Internal combustion engine and working cycle

• US 7,281,527 B1
• Filed: 08/04/2000
• Issued: 10/16/2007
• 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): Koczo, Jr.; Michael
• Application Number:
  US09/632,739
• Time in Patent Office: 2,629 Days
• Field of Search: 123/559.1, 123/563, 123/564, 123/316, 123/432, 123/433, 123/542, 606/09
• US Class Current: 123/564
• 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 26/01 : Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
• 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 an internal combustion engine, the method comprising the steps of:

lightly compressing a low pressure air charge outside a cylinder;

directing the low pressure air charge through a first intake port into a cylinder cooperating with a piston, during an intake stroke of the piston;

compressing a high pressure air charge outside of the cylinder; and

,

directing the high pressure air charge through a second intake port into the cylinder, during a compression stroke of the piston.

2. The method of claim 1, wherein the low pressure air charge is at a first pressure and the high pressure air charge is at a second pressure, the second pressure being greater than the first pressure.

3. The method of claim 1, wherein the low pressure air charge is compressed by a first compressor and the high pressure air charge is compressed by a second compressor.

4. The method of claim 1, wherein a first intake valve selectively occludes the first intake port and a second intake valve selectively occludes the second intake port, the second intake valve occupying an open position only while the first intake valve occupies a closed position.

5. The method of claim 4, further comprising the steps of:

controlling the time of operation of a compressor generating the high pressure air charge and the timing of the first and the second intake valves; and

,

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

6. The method of claim 1, wherein a first intake valve cooperates with the first intake port and a second intake valve cooperates with the second intake port, the second intake valve occupying an open position only during the compression stroke.

7. The method of claim 6, further comprising the steps of:

controlling the time of operation of a compressor generating the high pressure air charge and the timing of the first and the second intake valves; and

,

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

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

cooling the low pressure air charge prior to entry thereof into the cylinder.

9. The method of claim 1, further comprising the step of:

cooling the high pressure air charge prior to entry thereof into the cylinder.

10. A method for operating an internal combustion engine, the method comprising the steps of:

directing a primary air charge through a first inlet port into a cylinder;

compressing a secondary air charge outside of the cylinder;

introducing the secondary air charge through a second inlet port of the cylinder, after compression has begun within the cylinder; and

lightly compressing the primary air charge prior to directing thereof into the cylinder.

11. The method of claim 10, wherein the primary air charge is at a first pressure and the secondary air charge is at a second pressure, the second pressure being greater than the first pressure.

12. The method of claim 10, wherein the directing of the primary air charge into the cylinder is completed before the introducing of the secondary air charge into the cylinder.

13. The method of claim 10, wherein a first intake valve selectively occludes the first intake port and a second intake valve selectively occludes the second intake port, the first intake valve occupying an open position only while the second intake valve occupies a closed position.

14. The method of claim 13, further comprising the steps of:

controlling the time of operation of a compressor generating the secondary air charge and the timing of the first and the second intake valves; and

,

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

15. The method of claim 10, wherein a first intake valve cooperates with the first intake port and a second intake valve cooperates with the second intake port, the second intake valve occupying an open position only during the compression stroke.

16. The method of claim 15, further comprising the steps of:

controlling the time of operation of a compressor generating the secondary air charge and the timing of the first and the second intake valves; and

,

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

17. The method of claim 10, further comprising the step of:

cooling the primary air charge prior to entry thereof into the cylinder.

18. The method of claim 10, further comprising the step of cooling the secondary air charge prior to entry thereof into the cylinder.

19. A method for operating an internal combustion engine, the method comprising the steps of:

directing air through a first intake port to a cylinder during an intake stroke of a piston cooperating with the cylinder;

directing compressed air through a second intake port to the cylinder only during a compression stroke of the piston;

controlling the time of operation of a compressor generating the compressed air and the timing of intake valves cooperating with the first and the second intake ports; and

,

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

25. The method of claim 19, 20, 21, 22, 23 or 24, comprising the step of producing a super-charged air density and increasing turbulence in allow compression engine.

26. The method of claim 19, 20, 21, 22, 23 or 24, wherein compressed air is introduced through a second port into the cylinder after compression has begun.

20. A method of operating an internal combustion engine, the method comprising the steps of:

introducing air through a first intake port into a cylinder during an intake stroke of a piston cooperating with the cylinder;

introducing compressed air through a second intake port into the cylinder during a compression stroke of the piston;

controlling the time of operation of a compressor generating the compressed air and the timing of the first and the second intake valves; and

,

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

21. A method of operating an internal combustion engine, the method comprising the steps of:

introducing air through a first intake port into a cylinder during an intake stroke of a piston cooperating with the cylinder;

introducing compressed air through a second intake port into the cylinder during a compression stroke of the piston;

controlling the time of operation of a compressor generating the compressed air and the timing of the first and the second intake valves; and

,

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

22. A method of operating an internal combustion engine, the method comprising the steps of:

directing air through a first intake port into a cylinder during an intake stroke of a piston cooperating with the cylinder;

increasing the air charge density and turbulence in the engine, including the step of directing compressed air through a second intake port into the cylinder during a compression stroke of the piston;

controlling the time of operation of a compressor generating the compressed air and the timing of intake valves cooperating with the first and the second intake ports; and

,

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

23. A method of operating an internal combustion engine having a crankshaft driven by at least one piston moving through a plurality of power cycles, each power cycle involving at least a compression stroke and an expansion stroke aided by combustion taking place within a cylinder, wherein the compression stroke results in compressing of air and fuel within the cylinder, said method comprising the steps of

introducing during each power cycle air through a first port into a cylinder;

introducing during each power cycle a compressed air charge through a second port into the cylinder;

wherein a first intake valve cooperates with the first port and a second intake valve cooperates with the second port, the second intake valve occupying an open position only while the first intake valve occupies a closed position;

controlling the time of operation of a compressor generating the compressed air and the timing of the first and the second intake valves; and

,

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

27. The method of claim 23 or 24, wherein the step of introducing during each power cycle a compressed air charge through a second port into the cylinder, includes the step of varying the compressed air charge introduced in one cycle of the plurality of power cycles from the compressed air charge introduced during another of the cycles of the plurality of power cycles.

24. A method of operating an internal combustion engine having a crankshaft driven by at least one piston moving through a plurality of power cycles, each power cycle involving at least a compression stroke and an expansion stroke aided by combustion taking place within a cylinder, wherein the compression stroke results in compressing of air and fuel within the cylinder, said method comprising the steps of

introducing during each power cycle air through a first port into a cylinder;

introducing during each power cycle a compressed air charge through a second port into the cylinder;

wherein a first intake valve cooperates with the first port and a second intake valve cooperates with the second port, the second intake valve occupying an open position only during the compression stroke;

controlling the time of operation of a compressor generating the compressed air and the timing of the first and the second intake valves; and

,

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

28. A method of operating an internal combustion engine, the method comprising the step of:

lightly compressing a low pressure air charge outside a cylinder;

directing the low pressure air charge into a cylinder cooperating with a piston, during an intake stroke of the piston;

compressing a high pressure air charge outside of the cylinder;

ceasing the step of directing the low pressure air charge; and

,

directing the high pressure air charge into the cylinder, after the ceasing step and during a compression stroke of the piston.

29. The method of claim 28, wherein the low pressure air charge is at a first pressure and the high pressure air charge is at a second pressure, the second pressure being greater than the first pressure.

30. The method of claim 28, wherein the low pressure air charge is compressed by a first compressor and the high pressure air charge is compressed by a second compressor.

31. The method of claim 28, wherein the low pressure air charge is directed into the cylinder through a first intake port and the high pressure air charge is directed into the cylinder through a second intake port different from the first intake port.

32. The method of claim 30, wherein a first intake valve selectively occludes the first intake port and a second intake valve selectively occludes the second intake port, the second intake valve occupying an open position only while the first intake valve occupies a closed position.

33. The method of claim 32, further comprising the step of:

controlling the time of operation of a compressor generating the high pressure air charge and the timing of the first and the second intake valves; and

,

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

34. The method of claim 31, wherein a first intake valve cooperates with the first intake port and a second intake valve cooperates with the second intake port, the second intake valve occupying an open position only during the compression stroke.

35. The method of claim 34, further comprising the steps of:

controlling the time of operation of a compressor generating the high pressure air charge and the timing of the first and the second intake valuve; and

,

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

36. The method of claim 28, further comprising the step of:

cooling the low pressure air charge prior to entry thereof into the cylinder.

37. The method of claim 28, further comprising the step of:

cooling the high pressure air charge prior to entry thereof into the cylinder.

38. A method of operating an internal combustion engine, the method comprising the steps of:

directing a first air charge component into a cylinder of the engine;

increasing the air charge density and turbulence in the engine, including the step of directing a second air charge component into the cylinder;

controlling the timing of the step of directing a second air charge component;

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

compressing the second air charge component prior to introduction to the chamber; and

compressing the first air charge component prior to introduction into the chamber.

39. The method of claim 38, wherein the second air charge component is more highly compressed than the first air charge component.