compressor, filter or EGR cooler, or being assembled on a special engine location
• CPC Class Codes: F02B 29/0493 Controlling the air charge temperature
• CPC Class Codes: F02B 33/06 with reciprocating-piston pumps other than simple crankcase pumps
• CPC Class Codes: F02B 33/26 : Four-stroke engines characterised by having crankcase pumps
• CPC Class Codes: F02B 33/36 : of positive-displacement type
• CPC Class Codes: F02B 33/38 : of Roots type
• CPC Class Codes: F02B 33/446 : having valves for admission of atmospheric air to engine, e.g. at starting
• CPC Class Codes: F02B 37/00 : Engines characterised by provision of pumps driven at least for part of the time by exhaust
• CPC Class Codes: F02B 37/04 : Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
• CPC Class Codes: F02B 37/16 : by bypassing charging air
• CPC Class Codes: F02B 39/10 : electric
• CPC Class Codes: F02B 75/02 : Engines characterised by their cycles, e.g. six-stroke
• CPC Class Codes: F02B 75/22 : with cylinders in V, fan, or star arrangement
• CPC Class Codes: F02B 75/32 : Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
• CPC Class Codes: F02F 2001/245 : the valve stems being orientated at an angle with the cylinder axis
• CPC Class Codes: F02F 2001/247 : the valve stems being orientated in parallel with the cylinder axis
• CPC Class Codes: F02M 26/08 : for engines having two or more intake charge compressors or exhaust gas turbines, e.g. a turbocharger combined with an additional compressor
• CPC Class Codes: Y02T 10/12 : Improving ICE efficiencies

Abstract

The invention is concerned with a method of deriving mechanical work from a combustion gas in internal combustion engines and reciprocating internal combustion engines for carrying out the method. The invention includes methods and apparatuses for managing combustion charge densities, temperatures, pressures and turbulence in order to produce a true mastery within the power cylinder in order to increase fuel economy, power, and torque while minimizing polluting emissions. In its preferred embodiments, the method includes the steps of (i) producing an air charge, (ii) controlling the temperature, density and pressure of the air charge, (iii) transferring the air charge to a power cylinder of the engine such that an air charge having a weight and density selected from a range of weight and density levels ranging from below atmospheric weight and density to heavier-than-atmospheric weight and density is introduced into the power cylinder, and (iv) then compressing the air charge at a lower-than-normal compression ratio, (v) causing a pre-determined quantity of charge-air and fuel to produce a combustible mixture, (vi) causing the mixture to be ignited within the power cylinder, and (vii) allowing the combustion gas to expand against a piston operable in the power cylinders with the expansion ratio of the power cylinders being substantially greater than the compression ratio of the power cylinders of the engine. In addition to other advantages, the invented, method is capable of producing mean effective cylinder pressures ranging from lower-than-normal to higher-than-normal. In the preferred embodiments, the mean effective cylinder pressure is selectively variable (and selectively varied) throughout the mentioned range during the operation of the engine. In an alternate embodiment related to constant speed-constant load operation, the mean effective cylinder pressure is selected from the range and the engine is configured, in accordance with the present invention, such that the mean effective cylinder pressure range is limited, being varied only in the amount required for producing the power, torque and speed of the duty cycle for which the engine is designed.

Claims

1-24. -24. (canceled)

25. A method of operating an internal combustion engine having a chamber and at least one moving component partially defining the chamber and moving through successive power cycles, each power cycle involving at least an intake process, a compression process and an expansion process taking place within the chamber and aided by combustion taking place within the chamber, said method including the step of, during each cycle of a plurality of power cycles, establishing an effective compression ratio for the engine which is less than or equal to 50% of the expansion ratio for the engine.

26. The method of claim 25, further comprising the steps of:

pre-compressing air outside the chamber;

cooling the pre-compressed air outside the chamber;

during each cycle of the plurality of power cycles, directing the cooled, pre-compressed air into the chamber through at least one inlet port.

27. The method of claim 26, wherein the pre-compressing step includes pre-compressing air outside the chamber to a pressure greater than or equal to approximately 4 atmospheres.

28. The method of claim 27, wherein the cooling step includes the step of cooling the air to a temperature less than or equal to approximately 200 degrees F.

29. The method of claim 26, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine, which piston moves through at least a compression stroke, and wherein the directing step comprises the steps of:

opening the at least one inlet port through which the cooled, pre-compressed air is allowed to flow into the chamber;

maintaining the at least one inlet port open during at least a portion of the intake process and into at least a portion of the compression process; and

closing the at least one inlet port at a point in time at which the piston has moved through greater than or equal to 50% of its compression stroke;

injecting fuel into the chamber, and

igniting the fuel/air charge.

30. The method of claim 25, wherein the maintaining step includes the steps of:

establishing during a power cycle at least an initial effective compression ratio for the engine which is less than the expansion ratio;

during the power cycle and after the initial effective compression ratio has been established, injecting a cooled, compressed air charge into the chamber, while maintaining an effective compression ratio for the engine which is less than or equal to 50% of the expansion ratio;

injecting fuel into the chamber, and

igniting the fuel/air charge.

31. The method of claim 25, wherein the effective compression ratio is maintained less than or equal to 10:

1.

32. The method of claim 25, wherein the effective compression ratio is maintained less than or equal to 8:

1.

33. The method of claim 25, wherein the effective compression ratio is maintained less than or equal to 4:

1.

34. The method of claim 25, wherein the effective compression ratio is maintained less than or equal to 2:

1.

35. The method of claim 30, further comprising the step of, while performing the establishing step, capturing in the chamber, prior to compression of any air within the chamber, a light air charge component characterized by a weight which is less than the respective weight of a volume of air occupying the full, clearance volume of the cylinder under atmospheric pressure.

36. The method of claim 35, wherein the step of injecting a cooled, compressed air charge includes the step of supplementing the light air charge with a heavy air charge, being pre-compressed and pre-cooled outside the chamber.

37. The method of claim 29, 30, or 35, wherein the step of injecting fuel is selected from the steps consisting of:

mixing fuel with air prior to entry into the chamber;

injecting fuel into the inlet stream of air;

injecting fuel into a pre-combustion chamber;

injecting fuel through intake valves into the chamber;

injecting fuel into the chamber during the compression stroke, at the point at which the intake valve was closed during the intake stroke;

injecting fuel into the chamber at the time the piston reaches or after the piston has passed the point at which the intake valve is closed during the compression stroke;

injecting fuel into the chamber during the combustion process;

injecting fuel into the chamber during the expansion stroke;

injecting fuel after the cooled compressed air charge has been injected;

injecting fuel with accompanying air; and

injecting fuel without accompanying air.

48. The method of claim 26, further comprising the steps of:

closing the port to capture a cooled, compressed air charge in the chamber; and

managing at least the pre-compressing, cooling, and closing steps so as to vary power among power cycles of the plurality of power cycles.

49. The method of claim 48, further comprising the step of:

varying the effective compression ratio among power cycles of the plurality of power cycles.

50. The method of claim 25 or 26, further comprising the step of:

managing during each of the power cycle a plurality of valve openings and closings while establishing during each power cycles a final effective compression ratio less than or equal to 50% of the expansion ratio.

51. The method of claim 25, further comprising the steps of:

capturing during each power cycle of the plurality of power cycles a compressed air charge component in the chamber of the engine, said capturing step comprising the steps of opening a valve and closing the valve during each power cycle; and

varying from one power cycle to another power cycle of the plurality of power cycles the point during travel of the moving component at which the previously opened valve is closed by the closing step.

52. The method of claim 51, wherein the step of varying the point during travel includes the steps of:

during one of the plurality of power cycles, closing the previously opened valve when the moving component is at a first point in its compression process; and

during another of the plurality of power cycles, closing the previously opened valve when the moving component is at a second point in its compression process, the second point being different from the first point.

53. The method of claim 25, further comprising the step of capturing during at least one power cycle of the plurality of power cycles a cooled, pre-compressed air charge component in the chamber, said capturing step comprising the steps of opening a valve and closing the valve during the at least one power cycle.

54. The method of claim 51, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine.

55. The method of claim 52, wherein the opening step includes opening the valve during the compression stroke of each power cycle.

56. The method of claim 52, wherein the opening step includes opening the valve during the intake stroke of each power cycle.

57. The method of claim 52, wherein the opening step includes opening the valve at the onset of the intake stroke of each power cycle.

58. The method of claim 52, further comprising the step of varying from one power cycle to another power cycle the point during travel of the moving component at which the valve is opened by the opening step.

59. The method of claim 51 or 53, further comprising the step of introducing during at least one power cycle another air charge component into the chamber, in addition to the cooled, pre-compressed air charge component.

60. The method of claim 59, wherein the engine defines a plurality of inlet ports associated with the chamber, and the cooled, pre-compressed air charge component is introduced into the chamber through one of the plurality of inlet ports associated with the chamber and the another air charge component is introduced into the chamber through another of the plurality of inlet ports associated with the chamber.

61. The method of claim 59, wherein at least a portion of the cooled, pre-compressed air charge component and at least a portion of the another air charge component are introduced into the chamber through a single port associated with the chamber.

62. The method of claim 59, wherein the cooled, pre-compressed air charge component and the another air component are introduced into the chamber through a first port associated with the chamber.

63. The method of claim 62, further comprising the step of opening and closing the first port twice during at least one power cycle of the plurality of the power cycles.

64. The method of claim 63, further comprising the step of directing the cooled, pre-compressed air charge component into the chamber during one opening of the first inlet port during the at least one power cycle and directing the another air charge component into the chamber during another opening of the first inlet port during the at least one power cycle.

65. The method of claim 59, wherein at least one inlet valve is associated with the chamber and the compressed air charge component and the another air component are introduced into the chamber through a first valve associated with the chamber.

66. The method of claim 65, further comprising the step of opening and closing the first inlet valve twice during at least one power cycle of the plurality of the power cycles.

67. The method of claim 66, further comprising the step of directing the compressed air charge component into the chamber during one opening of the first inlet valve during the at least one power cycle and directing the another air charge component into the chamber during another opening of the first inlet valve during the at least one power cycle.

68. The method of claim 59, wherein the engine includes a plurality of inlet valves associated with the chamber, and wherein the method further comprises the steps of controlling the introduction of the compressed air charge component into the chamber through operation of one of the plurality of inlet valves associated with the chamber and controlling the introduction of the another air charge component into the chamber through operation of another of the plurality of inlet valves associated with the chamber.

69. The method of claims 59, further comprising the step of compressing the another air charge component prior to introduction into the chamber.

70. The method of claim 69, wherein the compressed air charge component is more highly compressed than the another air charge component.

71. The method of claim 25, further comprising:

directing during each power cycle of the plurality of power cycles a compressed air charge component through an inlet port into a chamber of the engine; and

controlling one or more air charge characteristics selected from the group consisting of turbulence, density, pressure, temperature, mean pressure and peak pressure.

72. The method of claim 25, further comprising the step of:

introducing during each power cycle of the plurality of power cycles a compressed air charge component through an inlet port into a chamber of the engine; and

varying one or more characteristics of the compressed air charge component introduced during one cycle of the plurality of power cycles from corresponding characteristics of the compressed air charge component introduced during another of the cycles of the plurality of power cycles, wherein the characteristics are selected from the group consisting of temperature and pressure.

73. The method of claim 71 or 72, wherein the maintaining step includes the step of maintaining, during each cycle of a plurality of power cycles, an effective compression ratio less than or equal to 50% of the expansion ratio for the engine.

74. The method of claim 72, wherein the step of varying the compressed air charge component includes at least varying the pressure at which the compressed air charge component is introduced during one cycle of the plurality of power cycles from the pressure at which the compressed air charge component introduced during another of the cycles of the plurality of power cycles.

75. The method of claim 72, further comprising the step of varying the volume of the air charge component introduced into the chamber during one cycle of the plurality of cycles from the volume of the air charge component introduced into the chamber during another of the cycles of the plurality of power cycles.

76. The method of claim 72, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine.

77. The method of claim 72, wherein the step of introducing during each power cycle a compressed air charge into a chamber, includes the step of varying the compressed air charge component introduced during one cycle of the plurality of power cycles from the compressed air charge component introduced during another of the cycles of the plurality of power cycles.

78. The method of claim 26, wherein the directing step comprises the steps of:

opening a first inlet port at least once during each power cycle of the plurality of power cycles;

closing the first inlet port at least once during each power cycle; and

varying from one of the power cycles to another of the power cycles the timing of one or more of the port opening and port closing.

79. The method of claim 78, wherein the varying step includes the step of holding the port open longer in one of the power cycles than in another of the power cycles.

80. The method of claim 78, wherein the varying step includes the step of opening the port later in one of the power cycles than in another of the power cycles.

81. The method of claim 78, wherein the varying step includes the step of closing the port later in one of the power cycles than in another of the power cycles.

82. The method of claim 25, further comprising the steps of:

directing during each power cycle of the plurality of power cycles an air charge component into a chamber of the engine; and

varying from one of the power cycles to another of the power cycles one or more of the characteristics selected from the group consisting of;

(i) the volume of the air directed into the chamber, (ii) the pressure of the air directed into the chamber, and (iii) temperature of the air directed into the chamber.

83. The method of claim 82, further comprising the step of directing a second air charge component into the chamber during each of the power cycles.

84. The method of claim 83, further comprising the step of varying from one of the power cycles to another of the power cycles one or more of the characteristics selected from the group consisting of:

(i) the volume of the second air charge component directed into the chamber, (ii) the pressure of the second air charge component directed into the chamber and (iii) temperature of the second air charge component directed into the cylinder.

85. The method of claim 83 or 84, wherein the second air charge component directed into the chamber during each of a first plurality of the plurality of power cycles is of greater pressure than the first air charge component directed into the chamber during the same first plurality of the plurality of power cycles.

86. The method of claim 82, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine.

87. The method of claim 82 or 83, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine, which piston moves through at least a compression stroke, and wherein the second air charge component directed into the chamber during at least one of the plurality of power cycles is directed into the chamber after the piston has completed at least 50% of the compression stroke.

88. The method of claim 87, wherein the second air charge component directed into the chamber during at least one of the plurality of power cycles is directed into the chamber after the piston has completed at least 50% of the compression stroke.

89. The method of claim 87, wherein the second air charge component directed into the chamber during at least one of the plurality of power cycles is a temperature-adjusted, high pressure charge and is directed into the chamber during the combustion process.

90. The method of claim 82 or 83, wherein each cycle of the plurality of power cycles includes at least a first stroke and a second stroke, with the compression process occurring during the second stroke, and wherein the method further comprises the steps of:

opening and closing the first inlet port a first time during the first stroke, and

opening and closing the first inlet port a second time during a second stroke.

91. The method of claim 90, wherein the first inlet port opens the second time at a point during the compression stroke, inclusive.

92. The method of claim 91, wherein the first inlet port opens the second time at some point after compression has begun.

93. The method of claim 91, wherein the first inlet port opens the second time at a point after completion of 50 percent of the second stroke.

94. The method of claim 26, further comprising the step of directing a second air charge component into the chamber.

38. An internal combustion engine having a chamber with at least a first inlet port associated therewith and at least one moving component partially defining the chamber and moving through successive power cycles, each power cycle involving at least an intake process, a compression process and an expansion process taking place within the chamber and aided by combustion taking place within the chamber, said engine further comprising:

a control system configured to inject a cooled, compressed air charge into the chamber, while maintaining during each cycle of a plurality of power cycles, an effective compression ratio for the engine which is equal to or less than 50% of the expansion ratio; and

a fuel delivery system.

39. The engine of claim 38, wherein the control system is configured to maintain throughout the compression process an effective compression ratio less than or equal to 50% of the expansion ratio for the engine.

40. The engine of claim 38,

said control system being configured (i) to establish during a power cycle at least an initial effective compression ratio for the engine which is less than 50% of the expansion ratio and (ii) to inject a cooled, compressed air charge into the chamber, while maintaining an effective compression ratio for the engine which is less than the expansion ratio;

and

a fuel delivery system.

41. The engine of claim 38, wherein the control system is configured to maintain an effective compression ratio less than or equal to 10:

1.

42. The engine of claim 41, wherein the control system is configured to maintain an effective compression ratio less than or equal to 8:

1.

43. The engine of claim 38, wherein the control system is configured to maintain an effective compression ratio less than or equal to 4:

1.

44. The engine of claim 38, wherein the control system is configured to maintain an effective compression ratio less than or equal to 2:

1.

45. An internal combustion engine having a chamber and at least one piston partially defining the chamber and moving in a reciprocating manner in at least one cylinder through at least one power cycle involving at least a compression stroke and an intake stroke immediately preceding the compression stroke aided by combustion taking place within the chamber, wherein the compression stroke results in compressing of air within the chamber,

said engine characterized by a power cycle having an effective compression ratio less than or equal to 50% of the expansion ratio and by the presence in the chamber during said power cycle of a cool, dense, heavy air charge which charge was pre-compressed and pre-cooled outside the chamber and was captured in the chamber.

46. The internal combustion engine of claim 45, further characterized by a compressor and cooler in selective communication with said chamber and positioned to pre-compress air and to cool air prior to introduction into said chamber.

47. The internal combustion engine of claim 45, said engine comprising a control system selectively opening a valve to introduce cool, dense, heavy air into the chamber during the intake stroke and selectively closing a valve to capture the air charge in the chamber during the compression stroke.