Internal combustion engine and working cycle

• US 7,222,614 B2
• Filed: 11/23/2004
• Issued: 05/29/2007
• Est. Priority Date: 07/17/1996
• Status: Expired due to Fees

• Current Assignee: Clyde C Bryant
• Original Assignee: Clyde C Bryant
• Inventors: Bryant, Clyde C.
• Primary Examiner(s): TRIEU, THAI BA
• Application Number:
  US10/996,695
• Publication Number:
  US 20050115547A1
• Time in Patent Office: 917 Days
• Field of Search: 123/559.1, 123/316, 123/1.R, 123/563, 123/564, 123/585, 123/68, 605/42, 605/64, 60600-602, 606/052
• US Class Current: 123/559.1
• 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. A method of operating a four-stroke internal combustion engine having a chamber and at least one moving component partially defining the chamber and moving through successive, four-stroke power cycles, each four-stroke power cycle involving at least an intake stroke, compression stroke, an expansion stroke and an exhaust stroke, aided by combustion taking place within the chamber, said method including the steps of,

during each cycle of a plurality of power cycles, establishing a compression ratio for the engine which is less than 50% of the expansion ratio for the engine, wherein each cycle of the plurality of power cycles is a four-stroke power cycle;

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;

introducing fuel into the chamber; and

igniting a fuel/air mixture in the chamber.

2. The method of claim 1, wherein the cooling step includes the step of cooling the fuel/air mixture to a temperature less than or equal to approximately 200 degrees F.

3. The method of claim 1, wherein the chamber is a chamber formed by a piston within a cylinder of the four-stoke, internal combustion engine, wherein the piston moves through the intake stroke, the compression stroke, the expansion stroke and the exhaust stroke, and

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

and

wherein the method further comprises the step of maintaining the at least one inlet port open during at least a portion of the intake stroke and into at least a portion of the compression stroke, and

wherein the establishing step comprises closing the at least one inlet port at a point in time at which the piston has moved through greater than 50% of its compression stroke.

4. The method of claim 1, wherein the compression ratio is maintained less than or equal to 10:

1 during each cycle of the plurality of power cycles.

5. The method of claim 1, wherein the compression ratio is maintained less than or equal to 8:

1 during each cycle of the plurality of power cycles.

6. The method of claim 1, wherein the compression ratio is maintained less than or equal to 4:

1 during each cycle of the plurality of power cycles.

7. The method of claim 1, wherein the compression ratio is maintained less than or equal to 2:

1 during each cycle of the plurality of power cycles.

8. The method of claim 1, further comprising the steps:

closing the at least one inlet port to capture in the chamber a cooled, compressed charge comprising the cooled, pre-compressed fuel/air mixture; 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.

9. The method of claim 8, further comprising the step of;

varying from one cycle of the plurality of power cycles to another cycle of the plurality of power cycles, the pressure of the fuel/air mixture directed into the chamber or the temperature of the fuel/air mixture directed into the chamber.

10. The method of claim 1 or 8, further comprising the step of:

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

11. The method of claim 1, further comprising the steps of:

capturing during each power cycle of the plurality of power cycles a cooled, pre-compressed air charge component in the chamber of the engine, wherein the charge component comprises the cooled, pre-compressed fuel/air mixture, wherein said capturing step comprises the steps of opening a valve and closing the valve during each power cycle.

12. The method of claim 11 or 14 wherein the chamber is a chamber formed by a piston movable within a cylinder of a reciprocating internal combustion engine, which piston moves through at least an intake stroke followed by a compression stroke, an expansion stroke and an exhaust stroke.

13. The method of claim 12 wherein the opening step includes opening the valve during the compression stroke of at least one power cycle of the plurality of power cycles.

14. The method of claim 11 further comprising 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.

15. The method of claim 14, 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 stroke; 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 stroke, the second point being different from the first point.

16. The method of claim 15, 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.

17. The method of claim 1, further comprising:

controlling one or more characteristics selected from the group consisting of turbulence in the chamber, density of the cooled, pre-compressed fuel/air mixture, pressure of the cooled, pre-compressed fuel/air mixture, temperature of the cooled, pre-compressed fuel/air mixture, mean cylinder pressure within the chamber, and peak pressure within the chamber.

18. The method of claim 17, wherein the controlling step includes at least varying the pressure of the cooled-pre-compressed fuel/air mixture directed during one cycle of the plurality of power cycles from the pressure of the cooled-pre-compressed fuel/air mixture directed during another of the cycles of the plurality of power cycles.

19. The method of claim 17, wherein the chamber is a chamber formed by a piston within a cylinder of a reciprocating internal combustion engine.

20. The method of claim 1,

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.

21. The method of claim 20 further comprising closing the first inlet port at least once during each power cycle.

22. The method of claim 20 further comprising 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.

23. The method of claim 22, 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.

24. The method of claim 22, 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.

25. The method of claim 22, 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.

26. The method of claim 1, and wherein the establishing step includes establishing a compression ratio for the engine which is less than or equal to 30% of the expansion ratio for the engine.

27. The method of claim 26, further comprising the step of, at every point in time during the compression stroke, maintaining a temperature and a pressure in the chamber below those required to cause auto-ignition of the fuel/air mixture, until ignition is desired or sparking occurs.

28. The method of claim 27 or 2, wherein the fuel/air mixture is pre-compressed outside the chamber to at least 5 atmospheres, and then passed through at least one cooler.

29. The method of claim 1, and wherein the establishing step includes establishing a compression ratio for the engine which is less than or equal to 20% of the expansion ratio for the engine.

30. The method of claim 1, and wherein the establishing step includes establishing a compression ratio for the engine which is less than or equal to 15% of the expansion ratio for the engine.

31. The method of claim 1, 5, 6, or 26, wherein the pre-compressing, cooling and directing steps include, respectively, pre-compressing, cooling and directing a mixture of a fuel, air and a re-circulated exhaust gas.

32. The method of claim 31, wherein the pre-compressing step comprises pre-compressing the fuel/air/exhaust gas mixture through one or more stages of compression outside the chamber to a higher-than-atmospheric pressure.

33. The method of claim 32, wherein the pre-compressing step comprises boosting the pressure of the fuel/air/exhaust gas mixture by as much as 4 atmospheres.

34. The method of claim 32, wherein the pre-compressing step comprises pre-compressing the fuel/air/exhaust gas mixture to greater than or equal to 4 atmospheres.

35. The method of claim 31, wherein the fuel is selected from the group consisting of gasoline, alcohol, natural gas, hydrogen, and diesel fuel.

36. The method of claim 35, wherein the engine is a diesel fueled engine.

37. The method of claim 35, wherein the engine is a gasoline fueled engine.

38. The method of claim 1, wherein the chamber is a chamber formed in part by a piston within a cylinder of a four-stroke reciprocating internal combustion engine, which piston moves through at least an intake stroke and a compression stroke, and wherein the directing step includes allowing the cooled, pre-compressed air to flow into the chamber only during the first half of the intake stroke.

39. The method of claim 26, or 1, wherein the engine is a reciprocating engine including at least one piston driven in a reciprocating motion by a crank on a crankshaft;

the engine being so constructed that the piston is at top dead center of its path when the crank is at bottom dead center on the crankshaft.

40. The method of claim 26 or 1 further comprising the step of providing, through motion of the piston, extra burn time for the combustion process.

41. The method of claim 1, including managing the pre-combustion conditions in the chamber of the engine.

42. The method of claim 1, further comprising controlling each of the characteristics of:

turbulence in the chamber;

density of the cooled, pre-compressed fuel/air mixture;

pressure of the cooled, pre-compressed fuel/air mixture;

temperature of the cooled, pre-compressed fuel/air mixture;

mean cylinder pressure within the chamber; and

peak pressure within the chamber.

43. The method of claim 1 wherein the compression ratio is maintained less than or equal to 7:

1 during each cycle of the plurality of power cycles.

44. The method of claim 1, wherein at least a first plurality of cycles of the plurality of power cycles is performed during heavy load operation of the engine,

45. The method of claim 26, 1 or 27, wherein the fuel is selected from the group consisting of gasoline, alcohol, natural gas, hydrogen, and diesel fuel.

46. The method of claim 45, wherein the engine is a diesel fueled engine.

47. The method of claim 45, wherein the engine is a gasoline fueled engine.

48. The method of claim 1,

further comprising the step of maintaining the temperature of the fuel/air mixture in the chamber less than the temperature required to auto ignite the fuel/air mixture until the fuel/air mixture is compressed in the chamber to the desired point for ignition.

49. The method of claim 48 or 2 wherein the fuel/air mixture is pre-compressed outside the chamber to at least 5 atmospheres, and then passed through at least one cooler.

50. The method of claim 1 or 2, wherein the fuel/air mixture is pre-compressed outside the chamber to at least 5 atmospheres, and then passed through at least one cooler.

51. The method of claim 1 or 17, comprising varying the temperature of the cooled-pre-compressed air directed during one cycle of the plurality of power cycles from the temperature of the cooled-pre-compressed air directed during another of the cycles of the plurality of power cycles, while maintaining during each power cycle of the plurality of power cycles a temperature less than that temperature which will cause auto-ignition of the fuel/air mixture until ignition is desired.

52. The method of claim 1 or 27, wherein the fuel is gasoline.

53. The method of claim 1, wherein the step of mixing fuel with air comprises mixing fuel with air prior to entry into the chamber or adding fuel into the inlet stream of air.

54. The method of claim 1, 2 or 26, wherein the pre-compressing step comprises pre-compressing the fuel/air mixture through one or more stages of compression outside the chamber to a higher-than-atmospheric pressure.

55. The method of claim 54, wherein the pre-compressing step comprises boosting the pressure of the fuel/air mixture by as much as 4 atmospheres.

56. The method of claim 54, wherein the pre-compressing step comprises pre-compressing the fuel/air mixture to greater than or equal to 4 atmospheres.

57. The method of claim 1, wherein the establishing step includes establishing a compression ratio for the engine which is less than or equal to 33% of the expansion ratio for the engine.

68. The engine of claim 58, 60, 61, 63 or 44, wherein said control system is configured to direct into the chamber a cooled, pre-compressed mixture of fuel, air and re-circulated exhaust gas.

73. The method of claim 1, 26, 72, 30 or 57, wherein the pre-compressing step includes subjecting the fuel/air mixture to multiple stages of compression outside the chamber.

74. The method of claim 73, wherein cooling the pre-compressed fuel/air mixture outside the chamber comprises cooling the fuel/air mixture after each stage of pre-compressing.

75. The method of claim 73, wherein cooling the pre-compressed fuel/air mixture outside the chamber comprises cooling the fuel/air mixture at least after the last stage of pre-compressing.

76. The method of claim 73, wherein all stages of compression outside the chamber are performed by superchargers.

77. The method of claim 73, wherein at least one stage of compression outside the chamber is performed by a supercharger.

78. The method of claim 73, wherein at least one stage of compression outside the chamber is performed by a turbine driven compressor.

79. The method of claim 1, 26, 72, 30 or 57, wherein the pre-compressing step includes subjecting the fuel/air mixture to more than two stages of compression outside the chamber.

58. A four-stroke, 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, four-stroke power cycles, each four-stroke power cycle involving at least an intake stroke, a compression stroke, an expansion stroke and an exhaust stroke, aided by combustion taking place within the chamber, said engine further comprising:

a control system configured to direct a cooled, pre-compressed mixture of fuel and air into the chamber during each cycle of a plurality of power cycles, and to establish during each cycle of the plurality of power cycles, a compression ratio for the engine which is less than 50% of the expansion ratio, wherein each cycle of the plurality of power cycles is a four-stroke power cycle; and

a spark ignition system configured to spark ignite the fuel/air mixture within the chamber.

59. The engine of claim 58, wherein the control system is configured to maintain a compression ratio less than or equal to 10:

1 during each cycle of the plurality of power cycles.

60. The engine of claim 58, wherein the control system is configured to establish a compression ratio less than or equal to 8:

1 during each cycle of the plurality of power cycles.

61. The engine of claim 58, Wherein the control system is configured to establish a compression ratio less than or equal to 4:

1 during each cycle of the plurality of power cycles.

62. The engine of claim 58, wherein the control system is configured to establish a compression ratio less than or equal to 2:

1 during each cycle of the plurality of power cycles.

63. The engine of claim 58, and wherein the control system is configured to establish during each cycle of the plurality of cycles a compression ratio less than or equal to 30% of the expansion ratio for the engine.

64. The engine of claim 63, wherein the engine is a reciprocating engine including at least one piston driven in a reciprocating motion by a crank on a crankshaft;

the engine being so constructed that the piston is at top dead center of its path when the crank is at bottom dead center on the crankshaft.

65. The engine of claim 63, wherein the engine is a reciprocating engine including at least one piston driven in a reciprocating motion by the action of a crank acting directly or indirectly on a crankpin to which is attached a connecting rod to which is connected the piston, and wherein the engine is so constructed and arranged that, when the piston is around top dead center of its motion, the crankpin motion is subtracted from the straightening movement of the connecting rod.

66. The engine of claim 58, and wherein the control system is configured to establish during each cycle of the plurality of cycles a compression ratio less than or equal to 20% of the expansion ratio for the engine.

67. The engine of claim 58, and wherein the control system is configured to establish during each cycle of the plurality of cycles a compression ratio less than or equal to 15% of the expansion ratio for the engine.

69. The engine of claim 58, wherein the control system is configured to establish a compression ratio less than or equal to 7:

1 during each cycle of the plurality of power cycles.

82. The engine of claim 58 or 70, comprising a fuel delivery system delivering fuel selected from the group consisting of gasoline, alcohol, natural gas, hydrogen, and diesel fuel.

70. A four-stroke, spark-ignited, 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 four-stroke power cycle involving at least a compression stroke and an intake stroke immediately preceding the compression stroke, and involving an expansion stroke and an exhaust 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 four-stroke power cycle having a compression ratio less than 50% of the expansion ratio end by the presence in the chamber during said power cycle of a cool, dense, heavy gaseous charge comprising a mixture of fuel and air, which fuel/air mixture was pre-compressed and pre-cooled outside the chamber and was captured in the chamber.

71. The internal combustion engine of claim 70, said engine comprising a control system selectively opening at least one valve to introduce the cool, dense, charge heavy gas into the chamber during the intake stroke and selectively closing said at least one valve during the compression stroke to capture the gaseous charge in the chamber.

72. The engine of claim 70, characterized by said power cycle having a compression ratio less than or equal to 30% of the expansion ratio.

80. The engine of claim 70, characterized by said power cycle having a compression ratio less than or equal to 20% of the expansion ratio.

81. The engine of claim 70, characterized by said power cycle having a compression ratio less than or equal to 15% of the expansion ratio.