• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The 2-stroke front chamber boxer engine is a new type of engine that is ideal as a minimal CO2 car engine and where you want a light, compact and flexible engine with a low center of gravity. This engine has optimized thermal conditions which means lower fuel consumption. Furthermore, the boxer principle is used together with the 2-stroke principle, since this combination improves the mechanical efficiency of motors. NO-x production is completely eliminated by this new type of engine, since a heat recovery system such as on steam turbine plants sends back heat energy from the jacket cooling to use as pressure on the piston. Engine with various improvements, such as flat jet or fan nebulizer injection nozzles, roller-bearing crankshaft, steel pistons and in series with the crankshaft a combined starter / generator / electric motor which, in addition to the diesel engine or independently, can drive the vehicle with electricity generated from waste heat exchanger heaters and . Granted new and known technique, but which by this combination are now individually usable, and whereby considerable fuel savings can be obtained.
    公开号:DK201600460A1
    申请号:DKP201600460
    申请日:2016-08-04
    公开日:2018-03-05
    发明作者:Kurt Aggesen
    申请人:Kurt Aggesen；
    IPC主号:
    专利说明:

    < 1 θ> DENMARK (1 °) DK 2016 00460 A1
    < 12 > PATENT APPLICATION
    Patent and
    Trademark Office (51)
    Int.CI .: F02 B 25/04 (2006.01)
    F 02 B 75/24 (2006.01)
    F 02 F 1/28 (2006.01) (21) Application Number: PA 2016 00460 (22) Filing Date: 2016-08-04 (24) Running Day: 2016-08-04 (41) Aim. available: 2017-07-31 (30) Priority: 2016-01-30 DK PA 2016 00062 (71) Applicant: Kurt Aggesen, Æblehaven 122 3. 2., 4000 Roskilde, Denmark (72) Inventor: Kurt Aggesen, Æblehaven 122 3. 2., 4000 Roskilde, Denmark (54) Title: Engine with various improvements (56) Published publications:
    US 3865087 A US 2012/0096853 A1 DE 137667 C WO 87/04217 A1 US 3075507 A US 2685869 A US 2061157 A DE 102009010746 B3 GB 2270114 A WO 2010/074665 A1 AU 2845284 A (57) Summary:
    The 2-stroke front chamber boxer engine is a new type of engine that is ideal as a minimal CO2 car engine and where you want a light, compact and flexible engine with a low center of gravity. This engine has optimized thermal conditions which means lower fuel consumption. Furthermore, the boxer principle is used together with the 2-stroke principle, since this combination improves the mechanical efficiency of motors. NO-x production is completely eliminated by this new type of engine, since a heat recovery system such as on steam turbine plants sends back heat energy from the jacket cooling to use as pressure on the piston. Engine with various enhancements, such as flat jet or fan atomizer injection nozzles, roller bearing crankshaft, steel pistons and in series with the crankshaft a combined starter / generator / electric motor which, in addition to the diesel engine or independently, can drive the vehicle with electricity generated from waste heat and thermal exhaust elements. . Granted new and known technique, but which by this combination are now individually usable, and whereby considerable fuel savings can be obtained.
    To be continued ...
    DK 2016 00460 A1
    DK 2016 00460 A1
    The invention relates to a motor with various improvements. Some of the improvements described in this patent application have been used in the past, partly in production. In the invention, such known devices are used which today have minimal use, but which, when combined in the invention, constitute an overall structure with markedly improved properties.
    Initially, I will treat the material used as the pistons of the combustion chambers, today general alloys are used for this, mainly because of the low density this material has. Welded steel pistons have also seen the light of day, the incentive being that the coefficient of thermal expansion is the same with the rest of the engine, thereby reducing the tolerance between cylinder / piston. In some of the first manufactured diesel diesel engines cast iron pistons were used, few of these engines are still available and are almost indestructible, but their massive weight alone limits their use. Cast iron has the same advantage with respect to heat expansion coefficient as welded steel pistons, but furthermore an advantage with respect to the water line coefficient which for aluminum is 237 W / m / K, for steel and cast iron is approx. 52 W / m / K. In addition, the heat conduction coefficient for weldable steel alloys such as stainless and acid-resistant steel is as low as slightly below S 7 W / m / K. 25% larger than the piston diameter, due to the hollow in the top surface of the vortex chamber. If the energy loss from the piston surface can be reduced to 17/237 or simply. 75%, then the engine's durability is significantly increased, in addition to sealing, it is the task of the piston rings to remove a large part of the piston heat via the cylinder floor. I myself have been so far in the shoes and similarly some of the biggest engine manufacturers have tried the use of high-tech ceramic materials that have coefficients of heat around 0.8 W / m / K but had to give up this endeavor. However, ceramics have found use and are used in almost indestructible high-pressure pumps as well as high-temperature flue gaskets.
    Through the media, in recent years, I have followed the engine industry's attempt to take the piston manufacturers' efforts to launch steel pistons, such as Mahle, but as far as I know without a clear result. This is remedied here: One fact is that aluminum in relation to steel has resonant properties, which means that aluminum appears attenuating. This means that an engine whose aluminum pistons are replaced with steel pistons will have an unattractive sound. Furthermore, this engine may prove to have poor durability and increased pollution as the speed of the flame front can become uncontrollable, partly due to altered resonance and higher combustion room temperature. What can primarily provide better conditions for the combustion chamber so that steel pistons can be used, this is an improved injection nozzle. As far as I know, the design of the nozzle head openings is still a number of approx. 0.25 mm. cylindrical holes, the mutual positioning of which is in relation to current combustion chamber design. Ad twice or around 1988 and around 2007 i have applied for patent on diesei injection nozzles with fan-shaped atomization. The first time was contacted by Bosch GMBH, and in 2007 was contacted respectively. Maersk and Burmeister & Wain A / S Stamholmen dk. The essence is that the ice grease to drill a number of holes into the bottom cavity of the nozzle, probably called a sack pocket, is then made 0.1 mm. wire-spark machining at an appropriate angle from. the periphery and into, at such a depth as to give the desired cavity no matter the pressure conditions, the fan or fade spread nozzle produces a nebulization which is probably over 1000 times better. This means that the combustion becomes much more soft and clean, since very small fuel particles, due to their smaller mass, ignite earlier, and thus even before a larger amount of fuel has accumulated, as a result of the total injection period. In the case of a geometrically central nozzle layer in the head over a symmetrical combustion chamber, a number of vertical circular sections may cause dispersion with respect to thermal conditions, injection nozzles made of ceramic may have greater abrasion resistance than steel nozzles, but the durability with regard to thermal cracking must be clarified. Another way to control the velocity of the fire front in the combustion chamber is to use water injection, this technique is described in a number of variants in the patent literature, and
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    DK 2016 00460 A1 practical versions, fail here, but may prove relevant Regarding the fan-wide-angle atomizer nozzle, I will here add the necessary design information. On the nozzles of marine diesel engines, for example, there are cooling ducts in the nozzle holder, which should not be necessary here. Therefore, I would suggest that the nozzle head or nozzle cap be made of a copper-containing steel alloy, these are very durable and stable in relation to thermal stress, and most importantly, the copper thermal conductivity coefficient is as high as 401 W / m / K. This means that although the fan atomizer combustion takes place closer to the nozzle head, its material is not capable of carrying the heat inward. It can actually cause the atomized fuel to evaporate. The transition of the liquid particles to form requires approx. 10 times more energy than the heating at its boiling point, so it is a good amount of heat that can be utilized. The fuel leaving the nozzle slots as "dry steam" does not damage the nozzle, since combustion first occurs where the oxygen content is appropriate.
    Furthermore, I have previously applied for a patent on staggered stamped collections, but it seems to us that a US company has for a number of years gained thorough experience in this, and even in greater number of variants than I had imagined. It is Totalseal that they supply custom made temple rings according to the wishes of the customer, but their market distribution seems limited by moi enthusiasts, regardless of the fact that this type of piston rings had a significantly higher durability than traditional piston rings. I drive myself with such a set of piston rings on my Kawasaki Z1000 motorcycle, and have learned that the engine's lubricating oil temperature was reduced from approx. 80 degrees to 70 degrees. This is due to the fact that, regardless of the wear ring of the piston rings, hot gas cannot be pressed down into the crankcase where the heat of the gas would otherwise be dissipated between the cylinder and piston. In addition, it is actually partially combusted gas, where the flame is suffocated in the tolerance between cylinder and piston, and thus is left as soot and coefficient beads, and which the lubricating oil must subsequently try to keep stirred, it is this fact which means that engine oil becomes black and decomposes, and therefore must be replaced regularly. But with this improved moior construction, it is obvious to use piston rings as from Totalseal as the engine performance and durability are increased.
    Another constructive detail as I know of the invention will be the emphasis on an engine's main bearings, or the crank bearings. Generally, non-pressurized lubricated plain bearings are used, with relatively soft soft bearing pans, and adapts to the crankshaft's hard slides. Few motor manufacturers have used roller bearings instead of crankshaft bearings, such as the Danish Bukh, but they could not hold the wind because the sound of this engine type was harsher and therefore unattractive, despite the fact that their engines had great durability, were easier to start and had low fuel consumption. Bukh manufactured this type of diesel engine for their tractors, and was subsequently manufactured as inboard engines. In addition to the fact that Bukh has used crankshaft in roller bearings, it is actually that kawasaki used roller-bearing crankshaft on their Z900 and Z1ÖÖÖ motorcycle models manufactured from the mid-1970s. This fast-running petrol engine is known as the most high-performance and durable mc engine ever, this memotore's end bearings are both roller bearings, the crankshaft connecting rod bearings are well-felt, possibly this bearing combination causes one to have a roller-bearing engine which thus has a smooth and appealing sound. What I want to say about the crankshaft is an endeavor for an engine with improved mechanical efficiency. Ordinary industrial and automotive engines have a mechanical efficiency of approx. 0.9, i.e. 10% of the fuel's value will disappear as a rubbing loss in the engine bearings. To the best of my knowledge, no data has been compiled, stitches show the difference between friction losses on roller bearings, roller bearings and roller bearings respectively, I mean one aims at simplification by claiming that there is no difference. But my two examples, roller-bearing motors from respectively. Bukh and Kawasaki, indicating that roller bearing, provides more than 50% lower friction losses, and if the engine's mechanical efficiency can thus be increased from 0.9 to 0.95, then there is market for this detail.
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    DK 2016 00460 A1
    In addition to roller-bearing crankshaft can mean fuel savings, there is also a maintenance and environmental aspect to the crankshaft vs. roller-bearing crankshaft. roller bearing crankshaft: for example, table tractor motors and Renault engines carried that load. that after a short period of use, they gradually start to spill engine oil from the packing box at the rear crunuie pie, where the black oil then drips out of the clutch bus. Replacing this packing box / simmer ring is a relatively expensive operation on many workshop items, which is therefore often neglected. In addition, motors with roller-bearing crankshaft tunnel motors are referred to as wikipedia English version thereof, whereby Maybac h is marked as a manufacturer of this type of engine. Maybach's tunnel engine construction is to me unnecessarily complicated, as they set the crankcase tunnel construction tone as a prerequisite for the use of roller bearings, which may also be the case if all crank bearings are to be roller bearings. Alternatively, I would refer to the kawasaki Z900 / Z1.00Ö fta1970s and fiem to approx. 1980, their engines have roller bearings without being tunnel engines: Each of the crankshaft bearings are roller bearings, and the crankshafts that are between each of the cylinders, that is, traditional plain bearings. This indicates that this is the ideal construction. strength and low friction.
    On the above mentioned Kawasaki engines, needle-bearing connecting rods were also used, which can be done with the special crank construction used where the soles are not single-cast but are pressed together. The weight of the bearing rod becomes lower, this fact and the bearing tolerance is lower and reduced friction must be the reason why the strength of this engine type allowed the users to tune them to multiple power and where the engine could hold it. Here I would like to mention that Kreidler even went ahead, by sending the crankshaft to the factory, where they then mounted care rod, which was hardened to nil bearing at the piston rod.
    Utilization of the engine's waste heat production can be carried out by using thermoelectric elements which can consume part of the heat from the exhaust gas and the cooling water. Instead of storing this electricity production only on large batteries, part of it can be utilized directly as a driving force on an electric motor which can be suitably mounted in extension of the crankshaft, possibly with a coupling therebetween. That way, with an extra winding it can also act as a starter motor; The advantage is that it can rotate the drive shaft for small maneuvers as an electric motor until the batteries are almost exhausted. This electric motor can suitably have an effect on the. 20% of the power of the diesel engine, this means that the rotor's own weight and consequently inertia can partly be utilized as flywheel, but also as a safe starter motor for almost discharged batteries, since starting with free running and then connecting to the diesel engine can then be carried out corresponding to the stowing device. aircraft engines. When the generator / electric motor is connected in series to the crankshaft, the external generator shaft belt transmission is overfed, therefore it is obvious to use the free end sf the crankshaft for direct drive of the cooling water pump, the low position constitutes an advantage with regard to stable cooling.
    Including a more specifically designed engine:
    2-stroke chambered boxer engine
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    DK 2016 00460 A1
    On January 30, I applied for a patent on an engine with various improvements the application received the Patent Directorate's application number PA 2016 00062, The said engine with its structural improvements can, if desired, be carried out to some extent as a 2-stroke pre-chimney suitcase-boxer module engine, Present new patent application is tried with priority from PA 2016 00062, The following benefits can be implemented:
    Boxer Engine
    As far as my market information goes, boxer engines have only been manufactured as 4 stroke petrol engines, most of them VW increase BMW, The useful advantage of this type of engine is that the shape gives the vehicle a low center of gravity, but the weakness of these engines is the valves, as horizontally positioned valves quickly collapse and become leaky, as the valve's own weight gives a more uneven load to the valve guide in horizontal function than in vertical function. Below is an overview of the constructive improvements:
    New type 2 stroke boxer engine:
    Initially, the boxer motor control phone is chosen here, as it offers as a two-stroke engine the advantage of simplifying the strength / weight requirements of the compressor power, and also reduces the energy loss for disseminating the compression power, as each opposing pair of pairs at 2-stroke boxer operation alternately compresses / combustion, thereby reducing the transmission loss to compression power by approximately 65%, thereby improving the mechanical efficiency from about, 0.91 to about, 0.93. Whether this new engine type is manufactured for gasoline or diesel operation, the fresh air supply via gates at BDC and controlled exhaust valves in the cylinder head.
    Vertical exhaust valves:
    With a new design of the combustion chamber, the boxer engine allows vertical vertical valves: They are very durable and as a technique they are silent.
    Compact as a suitcase:
    Vertically moving valves also provide a more compact boxer motor, the perpendicular position relative to the piston direction causes about 30% less space requirement, in this aged headpiece structure. The constructive head height is reduced to include the exhaust valve diameter as well as the bearing / seal manure.
    Efficiency:
    The self-friction of the piston rings in motors represents one power consumption corresponding to 6% of the engine's gross consumption, but is generally regarded as thermal loss. Ship's storm mufflers, or equivalent stationary cross-head engines, are basically 2-stroke diesel, having the highest efficiency, because each piston stroke produces new power and the piston rings
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    DK 2016 00460 A1 durability is much greater than on 4-stroke because the suction / pressure interaction causes the ring grooves to be hardened, Detroit Diesel is the only engine manufacturer to produce 2-stroke trunk motors, ie diesel engines in the order of 120 kW- 800 kW as for trucks, The selling price is similar to conventional 4-stroke engines, but their durability is better and generally the smoke production from DetroitDiesler is clearly less than regular diesels. But the downside is that the Detroit engine noise level is so great that most people would prefer not to drive with Detroit * engines, and throughout their more than 50 years of production this fact has limited their spread. As far as I know, the main reason for DD's high noise level is the short exhaust valve times, which is thus necessary on two-stroke. But there are also some who claim that the noise is caused by the roots-rinsing air blower, since the metallic sound is caused by the roots of the roots of the blowers touching each other. The turbocharger first provides useful charge pressure from 50% load, so flushing air blowers should be on 2-stroke diesels, possibly either axial or centrifugal flushing air blowers can cause less noise. Otherwise, adequate muffling and muffling may help, as this problem should not prevent less CO2 emissions, but it is a fact that should be considered in the current engine, but where the valves' placement in the front chamber probably causes less noise.
    2-stroke front chamber motor:
    This type 2 stroke diesel engine boxer must have fresh air supply to the cylinders in the same way that Detroit Diesel uses, ie no intake valves, but piston controlled sky lift ports at BDC, the flushing gates sit all the way round in the cylinder periphery down there, and corresponding intersect main motors with inclined ports uniform air rotation for effective air exchange. The stroke length of the engine should preferably be at least 30% greater than the piston diameter. Part of the stroke length is used for air change. The large stroke length also provides sufficient security for a well-designed combustion chamber. ”Since the feed exhaust valve is taken as one of the engine's prerequisites, the combustion chamber's design becomes a bit like an engine chamber. Currently, the exhaust valve 1 sits at the bottom of the chamber, the side height of the chamber is approx. 20% more than max. Valve lift height, and in the middle of the top surface of the anterior chamber, the injection nozzle is, in fact, in the same axial pane as the exhaust valve. micro-atomization via the valve's thermal energy. But possibly the exhaust valve's capacity becomes either too small, or the chamber's volume too large, by having only one exhaust valve. Two exhaust valves per cylinder give a suitably smaller front chamber, but with one injection nozzle per cylinder, the thermal conditions will be asymmetrical and can be unsustainable, so there is a design / test choice. The advantage of only one exhaust valve per cylinder is the simple and durable construction, and if this is to be decisive, then there are two options for adjusting the engine to the front chamber volume: The simple method is basic, to increase the rinsing air pressure so that the given compression ratio gives sufficient self-ignition temperature, even at start / idle / cold engine. The other method is to have sufficient stroke length for the desired compression heat.
    no coke:
    Piston-controlled exhaust ports are categorically excluded because of the exhaust gas
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    DK 2016 00460 A1 heat destruction on piston rings. But regarding the piston rings location, there is often a little down the piston skirt. It is for the sake of avoiding too high a surface temperature, which in the case of direct injection engines is worst on the upper cylinder surface, Low placement of the corrosion rings is a compromise, as it causes clamped flames between cylinder and piston, down to the upper piston ring, as in this tolerance gap incomplete combustion residues, such as soot and coke, are formed. This problem is eliminated here: Since the current motor is with a front chamber and the opening of the front chamber is preferably in the middle of the cylinder head, pointing towards the central part of the piston top. Then it may be relevant to use pistons with highly placed piston rings, topical compression rings, and that the top compression ring is placed near the piston top. Moped factory Kreidler made pistons with L-ring, ie. external debt surface all the way to the top of the cylinder, but where the piston retained the L-profiled piston ring with a recessed collar. Kreidler's experience was that the top L-ring was more durable than regular piston ring. There is nothing to prevent the ring from even lying on top of a narrow ring as from Totalseal, possibly the ultimate solution for striving for minimal coke formation. It should also be added that the piston rings and the piston ring groove have much greater durability for 2-stroke engines than for 4-stroke engines, because in 2-stroke engines there is always the highest pressure on the upper side of the piston rings, as opposed to 4-stroke, where every other piston travel . The suction, takes place with suppression on the upper side of the piston.
    Probably solid experience can be gained regarding 2-stroke fuel pump / nozzle from Detroit Diesel, I myself used this engine many years ago and there were never any problems there. As far as I know, these engines have traditional camshafts over the exhaust valves. But for the current engine's special design, I would like to mention an obvious opportunity for design simplification: since the engine is 2-stroke, the valve actuation must take place at the same rate as the crankshaft, at 4-stroke the camshaft exchange gives half the speed of the camshaft. At 4-stroke, thrust-actuated valves have a bad reputation, but I think that was solely due to excessive distance between the thrust bushings, so the method was perceived as unstable. On the current motor, one crankshaft can be equipped with knobs, or rather curved paths, which via thrust rods directly activate the valves, it simply cannot be. 'Traditional fuel pumps must be driven directly from the crankshaft, but using the small single nozzle pumps for each cylinder can be simplified by corresponding direct activation from a curve path on the crankcase, the timing is always perfect. An unforeseen cause of widely varying engine problems, such as repeated bursting of injection nozzles and burnt-out piston tops, may be due to even minimal herring on the fuel pump drive, regardless of the chain or cogwheel, as small rotational variants on the pump produce shock-like fuel pressure peaks. This phenomenon is avoided with current waveform direct activation.
    M od u 1st motor units r:
    Curve single-cylinder injection pump / valve drive allows for separate motor units, where each boxer unit consists of a 2-stroke two-cylinder engine, but thereby obtaining gait culture as from a 4-cylinder 4-stroke engine, but at 45% less own weight.
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    DK 2016 00460 A1
    The engine power can be doubled or tripled by boxing units with axial throttle for 1 or 2 extra
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    DK 2016 00460 A1
    权利要求:
    Claims (3)
    [1]
    1.: 2-stroke engine, characterized by being based on the boxer crank mechanism, ie pair cylinders arranged approx. 180 degrees opposite each other and where the working direction of the exhaust valves is perpendicular to the cylinder axis.
    [2]
    2. I I Requirement no .:
    because a meaningful inquiry cannot be done, namely:
    2nd: 2-stroke engine type engine, characterized by being based on the boxer crank mechanism.
    3.: Boxer motor, characterized by having vertical exhaust valves.
    4.: Boxer engine, characterized in that each cylinder pair has its own fuel pump and valve drive, and thus can be designed for modular construction.
    5.: 2-stroke boxer engine characterized by having full hydraulic valve actuation.
    6.: Engine with NO-x reduction system, characterized in that the temperature control fluid retains its energy content via the engine's cooling, and is allocated to the combustion chamber as high pressure steam.
    7.: Engine with various improvements, characterized by having flat jet or fan atomizer nozzles.
    8.: Motor with roller bearing crankshaft, characterized by having nozzles as mentioned in claim 1.
    9: Motor with steel pistons, characterized by having nozzles as mentioned in claim 1.
    10: Engine with steel pistons and nozzles as claimed in claim 1, characterized by having drive shaft mounted starter and electric motor, which may be driven by thermoelectric elements, characterized in that the starter motor operates similar aircraft engine idle starter motors and that its inertia is utilized as flywheel.
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    DK 2016 00460 A1
    After completing the design, the result is that the number of exhaust valves will be 4, giving the appropriate pre-chamber volume for diesel operation and ideal thermal conditions. Valve activation must be fully hydraulic, similar to that since approx. 1978 is used on cross-head motors, and this is necessary for the short valve opening time of the 2-t motors.
    Below I show three drawings of the engine parts that are most relevant for understanding and practicing the market values of the patent application:
    The drawing above shows the 2-t chamber, with two pcs. vertical valves at the top and bottom.
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    DK 2016 00460 A1
    The drawing above shows the side chamber and where the diesel injection nozzle is shown. Most thermally protected, the injection nozzle is placed horizontally, facing the center of the anterior chamber. The direction of the nebulizer nozzle therefrom means minimal heat load to the cylinder. The combustion takes place in the pre-chamber, and on current engine the predominant pre-chamber wall is made up of the exhaust valve surfaces, which is of crucial positive importance for the quality of the combustion: The valve surfaces attain high surface temperature in a few seconds, which means that particle and cold start pollution is reduced so that catalyst becomes unnecessary. and that fuel consumption is less.
    The drawing also shows the one fully hydraulic valve actuation, which possibly. may be mounted and retained via the valve cover. The most secure method is that each motor cylinder pump unit has one pump cylinder and pipes for each valve raising cylinder.
    Furthermore, the lubrication function that normally takes place under the valve cover may be simplified by this new construction, with neither rocker arm nor camshaft. For example, Nimbus made use of this, even though there was a rocker arm, but the lubrication spring's lubrication requirements can be minimal and possibly. disposable, possibly with graphite powder, whereby the cooling requirement disappears, since the function of the mechanism does not depend on temperature below the evaporation temperature of the oil. The valve spindle lubrication function is considered by some manufacturers to be covered by the carbon particle content that occurs in the exhaust gas during start-up, but since the valve spindles on the current motor are vertical, the valve spindle lubrication requirement can be effectively eliminated to make appropriate material choices for respectively. valve guide and spindle slide surface. This in turn means that the usual but vulnerable and friction-heavy valve cuffs are not needed for this type of engine.
    On this engine it may be advantageous that for each cylinder there is one valve cover respectively. top and bottom, whereby each cover covers two pair of exhaust valves.
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    DK 2016 00460 A1
    Thus, the valve covers can each constitute a gas-tight container, whereby there is no need for a duct which returns or normally sends oil vapors to the intake of the engine, but which on ordinary engines can cause problems in the form of greasy build-up at the intake valves.
    Here I will also refer to an expired patent from Alfa Romeo for valves relating to a hollow valve spindle in which a metal was encapsulated which became liquid under operating temperature and thereby increased the heat dissipation capacity of the spindle. The combustion or reliability of the present engine design does not depend on large heat dissipation, more the opposite, and thus: A hollow and empty valve spindle will sometimes give less heat dissipation, but also less moving mass, and it can increase the durability of the valve. Thus, the need for spring force for the valve can be reduced, and the centering of each of the fully hydraulic valve lifters can ia. simplified by having an internal thread in the upper part of the valve stem, this also means double acting valve actuation.
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    DK 2016 00460 A1
    The drawing above shows the chamber in the direction of the injection nozzle. The biggest challenge that this engine possibly poses is that the cylinder head must be manufactured in two parts, in order to prepare for the four exhaust valves, which two and two are in the same axes, and open towards each other. In terms of sealing, it is an unusual but necessary construction, safe function is achieved by assembling the top piece before mounting on the cylinders, and by means of guide pins. In operation, this new type of construction means that the flow at the valves is radial, axial flow is common, radial conduction means 270 degrees less directional change, ie. less heat, less
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    DK 2016 00460 A1 flow loss and higher flow capacity. These operating conditions, together with the valves working vertically and with full hydraulic activation, provide the valves with very high reliability and durability, making two-part of the cylinder head a rarity, and it has a bearing on which assembly method the factory chooses.
    NO-x reduction system:
    The extent to which the thermal conditions have improved in the current engine also means that Nox limitation can be made here in the same simple and safe way, peak temperature limitation by water injection, an effective technique that for decades has been the practice of cogeneration plants.
    With the right design of the Nox control, this system causes less CO2 emissions, as the efficiency of the engine is increased: The principle can best be explained by stopping the fan for a water-cooled engine, which builds up vapor pressure which blows the cooler, which is equivalent to steam pressure drive. steam engines, today power plant turbines. The actual construction is similar, but controlled and as a diesel pump that provides high pressure steam, which contributes to piston power. The thermal energy for this is obtained as follows: The high-pressure pipe from one high-pressure water pump per cylinder acts as a jacket cooling, starting as a winding on the upper part of the cylinder, then past the valve guides and then down a turn around the valve seats, before the electric / pressure controlled injection nozzle, as needed, does steam injection simultaneously with diesel injection. According to the steam tables, water can thus be heated to approx. 370 degrees C, the opening pressure must be approx. 225 bar. The exhaust temperature of engines is up to approx. 450 degrees C, so the construction seems suitable taking into account the heat transitions. During combustion, the entrained steam sucks heat energy from the otherwise superheated and thereby Nox-producing combustion, but the steam pays 100% for the heat, as the dry steam causes higher cylinder pressure. The kg / hour consumption of temp era tour control fluid is assumed to be approx. 30% compared to diesel consumption. The electronic control of the quantity consumption of temperature control fluid must be possible via temperature sensor, since Nox production is temperature dependent. There may be a cooling requirement for the cylinder and the cylinder head, which is in addition to the heat consumption for the steam injection, but this amount of heat may be so small that it is insufficient for vehicles, therefore I would like to point out here that on diesel engines diesel fuel is used, for example, for cooling the nozzle holder, correspondingly may be relevant here, and where the diesel tank then acts as an insulated heat accumulator under the cabin, from which defrost heat can be obtained immediately upon early cold start.
    Nox reduction on engines, with patent pending temperature control patent, I applied for in 1987 and manufactured a suitable motor for the following years, but met Danish company political resistance. The application is closed, but basically the system is the same, and the fact that the device has since been used in industrial use by Maersk by Danish MAN / B & Wdiesel on large ship engines, and my rights were thereby circumvented, dimly remains as a devious and unpleasant business policy reminder . It was also the complicated axial piston engine type I used as a starting point for the current Nox reduction system. The cross-head ship engines on which the corresponding Nox reduction device was subsequently used have the same packing box distribution to the crankcase, whereby increased water vapor concentration cannot interfere with the engine lubrication properties.
    For the thermal properties of current motors, the above Nox reduction system cannot interfere with the lubrication properties.
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    PATENT AND TRADE MARKETEY
    NEWS INVESTIGATION REPORT - PATENT application numberPA 2016 00460 1. 1 1 Non-searchable requirements (see Box # I). 2. 1 1 Inventory unit is missing before the environmental survey (see Box No. II ·!). A. CLASSIFICATIONF02B 25/04 (2006.01); F 02 B 75/24 (2006.01); F 02 F 1/28 (2006.01)According to International Patent Classification (IPC) B. SURVEY AREA PCT minimum documentation examined (classification system followed by classification symbols)IPC & CPC: F02B, F02F, F02B Examined documentation beyond PCT minimumDK, NO, SE, FI: In PC classes as listed above. Electronic databases used (database name and search terms, if any)EPODOC, WPI, FULL TEXT: ENGLISH, GERMAN, FRENCH C. RELEVANT DOCUMENTS Category* Documents cited stating relevant sections Relevant to requirement no. X US 3865087 A (SIHON, M.. M.) 1975.02.11.See summary, fig. 1, pos. 17, column 1, lines 34-35 and 52-65. 1 X US 2012/0096853 A1 (TAYLOR, J. R.) 2012.04.26.See summary, fig. 3 and paragraph [0102]. 1 A DE 137667 C (BOUDREAUX, L; MICHAUX, G. E. N.) 1901.11.08.See FIG. First 1 M Additional documents are listed in Continuation of Box C. * Category of quoted documents:A Document representing the prior art (state of the art)without anticipating news or significant separation.D Document cited in the application.E Document that has a submission or priority date that lies aheadthe filing date of the processed application, but which is published later than the filing date.L Document that may cast doubt on an alleged priority claim, orwhich is cited to determine the publication date of another document, or cited for other reasons (as specified).O Document dealing with non-written disclosure, e.g.suits, exhibitions or movies. P Document published in the period between priority andfiling date.T Document that does not conflict with the application, but which iscited to understand the basic principle or theory of the invention.X Particularly relevant document; the invention has no novelty or ad-does not differ significantly from prior art when evaluating the document alone.Y Particularly relevant document; the invention does not differ significantlyfrom the prior art, when the document is combined with one or more documents of the same kind and the combination thereof is obvious to the person skilled in the art.Document in the same patent family. Patent and Trademark OfficeHelgeshøj Allé 812630 TaastrupPhone No. +45 4350 8000Fax No. +45 4350 8001 Date of completion of the news surveyFebruary 21, 2017 The news survey is done byJesper FireplacePhone No. +45 4350 8469
    Search report
    NEWS INVESTIGATION REPORT - PATENT application numberPA 2016 00460 C (Continued). RELEVANT DOCUMENTS Category* Cited documents stating relevant sections Relevant to requirement no. A WO 87/04217 A1 (MELCHIOR, J. F.) 1987.07.16.See summary and fig. 1, pos. 10th 1 A US 3075507 A (BETZEN, J. L.) 1963.01.29.See the entire document, especially fig. 1, pos. 18th 1 A US 2685869 A (PENNEY, W. et al.) 1954.08.10.See Fig. 1, pos. 25 and 27. 1 A US 2061157 A (HURUM, F.) 1936.11.17.See Fig. 1, pos. First 1 A DE 102009010746 B3 (HYON ENGINEERING GMBH) 2010.07.01.See summary and fig. First 1 A GB 2270114 A (SMITH, L. J.) 1994.03.02.See summary and fig. 1, pos. 28 and 30. 1 A WO 2010/074665 Al (GAMBLE, C. L.; BORDONARO, R. A.) 2010.07.01.See summary, figures and page 4, lines 1-10. 1 A AU 2845284 A (TIPPMANN, W.) 1984.11.22.See FIG. pos. H and page 2, lines 20-31. 1
    Search report
    NEWS INVESTIGATION REPORT - PATENT application numberPA 2016 00460 Box # I Non-searchable claims
    The news survey has not been conducted for the following requirements:! □ Requirement no .:
    because the content of the claim (s) is not considered to be an invention:
    [3]
    3. □ Requirement no .: of other lands:
    Box No. II Inventive device missing before the news survey
    Several inventions have been found in the application:
    Search report
    NEWS INVESTIGATION REPORT - PATENT application numberPA 2016 00460 SUPPLEMENTARY BOX Continuation of Box No. [.]
    Search report
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    同族专利:
    公开号 | 公开日
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE137667C|
    US2061157A|1933-08-18|1936-11-17|Hurum Fredrik|Two-cycle motor|
    US2685869A|1948-09-21|1954-08-10|Texas Co|Internal-combustion engine|
    US3075507A|1960-03-17|1963-01-29|John L Betzen|Quadruple acting internal combustion engines|
    US3865087A|1974-06-05|1975-02-11|Gen Motors Corp|Diesel engine and cylinder head therefor|
    AU2845284A|1983-05-20|1984-11-22|Tippmann, W.|Opposed piston engine|
    WO1987004217A1|1985-12-31|1987-07-16|Melchior Jean F|Two-stroke internal combustion engine and cylinder head therefor|
    GB2270114A|1990-11-17|1994-03-02|Leonard James Smith|Internal combustion engines|
    WO2010074665A1|2008-09-12|2010-07-01|Gamble Christopher L|Reciprocating device with dual chambered cylinders|
    DE102009010746B3|2009-02-26|2010-07-01|Hyon Engineering Gmbh|Compressor-loaded 2-cylinder-Boxer engine module for use as e.g. self igniting engine for hybrid drive or power supply of land vehicle, has clocks electronically controlled or connected over injectors|
    US20120096853A1|2009-08-04|2012-04-26|Taylor Jack R|Two-Stroke Uniflow Turbo-Compound Internal Combustion Engine|
    法律状态:
    2018-09-06| PHB| Application deemed withdrawn due to non-payment or other reasons|Effective date: 20180723 |
    优先权:
    申请号 | 申请日 | 专利标题
    DKPA201600062|2016-01-30|
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