RU2189468C2 - Improved internal combustion engine and its working cycle - Google Patents

Abstract

FIELD: mechanical engineering; internal combustion engines. SUBSTANCE: invention relates to method of execution of mechanical work at combustion of gases in internal combustion engine and piston engines with crank gear used to implement the method. Said method, according to preferable versions, includes building of air charge, control of temperature, density and pressure of air charge, transfer of air charge into engine power cylinder, whose weight and density are chosen from range of weight and density values of atmosphere to values exceeding atmospheric values, compression of air charge so that effective compression ratio is less than normal one, forming of fuel mixture from preset amount of charge air and fuel and creation of conditions for ignition of said mixture in power cylinder, and provision of possibility of expansion of gaseous combustion products which act onto piston of power cylinder. Degree of expansion in power cylinder considerably exceeds effective compression ratio in engine power cylinders. EFFECT: increased degree of expansion as compared with compression ratio, reduced consumption of fuel and increased power output. 14 cl, 36 dwg

Description

 The invention relates to a method for producing mechanical work during gas combustion in an internal combustion engine by means of a new thermodynamic duty cycle, as well as to reciprocating internal combustion engines with a crank mechanism for implementing this method.

BACKGROUND OF THE INVENTION
As you know, with an increase in the degree of expansion of the internal combustion engine, the amount of energy obtained during the combustion of gases and converted into kinetic energy increases, and the thermodynamic efficiency of the engine increases. It is also known that increasing the charge density of the air causes an additional improvement in thermodynamics, which increases the generated energy while saving fuel. Thus, in order to obtain an efficient engine, it is necessary to achieve the following goals: ensuring a significant charge density, initiating combustion at maximum charge density and expanding the gases that press on the piston over the longest possible section.

 In known engines, the compression ratio is equal to the expansion ratio, and in engines with spark ignition, the compression ratio is limited by the octane number of the fuel used. However, due to the fact that in such engines the expansion of the exhaust gas can only occur up to a value equal to the degree of compression of this engine, the exhaust gas discharged into the atmosphere when the exhaust valve is opened in the combustion cylinder, as a rule, still has significant temperature and pressure, which leads to losses energy and excessively large polluting emissions.

 Known solutions aimed at lowering the compression ratio and lengthening the expansion process in internal combustion engines to increase their thermodynamic efficiency. The most notable of these is the Miller cycle engine, developed in 1947.

 In contrast to the well-known four-stroke engine, in which the compression ratio in each specific combustion cycle is equal to the expansion ratio, in an engine operating according to the Miller cycle, this equality is intentionally violated. In the Miller cycle, an additional compressor is used to supply air charge, the charge arrives during the piston inlet stroke, and the subsequent closing of the intake valve occurs before the piston reaches the end of the intake stroke. From this point, the gases in the cylinder expand to the maximum volume of the cylinder, after which they are compressed from the same point as in the normal cycle. In this case, the compression ratio is set by the volume of the cylinder at the point at which the intake valve closes, divided by the volume of the combustion chamber. During the compression stroke, actual compression does not occur until the piston reaches the point at which the intake valve closes during the intake stroke, so that the compression ratio is below normal. The expansion ratio is calculated by dividing the working volume of the cylinder by the volume of the combustion chamber. The result is a more complete expansion, since in such an engine the expansion ratio exceeds the compression ratio.

 The reduction in compression ratio in a two-stroke engine running on the Miller cycle is achieved by keeping the exhaust valve open for approximately the first 20% of the compression stroke. Perhaps, in this case, the expansion ratio is still lower than the compression ratio, since in the known two-stroke engines the expansion ratio never reaches the compression ratio.

 The advantage of this cycle is the ability to achieve higher efficiency than when the expansion ratio is equal to the compression ratio. The disadvantage of the Miller cycle is a lower average effective pressure compared to known devices having the same maximum pressure, in the absence of a significant improvement in emission parameters.

 The use of the Miller cycle is advisable in engines rarely operating at reduced load, since in this case the average pressure in the cylinder during the expansion course tends to achieve the average friction pressure or even lower value. Under such conditions, a section of a more complete extension of the cycle may ultimately cause losses rather than increased efficiency.

 This type of engine can be successfully used in cases where the maximum pressure of the cylinder is limited by detonation or strength considerations and when it is considered acceptable to obtain the maximum possible fuel economy at the cost of reducing specific power. Such a cycle is suitable only for engines operating most of the time under conditions of high mechanical efficiency or, in other words, at relatively low piston speeds and almost at full load.

 US Pat. No. 4,730,457, cl. F 02 In 37/04, 03/15/1988, an internal combustion engine is described comprising a cylinder block in which there is at least one cylinder, an inlet window communicating between the cylinder and the air source, and an outlet window through which the exhaust air from the cylinder; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing the inlet window; an outlet valve selectively closing the outlet port; two compressors installed between the air source and the inlet window and communicating with them; at least one air cooler; an air supply network comprising a pipeline, an interconnecting air source, a compressor, a second compressor, an air cooler and an inlet window.

 In the copyright certificate of the USSR 248375, cl. F 01 B 23/08, F 02 B 37/00, F 02 D 33/02, 07/10/1969, describes an internal combustion engine comprising a crankshaft, a cylinder block in which there are at least one cylinder, two inlet windows of the power cylinder, which provide communication between the cylinder and the air source, and an exhaust window through which exhaust gases from the cylinder discharge; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing each inlet window; an outlet valve selectively closing the outlet port; a compressor installed between the air source and at least one inlet window of the power cylinder and communicating with them through the pipeline; at least one air cooler installed between the compressor and the inlet window and in relationship with them; means for selectively controlling the operation of the intake valves, as well as selectively controlling the parameters of the air charge selected from at least one of the following parameters: turbulence, density, pressure, temperature, and also the average and maximum pressure in the cylinder.

 The disadvantage of this engine is that the temperature of the air charge during compression of the piston reaches large values, which at high loads can lead to overheating of the engine and, as a result, to a decrease in its service life.

 The specified copyright certificate also describes a method of operating an internal combustion engine, including creating an air charge, regulating the temperature, density and pressure of an air charge, transferring an air charge to an engine cylinder, compressing an air charge, forming a combustible mixture from a given amount of charging air and fuel, creating conditions for igniting this mixture in the power cylinder and providing the possibility of expansion of gaseous products of combustion with action on the piston acting in the power cylinder HDPE.

 The disadvantage of this method is that the temperature of the air charge when it is compressed in the engine cylinder reaches high values, which at high loads can lead to overheating of the engine and, as a result, to a decrease in its service life.

 The objective of the present invention is to provide an internal combustion engine, the temperature of the duty cycle of which can prevent overheating of the engine at high loads and, as a result, increase its service life. The present invention is also the creation of a method of operation of an internal combustion engine, in which the temperature of the duty cycle prevents overheating of the engine at high loads and, consequently, to increase its service life.

SUMMARY OF THE INVENTION
The solution to this problem is provided by creating an internal combustion engine containing a cylinder block, in which there are at least one cylinder, two inlet windows of the power cylinder, which communicate between the cylinder and the air source, and an exhaust window through which exhaust gas is released from the cylinder; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing each inlet window; an outlet valve selectively closing the outlet port; at least one compressor installed between the air source and at least one inlet window of the power cylinder and communicating with them through the pipeline; at least one air cooler installed between the compressor and the inlet window and in relationship with them; means for selectively controlling the operation of the compressor and inlet valves, as well as selectively controlling air charge parameters selected from at least one of the following parameters: turbulence, density, pressure, temperature, as well as the average and maximum pressure in the cylinder, so that at least part incoming air before entering the cylinder can be selectively compressed by a compressor; and a low-pressure manifold supplying low-pressure air to the inlet valve, which closes one inlet port and which opens during the stroke of the piston inlet, and a high-pressure manifold supplying compressed air to the inlet valve, which closes the second inlet port and which opens after passage bottom dead center piston during compression stroke.

 Due to the presence of these lines, low pressure air is introduced into the engine cylinder during the stroke of the piston inlet, and high pressure air, which has a high density and low regulated temperature, is introduced during the compression stroke, while the heat released by the air in the cylinder at the beginning of the compression stroke when compressed, it is absorbed by the introduced compressed chilled air charge, which has a high density and has a high heat capacity. This allows you to significantly reduce the average temperature of the working cycle and to obtain a higher than in known engines, the average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder. The specified air supply also allows you to reduce the engine's work spent on compressing the air charge during the compression stroke, to increase the turbulence of the air-fuel mixture for a more complete and clean combustion of fuel, and also to reduce the possibility of detonation of the air-fuel mixture.

 In the proposed engine, the selective control means may comprise the usual number of valves strategically located in the indicated pipeline and the known engine control mechanism controlling the operation of these valves, and the engine itself may comprise a second compressor installed between the specified compressor and the inlet port with which the specified compressor is connected , and communicating with them, so that at least a portion of the incoming air before the intake into the cylinder is selectively compressed a second time; moreover, the means of selective regulation may contain means for selective regulation of the second compressor.

 The compressor may be in the form of a reciprocating compressor, which may include a piston connected to the crankshaft of the engine.

 The compressor may also be in the form of a rotary compressor.

 The solution to this problem is also ensured by creating an internal combustion engine containing a cylinder block, in which there are at least one cylinder, two inlet windows that communicate between the cylinder and the air source, and an exhaust window through which air is exhausted from the cylinder; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing each inlet window; an outlet valve selectively closing the outlet port; two compressors installed between the air source and one of the inlet windows and communicating with them; at least one air cooler; an air supply network comprising a pipe, an interconnecting air source, a compressor, a second compressor, an air cooler, an inlet window and a second inlet window; and means for selectively controlling the operation of the compressor to operate in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression; means for selectively controlling the operation of the second compressor for its operation in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression; and means of selective direction into the first inlet window of compressed air, and into the second inlet window of air not subjected to injection.

 Due to the presence of selective means in the first inlet window of compressed air, which has a high density and low regulated temperature, and in the second inlet window, air not subjected to injection, under certain modes of supplying air to the engine cylinder, the heat generated by the air in the cylinder at the beginning of the compression stroke, when it is compressed, it is absorbed by a compressed compressed air charge of high density and high heat capacity. This allows you to significantly reduce the average temperature of the working cycle and to obtain a higher than in known engines, the average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder. The specified air supply also allows you to reduce the engine's work spent on compressing the air charge during the compression stroke, to increase the turbulence of the air-fuel mixture for a more complete and clean combustion of fuel, and also to reduce the possibility of detonation of the air-fuel mixture.

 In addition, the ability to selectively control the operation of two compressors both in the compression mode, in which a compressed air charge is generated, and in the pass mode, in which air is passed through the compressor without compression, reduces the work spent by the engine on the compressor drive in low load mode.

 The proposed engine may have a means of further increasing the turbulence of the charge entering the cylinder, and minimizing the reverse charge current during slow closing of the intake valves, while the means of increasing turbulence can be made in the form of a check valve located between the inlet valve and the cylinder.

 The solution to this problem is also provided by creating an internal combustion engine having a crankshaft driven by at least one piston that performs at least a compression stroke and an expansion stroke with the aid of combustion occurring in the cylinder, the compression stroke leading to compression of the air in the cylinder , and containing a stage of external compression, in which an additional charge of air is compressed outside the cylinder; a supply pipe connecting the compression stage to the cylinder, with an intercooler, through which a charge of air is selectively directed from the compression stage; two inlet windows of the power cylinder, each of which is made with an inlet valve, means for selectively controlling the external compression stage and inlet valves, as well as selectively adjusting the air charge parameters selected from at least one of the following parameters: turbulence, density, pressure, temperature, as well as the average and maximum pressure in the cylinder, and the low-pressure line supplying low-pressure air to the inlet valve of one inlet window during the stroke of the piston inlet, and the line to high pressure supplying compressed air to the inlet valve of the second inlet window after the piston passes the bottom dead center during the compression stroke.

 Due to the presence of these lines, low pressure air is introduced into the engine cylinder during the stroke of the piston inlet, and high pressure air, which has a high density and low regulated temperature, is introduced during the compression stroke, while the heat released by the air in the cylinder at the beginning of the compression stroke when compressed, it is absorbed by the introduced compressed chilled air charge, which has a high density and has a high heat capacity. This allows you to significantly reduce the average temperature of the working cycle and to obtain a higher than in known engines, the average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder. The specified air supply also allows you to reduce the engine's work spent on compressing the air charge during the compression stroke, to increase the turbulence of the air-fuel mixture for a more complete and clean combustion of fuel, and also to reduce the possibility of detonation of the air-fuel mixture.

 The proposed engine may further comprise a second external compressor, in which the air charge is compressed outside the cylinder and directed to the low pressure window of the power cylinder during the intake stroke. In this case, the compression stroke in the engine leads to compression of the air in the cylinder, and the means for controlling the density, temperature, pressure and turbulence of the air charge are used so that the compression ratio is less than the degree of expansion of the engine due to the use of these controls, which includes compression of the additional air charge before compression in the cylinder, thereby creating a pre-compressed charge of air that is selectively passed through a cooling device before it is fed into the cylinder and it is given after a low-pressure air charge has entered the cylinder during the inlet stroke, a charge that is inferior to the normal one in the cylinder has remained, and the piston compression stroke has begun, and the turbulence and charge density in the cylinder have increased.

 The solution to this problem is also provided by creating a method of operation of an internal combustion engine, including the creation of an air charge; regulation of temperature, density and pressure of air charge; air charge transfer to the engine power cylinder; it is possible to regulate and change the weight and density of the charge of air to obtain such a charge of air, the weight and density of which is selected in the range from values that are inferior to normal values of weight and density, to values that exceed these values; feeding into the cylinder and preserving in it a charge of low pressure air, inferior to the normal in magnitude and obtained during the inlet stroke of the piston; supplying a high pressure air charge to the cylinder after the piston passes the bottom dead center; compression of the charge of air, so that the effective compression ratio is less than normal; the formation of a combustible mixture of a given amount of charging air and fuel; creation of conditions for ignition of this mixture in the power cylinder; and providing the possibility of expansion of the gaseous products of combustion with the action of the piston acting in the power cylinder, and the degree of expansion of these power cylinders significantly exceeds the effective compression ratio of the power cylinders of the engine.

 Due to the supply during the piston inlet into the cylinder of the engine of low pressure air, and after the piston passes the bottom dead center - high pressure air, which has a high density and low regulated temperature, the heat generated by the air in the cylinder at the beginning of the compression stroke compression, is absorbed by the introduced compressed chilled air charge, which has a high density and has a high heat capacity. This allows you to significantly reduce the average temperature of the working cycle and to obtain a higher than in known engines, the average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder. The specified air supply also allows you to reduce the engine's work spent on compressing the air charge during the compression stroke, to increase the turbulence of the air-fuel mixture for a more complete and clean combustion of fuel, and also to reduce the possibility of detonation of the air-fuel mixture.

 The solution to this problem is also provided by creating an internal combustion engine containing at least one additional compressor for compressing a charge of air, having an outlet; an intercooler through which compressed air is selectively directed for cooling; power cylinders in which compressed air ignites and expands in the presence of fuel; a piston acting in each power cylinder and connected via a connecting link to the crankshaft to rotate the crankshaft under the action of the reciprocating movement of each piston; a transmission manifold that connects the inlet for low pressure air to the power cylinders and through which the low pressure air is transmitted to the power cylinders; a transmission pipe communicating a compressor outlet with a control valve and an intercooler; a transmitting manifold that communicates with the intercooler to the power cylinders and through which compressed air is provided for entering the power cylinders; an inlet valve controlling the flow of compressed air from the transmission manifold to the power cylinders; an exhaust valve that controls the release of exhaust gases from the power cylinders; and means for selectively controlling the operation of the compressor for operating in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression, as well as selectively controlling air charge parameters selected from at least one of the following parameters: density, pressure, temperature, as well as the average and maximum pressure in the cylinder after the low pressure charge enters the cylinders.

 Due to the presence of these transmitting collectors under certain conditions of supplying air to the engine cylinder, the heat generated by the air in the cylinder at the beginning of the compression stroke, when compressed, is absorbed by the compressed compressed air charge, which has a high density and has high heat capacity. This allows you to significantly reduce the average temperature of the working cycle and to obtain a higher than in known engines, the average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder. The specified air supply also allows you to reduce the engine's work spent on compressing the air charge during the compression stroke, to increase the turbulence of the air-fuel mixture for a more complete and clean combustion of fuel, and also to reduce the possibility of detonation of the air-fuel mixture.

 In general terms, the present invention provides an internal combustion engine system (including methods and devices) for controlling the density, temperature, pressure and turbulence of a charge of a fuel mixture to provide effective control of processes occurring in a power cylinder, to increase fuel economy, increase power and torque while minimizing polluting emissions.

 In addition to other advantages, the proposed method can provide a change in the average effective pressure in the cylinder in the range from inferior to normal to above normal pressure. In preferred embodiments, when the engine is running, the average effective cylinder pressure may selectively vary (and vary) over the entire specified range. In another embodiment, relating to the operation of the engine at a constant speed under constant load, the average effective pressure in the cylinder is selected from the specified range, and the engine according to the invention is performed in such a way that the range of variation of the average effective pressure in the cylinder is limited and varies only within the range of, necessary to produce just such power, torque and speed of the duty cycle for which the engine was developed.

 The inlet valve, through which an additional charge of high-pressure air with a regulated temperature is supplied and which can be quickly opened and closed after the piston reaches the point at which the first inlet valve closes, is designed to charge at such a time that the compression ratio of the engine will be less degree of expansion, and ignition can begin at a charge density close to maximum. The proposed two-stroke engine is characterized in that the operation of the intake valves of the power cylinders is synchronized so that the air charge is held in the adapter manifold and is supplied to the power cylinder during the purge-compression stroke (second cycle) at the time after the power cylinder is purged with low pressure air when the exhaust valve is closed. Thus, the excess degree of expansion of the power cylinder over the compression ratio of the engine is ensured. Means of mixing fuel with an air charge and producing a fuel mixture are available, and the dimensions of the combustion chamber of the power cylinders with respect to the working volume of the power cylinder are selected so that the ignited fuel-air mixture can expand to a volume significantly exceeding the compression ratio of the engine cylinder.

 The main advantages of the present invention over the known internal combustion engines are that it provides an increase in the degree of expansion over the compression ratio, it also selectively provides a higher than in the known engines average effective pressure in the cylinder at the same or even lower maximum pressure in the cylinder.

 The above differences provide fuel savings, as well as increased power and torque in the entire range of engine speeds with a low level of polluting emissions. Due to the control of density, temperature and charge pressure, long-term operation of the engine at low loads is possible without reducing fuel efficiency. The new duty cycle is suitable for both two-stroke and four-stroke engines both with ignition from an electric spark and with ignition from high pressure. In engines with spark ignition, the charge weight can be significantly increased, while there are no usual problems of high maximum temperatures and pressures, usually accompanied by problems of detonation during combustion and premature ignition. In engines with pressure ignition, due to a heavier, less heated charge, with increased turbulence, a low maximum pressure in the cylinder is ensured for a given degree of expansion and it is possible to obtain an enriched fuel mixture with a higher ratio of the amount of fuel to the amount of air, characterized by reduced smoke formation, in as a result of which power increases, emissions of nitrogen oxides and soot particles are reduced. The work spent on compression is reduced due to a decrease in heat transfer during compression. Engine life is extended due to a lower overall cycle temperature and lower than normal exhaust temperature. The invention also provides regenerative braking means for saving energy for subsequent operating cycles without performing compression work and for obtaining short-term or "explosive" power, which further increases the overall efficiency of the engine.

 This brief description cannot set forth all the objectives, features and advantages of the present invention, which, however, follow from the description below with the accompanying drawings.

Brief Description of the Drawings
The following examples describe embodiments of the proposed internal combustion engines with reference to the attached drawings, on which:
FIG. 1 is a perspective view (in local sections) of a cylinder block and the head of a four-stroke six-cylinder internal combustion engine, which represents a first embodiment of the apparatus of the invention and by which the first operation method can be implemented and described; among its other components, this embodiment, as can be seen from the drawing, has one additional compressor, a cooling system and valves for regulating the pressure, density and temperature of the charge,
FIG. 2 is a schematic view of a four-stroke six-cylinder internal combustion engine similar to that shown in FIG. 1, which represents a second embodiment of the apparatus of the invention and by means of which a second method of operation can be implemented and described; among its other components, this embodiment, as can be seen from the drawing, has two compressors, three intercoolers, four control valves, paired air ducts for the main and additional compressors, paired manifolds and means for regulating the pressure, density and temperature of the charging air,
FIG. 3 depicts a perspective view (with local sections) of a cylinder block and a head of a four-stroke six-cylinder internal combustion engine, which represents a third embodiment of the proposed device and through which a third method of operation can be implemented and described,
FIG. 4 is a perspective view (in local sections) of a cylinder block and the head of a four-stroke six-cylinder internal combustion engine, which represents a fourth embodiment of the apparatus of the invention and by which a fourth method of operation can be implemented and described; among its other components, this embodiment, as can be seen from the drawing, has an additional compressor with two inlet channels for charging air and paired inlet air lines, one of which is a low-pressure line, and the second is a high-pressure line, and both lead to the same power cylinder, cooling system, valves for regulating the pressure, density and temperature of the charging air and an additional atmospheric air intake system,
FIG. 4B is a perspective view (in local sections) of an engine similar to that shown in FIG. 4, except that it has only one inlet for atmospheric air supplying charging air to the power cylinders with two different pressure levels,
FIG. 4C schematically shows an exhaust system and an engine air intake system with means for re-burning exhaust gases to reduce pollutant emissions,
FIG. 5 is a perspective view (in local sections) of a cylinder block and the head of a four-stroke six-cylinder internal combustion engine, which represents a fifth embodiment of the inventive device and through which a fifth operation method can be implemented and described; among its other components, this embodiment, as shown in the drawing, has one inlet for atmospheric air, an additional compressor with two mains for charging air, one of which is a low pressure line and has two additional lines, and the second is a high pressure line, both lines lead to the same power cylinder, valve controls and air coolers to change the density, pressure and charge temperature in the combustion chamber of the engine,
FIG. 6 is a partial sectional view of one power cylinder of the four-stroke engine shown in FIGS. 4, 4B, 5, 7, or 33 near the inlet valves, showing another method (applicable to other embodiments of the present invention) of preventing reverse current of charging air and automatically controlling the degree of compression of the charge in the cylinder during the intake of air charge,
7 schematically depicts a four-stroke six-cylinder engine, which represents another embodiment of the proposed device and through which another way of operation can be implemented and described, and the drawing shows three different systems (two of them are shown by dashed lines) of the main intake low pressure air charge; among its other components, this embodiment has three air coolers, paired manifolds and means for controlling the temperature, density and charge pressure by means of the engine control unit and by changing the position of the valves,
FIG. 8 is a perspective view (in local sections) of a cylinder block and the head of a two-stroke six-cylinder internal combustion engine, which represents a first embodiment of a push-pull engine of the invention and by which another method of operation can be implemented and described; among its other components, this embodiment has a main and additional compressors, a cooling system, pipelines and valves for regulating the density, temperature and charge pressure, proposed by the invention,
FIG. 9 is a perspective view (in local section) of a cylinder block and the head of a two-stroke six-cylinder internal combustion engine, which represents a second embodiment of the two-stroke engine of the invention and by which another method of operation can be implemented and described; among its other components, this embodiment, as shown in the drawing, has one inlet for atmospheric air, the main and additional compressors with two inlet lines for charging air, one of which having additional lines is a low-pressure line, and the other is a high-pressure line pressure, and both of them lead to the same power cylinder, control valve means and air coolers to change the density, temperature and charge pressure in the combustion chamber of the engine,
figv schematically depicts a two-stroke six-cylinder engine, which represents another embodiment of the proposed device and through which another method of operation can be carried out and described, and the drawing shows two different systems (one of them is shown by dashed lines) of the main intake low pressure air charge; among its other components, this embodiment, as shown in the drawing, has three air coolers, paired collectors and means for controlling temperature, density and charge pressure by means of the engine control unit and by changing the position of the valves,
FIG. 10 is a local sectional view of one power cylinder of the two-stroke engine shown in FIG. 9 near the inlet valves, showing another method (applicable to other embodiments of the present invention) of preventing reverse flow of charging air during the inlet of high pressure air into the cylinder, as well as balanced a valve having a forced oil / air cooling system,
FIG. 11 is a perspective view (in local section) of a cylinder block and the head of a two-stroke six-cylinder internal combustion engine, which represents a third embodiment of the two-stroke engine of the invention and by which another method of operation can be implemented and described; among its other components, this embodiment, as shown in the drawing, has a main and additional compressors, a cooling system, pipelines and valves for regulating the density, temperature and pressure of the charge and has one feeder for air inlet for each power cylinder with at least two inlet valves arranged in such a way that each of them can work with independent time modes,
FIG. 12 is a pressure vs. volume diagram showing a comparison of a cycle of a proposed engine with a cycle of a high speed diesel engine,
FIG. 13 is a table showing the improvements possible in the proposed engine and relating to the effective compression ratio, maximum temperatures and pressures, charge density and expansion ratios in comparison with the well-known two-stroke diesel engine for operation under severe conditions,
FIG. 14 is a table showing the improvements possible in the proposed engine and relating to the effective compression ratio, maximum temperatures and pressures, charge densities and expansion ratios in comparison with the well-known four-stroke diesel engine for operation under severe conditions,
Fig.15 schematically depicts the proposed operational parameters for the operation of engines, both two-stroke and four-stroke, shown in Fig.5-7 and 9-10, while the drawing shows a pair of intercoolers for the main compressor, one intercooler for the auxiliary compressor, control system and valves for selecting various ducts for charging air at low engine load and two alternative systems for supplying the main charge of low pressure air (one of them shows a bar-pun dash lines)
FIG. 16 shows the proposed valve positions for supplying the manifolds 13 and 14 with an air charge optimal for the operation of the engines of FIGS. 5-7 and 9-10 with an average load; to work with medium load, the damper valve 5 of compressor 2 must be closed, and the bypass air valve 6 must be open to pass an uncooled charge of air without compression to the inlet of the compressor 1, where the closed damper valve 3 and the closed bypass air valve 4 are directed the charge of the air compressed by compressor 1, bypassing the intercoolers, into the collectors 13 and 14 together with the air compressed and heated by compressor 1 for operation with an average load,
Fig. 17 depicts the proposed scenario for providing the engines depicted in Figs. 5-7 and 9-10 with a high-density air charge for operation under severe conditions in the high power output mode; on Fig all the damper valves 5 and 3 and all the bypass air valves 6 and 4 are shown in the fully closed position, so that the main and second stages of compression work, and the entire charge of air, except for a certain amount passing through the pipe 32 to the inlet the valve 16-B, is passed through intermediate coolers 10, 11 and 12 to create a charge of very high density air and transfer it to the manifolds 13 and 14 and the power cylinders of the engines for their operation under heavy load,
FIG. 18 schematically depicts a view of any of the engines of FIG. 3-11, which shows another type of auxiliary compressor 2 'and systems for providing means for shutting off or disconnecting the auxiliary compressor in the absence of the need for a large charge pressure and its high density; to bring the compressor 2 'out of operation, the shutter valve 5 is closed and the bypass air valve is opened, so that the air pumped through the compressor 2' can be recycled through it without performing compression work,
FIG. 19 schematically depicts the engines shown in FIGS. 5-7 and 9-10 and having two compressors, one intercooler for one compression stage, paired coolers for the second compression stage, paired manifolds, four valves and an engine control unit (ECU), and also depicts means for regulating the density, pressure and temperature of the charging air by changing the direction and amount of air flow through various valves, electronic or acting from vacuum, and their pipelines,
FIG. 20 schematically depicts an additional electric motor drive for engine air compressors of FIGS. 1-11,
FIG. 21 is a schematic cross-sectional view of a pre-chamber, a combustion chamber, associated fuel inlet channels, and installation of valves proposed to operate on gaseous or liquid fuel for the proposed engines or any other internal combustion engine,
Fig. 22 is a partial sectional view of one engine cylinder, showing another construction, where for each revolution of the shaft there are two working strokes for a two-stroke engine and one working stroke for each revolution of the shaft for a four-stroke engine, while there is a rocker turning at its lower end , a connecting rod connected to the middle of the rocker arm and to the crankshaft of the engine, and there are means for arbitrarily changing the compression ratio of the engine,
Fig.23 depicts a partial section of one cylinder of the engine and shows another design, in which for each revolution of the shaft there are two working strokes for a two-stroke engine and one working stroke for each revolution of the shaft for a four-stroke engine, while the beam connecting the connecting rod and piston is rotated in the point located between the piston and the piston rod, and the connecting rod is connected to the crankshaft of the engine, as well as the variable preferred means of power take-off from the piston by means of a conventional device containing to the piston, slider and connecting rod,
Fig.24 depicts a partial section of one cylinder of the engine, which shows the means of providing additional burning time of the fuel with each working stroke in both a two-stroke and four-stroke engine,
Fig.25 depicts a perspective view of a cylinder block and the head of a two-stroke internal combustion engine, which represents another embodiment of the proposed device and through which another method can be implemented and described; among its other components, this embodiment, as shown in the drawing, has purge windows in the lower part of the cylinder liner, the main and additional compressors, a cooling system, valves and pipes for regulating the pressure, density and temperature of the charging air, as well as valves and pipes for supplying purge air into cylinders,
FIG. 26 schematically depicts a view of an engine similar to that shown in FIG. 25, which shows one intercooler for one additional compression stage, paired intercoolers for the main compression stage, a control system (containing an engine control unit (ECU) and valves) for regulating the density, weight, temperature and pressure of the charging air by adjusting the direction and the amount of air flow passing through various valves, pipelines and an additional throttle, as well as two additional ways of supplying purge air to the purge windows in the lower part five cylinders and other ways of exhaust gases exiting the engine,
FIG. 27-30 schematically depict views of the engine shown in FIGS. 25 and 26, which show four different methods for efficiently blowing engines, with FIGS. 27 and 28 also schematically showing an engine control unit (ECU) and valves for controlling pressure, density, and temperature of charging and purging air with the task for each of them the required parameters,
FIG. 31 schematically depicts a proposed additional drive from an electric motor for engine air compressors,
FIG. 32 schematically depicts a two-stroke engine shown in FIGS. 25 and 26 and having only one compressor for supplying both charging and purge air, which shows a control system and means for controlling the pressure, density and temperature of the charging and purging air with a task for each of them the required parameters, as well as the means used to direct air along various paths,
FIG. 33 schematically depicts a cross-section of a six-cylinder engine having two compressor cylinders, four power cylinders, one supercharger, five control valves, which also shows the engine control unit (ECU) for controlling temperature, density and weight of the charge, and the engine is configured to store a compressed air obtained by regenerative braking, or air taken during some production processes, in any engine,
FIG. 34 schematically depicts a view of any of the proposed engines, showing another embodiment, comprising a separate electric air compressor or, in another case, an inlet pipe leading from a source of discharged or "drawn" compressed air to supply charging air to the engine (or to several engines), so that there is no need for compressors driven by the engine itself,
FIG. 35 schematically depicts a view of any of the proposed engines, which shows an additional embodiment, designed to work with constant load and constant speed. This embodiment of the proposed engine contains both primary and secondary compressors with additional intermediate coolers to provide two stages of preliminary compression of the charging air, which at the intermediate stage is additionally cooled or subjected to adiabatic compression, and
FIG. 36 schematically depicts a view of any of the proposed engines, showing a constant speed, constant speed rotating engine according to another embodiment of the present invention, in which there is one compressor with additional intercoolers to create one stage of pre-compression of the charging air , which at an intermediate stage is additionally cooled or subjected to adiabatic compression.

Detailed Description of Drawings
Below, with more detailed references to the drawings, a description is given of preferred embodiments of the proposed improved internal combustion engine 100. Similar engine components in several drawings are denoted by the same reference numbers, although in some cases when (due to the large number of embodiments) it is deemed necessary, similar but different components are indicated by a superscript number (for example, 100 ¹ ). If there are several identical constituent parts, in most cases they are indicated completely (for example, six cylinders 7a-7f), even if not all of these components are shown in the drawing. In addition, component parts that are common to several cylinders are sometimes indicated simply by a common number for ease of writing, for example piston 22a-22f => piston 22. To facilitate understanding of numerous embodiments (but not to limit the description), some, but not all, parts of the present description have subtitles to indicate a specific system or subsystem described in detail in this section.

 The system proposed in the invention would probably be best represented with reference to the method / methods for controlling the density, temperature and turbulence of the charge supplied to the combustion zone; in the description below, an attempt is made to describe the proposed preferred methods in communication and in combination with devices made to implement the preferred methods and operating in accordance with them.

 Some components of the system, but not necessarily all that are common to two or more of the embodiments described below, comprise a crankshaft 20 to which connecting rods 19a-19f are attached, to each of which a piston 22a-22f is attached, each piston moving inside the power cylinder 7a-7f, the air enters the cylinders through the inlet windows regulated by the inlet valves 16, and the air is discharged from the cylinders through the outlet windows regulated by the exhaust valves 17. The following is a description of the interaction, changes and operation of these and other similar constituent parts as it was deemed necessary for understanding of various embodiments of the present invention.

Engine 100 ¹ shown in FIG. 1
In FIG. 1 shows a six-cylinder reciprocating internal combustion engine 100 ¹ with a crank mechanism in which all cylinders 7a-7f (only one of them is shown in section) and the associated pistons 22a-22f operate in a four-stroke cycle, and all cylinders are used to produce energy and transmitting it to the common crankshaft 20 by means of connecting rods, respectively 19a-19f. Additional compressor 2 (shown in the form of a Lysholm rotary compressor in the drawing) selectively supplies compressed air or makes it possible to supply air under atmospheric pressure to the manifolds 13 and 14 and to the cylinders 7a-7f operating on a four-cycle cycle. In preferred embodiments, valves 3, 5 and 6 and intercoolers 10, 11 and 12 are used to control the density, weight, temperature and pressure of the air charge. The inlet valves 16a-16f, 16'a-16'f are synchronized to control the degree of compression engine 100 ¹ . The combustion chamber has dimensions that provide a certain degree of expansion of the engine.

Engines 100 ¹ -100 ⁵ and 100 ⁷ , respectively shown in figures 1-5 and 7, have camshafts 21 with cams located on them, mounted with the possibility of drive with a rotation speed of half the speed of rotation of the crankshaft, to provide one working stroke for every two revolutions of the crankshaft for any power piston. Rotary compressors 2, shown in figures 1-4, 4B, 5, 7 and 33, are made with the possibility of drive from the ribbed V-belt, and between the grooved pulley and the drive shaft of the compressor can be located step-up gear. Rotary compressors can also be equipped with a step-up gear with variable speed, as is the case with some aircraft engines. The piston compressor 1 shown in FIG. 3 has double acting cylinders attached to the crankshaft 20 via a connecting rod 19g, the shaft 20, to which a compressor is connected via a connecting rod 19g, provides two working strokes for each revolution of the shaft 20. In one embodiment, the compressor 1 is driven by a connecting rod 19g attached to an additional short crankshaft (not shown) located above the main crankshaft 20 and connected to this shaft via an overdrive gear for more than two the working strokes per revolution of the main crankshaft 20. In another embodiment, the compressor system may have several compression stages for rotary or reciprocating compressors. Although in various embodiments of the invention the additional compressor 1 and the second additional compressor 2 are everywhere depicted as a reciprocating or rotary compressor, it should be noted that the present invention is not limited to the type of compressor used as the main or additional compressor, and the shown compressors can be replaced by one on the other, either have the same design, or have other designs that perform the functions specified in the description.

The engine 100 ¹ shown in FIG. 1 is characterized by a longer expansion process, a lower compression ratio and the possibility of creating a charge of the fuel mixture, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also able to selectively provide the average effective pressure in the cylinder is higher than in conventional schemes of conventional engines, but to have a lower maximum pressure in the cylinder compared to known engines. The engine control unit (ECU) (not shown in Fig. 1) and the various valves 3, 5 and 6 in the pipelines, as shown in the drawings, form a system for controlling the density, pressure and charge temperature, as well as the average and maximum pressure in the cylinder, which provides the opportunity to increase fuel economy, generate more torque and more power at low engine speeds in combination with low polluting emissions both for spark ignition engines and for internal combustion engines with compression ignition. In other embodiments, an adjustable valve synchronization system may be used which, together with a control system such as an ECU, can adjust the opening and closing times of the intake valves 16 and 16 'to further improve parameter control in the combustion chambers of the cylinders 7a-7f of the engine 100 ¹ to obtain if necessary, a flatter torque characteristics and higher power at low fuel consumption and polluting emissions.

A brief description of the operation of the engine 100 ¹ shown in figure 1
The proposed engine 100 ¹ , shown in figure 1, is a highly efficient engine with high power and high torque, low fuel consumption and low polluting emissions. The new duty cycle is an external compression combustion cycle. In such a cycle, part of the intake air (which is completely compressed in the power cylinders of known engines) is selectively compressed by at least one additional compressor 2. The temperature rise during compression can be reduced by means of air coolers 10, 11, 12, cooling the incoming air, as well as by more short stroke compression.

One proposed preferred mode of operation of a new cycle engine 100 ¹ includes the following:
1. Depending on the engine power requirements (for example, requirements associated with changing the load value) either air entering under atmospheric pressure or air entering compressed by at least one additional compressor 2 and having a temperature and pressure, the value of which is regulated by bypass systems and charge air coolers, served in the power cylinder 7 by the stroke of the inlet of the piston 22.

 2. (a) After completion of the intake stroke, the intake valve 16 (there may be one or several, 16, 16 'such valve) is left open for a certain period of time after the piston 22 has passed the bottom dead center, so that some of the fresh the charge of air is pumped back into the intake manifold 13, 14. The intake valve 16, 16 'is then closed at some point of movement of the piston and thereby seal the cylinder 7, thereby setting the compression ratio of the engine.

 (b) In another case, the intake valve 16, 16 ′ is closed early, during the intake stroke, before the piston 22 reaches bottom dead center. The air charge located in the closed volume is then expanded to the full volume of the cylinder 7, and the compression of the charge begins when the piston 22 returns to the compression stroke point at which the valve 16, 16 'is closed.

 3. (a) During the compression stroke of the piston 22 at the point at which the valve 16 is closed, the compression begins at the stages of either claim 2 (a) or claim 2 (b), thereby creating a low compression ratio, which makes it possible to limit the rise in temperature during the compression stroke.

 (b) During operation in low load mode, for example when the vehicle is moving at a steady speed or when power is generated in low load mode, the shutter valve 5 is closed and the air bypass valve 6 (VPK) on the compressor is preferably open, so that occurs returning the incoming air without compression into the inlet pipe 8 of the compressor 2. The damper valve 3 can then direct the charge of air through the intercoolers 11 and 12 or bypassing them. At this time, the engine pistons 22a-22f draw in naturally incoming air through the compressor 2. This reduces the operation of the compressor drive and increases fuel economy.

 (c) If there is a need for increased power, the density and pressure of the charge can be increased by shutting off the valve 6, which leads to an increase in air pressure by the compressor 2, and in the other case, the same effect can be achieved by connecting the second compression stage by means of the compressor 1, as shown in figure 2, either by increasing the rotation speed of the compressor 2. At the same time, the control valves 5 and 3 preferably direct the charge of air in whole or in part through at least one intermediate cooling Itel 10, 11 and 12 to increase the density of the charging air.

 4. Compression continues, fuel is added, if it is not already present in the charge, the charge is ignited, and its combustion causes a strong expansion of gases with action on the piston 22, while generating a large amount of energy at any stage 3 (a), (b ) or with). This energy, which creates a high average effective pressure in the cylinder, is converted to high torque and high power, especially in step (c).

A detailed description of the operation of the engine 100 ¹ shown in figure 1
During the stroke of the inlet (first stroke) of the piston 22, air, which (depending on the requirements for the developed power) is either at atmospheric pressure or has been compressed by the compressor 2 to a slightly elevated pressure, flows through pipelines 15 from the air manifold 13 or 14 through the inlet valve 16 into the cylinder 7. During the stroke of the inlet of the piston 22, the closing of the inlet valve 16 occurs early (when the piston is at point x). Starting from this point, the contents of the cylinder 7 expand to the maximum volume of this cylinder. Then, during the compression stroke (second stroke), compression does not occur until the piston 22 returns to point x, at which the intake valve 16 was closed during the intake stroke. (To calculate the compression ratio of the engine, the working volume of the cylinder remaining when the piston is at point x is divided by the volume of the combustion chamber.) In the other case, during the intake stroke (first stroke) of the piston 22, the intake valve 16 is held open for the entire duration of the intake stroke and also after the piston 22 passes the bottom dead center and on a significant part of the compression stroke (second stroke), comprising from 10% to possibly 50% or more of the compression stroke, thereby pushing part of the charging air back into the manifold 13 or 14, and then intake valve 1 6 close to establish a low compression ratio in the engine cylinders. At the moment of closing the intake valve 16, the density, temperature and pressure of the contents of the cylinder are approximately equal to the corresponding parameters of the contents of the manifold 13 or 14.

 When operating in low load mode, for example when the vehicle is moving at a steady speed or when energy is generated in low load mode, the shutter valves 5 and 3 are closed, and the valve 6 on the compressor is preferably open, so that the intake air returns without being compressed into the inlet pipe 8 of the compressor 2. At this time, the engine pistons 22a-22f suction naturally incoming air through the compressor 2. This reduces the operation of the compressor drive and increases fuel economy.

 If average torque and power are required, for example, when driving at high speed or when generating electricity in the medium load mode, valve 5 is preferably closed towards compressor 2, valve 6 is also closed. This leads to the cessation of air recirculation under atmospheric pressure in compressor 2, which in turn begins to compress charging air to a pressure higher than atmospheric pressure, while closed valves 5 and 3 direct charging air through pipelines 104, 110, 111 and 121/1 22 bypassing the coolers 10, 11 and 12 directly to the collectors 13 and 14 and the cylinders 7a-7f, where a denser, but hotter charge increases the average effective pressure in the engine cylinder with the creation of increased torque.

 When the need for increased power, for example during sudden acceleration or when generating electricity in heavy load mode, valve 6 is preferably closed, and valves 3 and 5 are both open. This leads to compression of the entire air charge by compressor 2. Then valve 3 or 5 or both valves 3, 5 supply (depending on their respective open or closed position) a compressed air charge through pipelines 105 or 104 to pipeline 110 and then through pipelines 111 or 112 to the collectors 13, 14 and to the cylinders 7a-7f through one, two or all three coolers 10, 11 and 12. Then a very dense cooled charge of air when it is mixed with fuel, ignited and expanded with a degree of expansion exceeding the compression ratio of the engine, creates a big twist s time and more power.

 If you need even more increased power, the density and weight of the charging air can be increased by increasing the speed of rotation of the compressor 2 or by connecting a second compressor, as shown in figure 2, with the creation of the second stage of pre-compression. The latter can be accomplished by the engine control unit 27, which signals the valve 6 (FIG. 2) to close it to prevent recirculation of part of the intake air through the pipe 103, which selectively negates any second compression stage when operating in low load mode. During an increase in air density and pressure, valves 3 and 5 can direct part of the total air charge through intercoolers 10, 11 and 12 to thicken the charge and reduce its temperature and pressure growth, which is achieved by cooling the charge. This increases the average effective pressure in the cylinder during combustion to obtain large values of torque and power.

 The greater the weight of the charge of air and its density, the earlier the inlet valve (or later during the compression stroke) can be closed during the intake stroke to establish a low compression ratio and to save energy, and the less heat is generated and the pressure increases during compression in top hat. In the four-stroke engine under consideration, the incoming charge can be compressed to a pressure of four to five atmospheres (0.4-0.5 MPa), and if the compression ratio is sufficiently small, for example, from 4: 1 to 8: 1 (higher values relate to diesel fuel ), even when ignited by a spark, there is no knock problem. The degree of expansion should remain large, preferably 14: 1 when using spark ignition and possibly 19: 1 when working with compression ignition.

 The compression ratio is set by the working volume of the cylinder 7 remaining after the piston reaches the point x during the compression stroke (intake valve 16 is closed), divided by the volume of the combustion chamber. The expansion ratio in all cases exceeds the compression ratio. The degree of expansion is given by the total cylinder displacement divided by the volume of the combustion chamber.

 The fuel may form a mixture with air, and may also be injected into the throttle body 56 of FIG. 16, or into the incoming air stream, or into the chamber shown in FIG. 21, either through the inlet valve 16, or directly into the combustion chamber. When fuel is injected, the latter should occur when the piston 22 reaches point x, when the intake valve is closed, or after that moment. Fuel can also be injected later, similarly to compression ignition, and can be injected at a place where diesel fuel is usually injected into, possibly in the pre-chamber or directly into the combustion chamber, or directly onto the ignition plug. A certain amount of fuel can be injected after the piston passes the top dead center, and even continuously during the first part of the expansion stroke to maintain the overall pressure of the combustion process.

 Ignition can occur from compression (which can be facilitated by a spark plug) or from an electric spark. Ignition from a spark can occur before the piston reaches top dead center, as usually happens, when it reaches top dead center or after it passes.

 In due time, ignition of the fuel-air mixture and expansion of gases with action on the piston occur - this is the working stroke (third step). When the piston is near the bottom dead center, the exhaust valve 17 (exhaust valves 17) opens (opens) at the right time, and during the purge stroke (fourth stroke) the piston 22 rises, causing the cylinder to purge effectively by forcing it to move, after which valve 17 (valves 17) closes (close).

 This completes one cycle of a four-stroke engine.

Engine 100 ² shown in FIG. 2
In FIG. 2 shows a six-cylinder reciprocating internal combustion engine 100 ² with a crank mechanism, in which all cylinders 7a-7f (only two of which 7a and 7f are shown in the drawing) and their associated pistons 22a-22f operate in a four-stroke cycle, all cylinders are used to generate energy and transmit it to the common crankshaft 20, respectively, by means of connecting rods 19a-19f. Additional compressor 2 (shown in the figure as a rotary compressor) supplies compressed air or allows air to be supplied through the compressor at atmospheric pressure to the manifolds 13 and 14 and to the cylinders 7a-7f operating on a four-cycle cycle. The second additional compressor 1 is selectively used to increase the air pressure supplied to the compressor 2. In preferred embodiments, valves 3, 4, 5 and 6 and coolers 10, 11 and 12 are used to control the density, weight, temperature and pressure of the air charge. The operation of the intake valves 16a-16f is synchronized to control the compression ratio of the engine 100 ² . The combustion chamber has dimensions that provide a certain degree of expansion of the engine.

 In the inlet pipe 8 there is a proportional valve 201, which serves to proportionally limit the amount of air flow passing through the pipe 8, which causes the exhaust gases to be sucked through a window 204 in the wall of the pipe 8. These gases come from the exhaust pipe 18 through the exhaust window 206 and pipe 202 The purpose of this feature is the intake of exhaust gases into the fresh air coming in through the inlet pipe 8 and mixing with it to reduce polluting emissions. The introduced exhaust gases are cooled by cooling fins 202b located on the pipe 202.

The engine 100 ² shown in FIG. 2 is characterized by a longer expansion process, a lower compression ratio and the possibility of creating a charge of the fuel mixture, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also able to selectively provide the average effective pressure in the cylinder is higher than in conventional constructions of conventional engines and has the same or lower maximum pressure in the cylinder compared to known engines. The engine control unit (ECU) 27 and the adjustable valves 3, 4, 5, and 6 on the pipelines, as shown in the drawing, create a system for regulating the density, pressure and charge temperature, as well as the average and maximum pressure in the cylinder, which makes it possible to increase fuel economy and the generation of increased torque and greater power at low engine speeds in combination with low polluting emissions for both spark ignition engines and compression ignition engines. In other embodiments, an adjustable valve synchronization system may be used which, together with a control system, such as an engine control unit (ECU) 27, can adjust the opening and closing times of the intake valves 16 to further improve parameter control in the combustion chambers of the cylinders 7a-7f of the engine 100 ² to obtain a flatter torque characteristic and higher power at low fuel consumption and polluting emissions.

A brief description of the operation of the engine 100 ² shown in figure 2
The proposed engine 100 ² , shown in figure 2, is a highly efficient engine with high power and high torque, low fuel consumption and low polluting emissions. The new duty cycle is an external compression combustion cycle. In such a cycle, part of the intake air (which is completely compressed in the power cylinders of known engines) is selectively compressed by at least one additional compressor 1, 2. The temperature rise during compression can be reduced by means of coolers 10, 11, 12, cooling the incoming air, as well as by shorter compression stroke.

One proposed preferred mode of operation of the new 100 cycle engine 100 ² includes the following:
1. Depending on the requirements for engine power (for example, requirements related to changes in the load) either the air entering under atmospheric pressure or the incoming air compressed by at least one additional compressor and having a temperature and pressure, the magnitude of which is regulated by bypass systems and charge air coolers, served in the power cylinder 7 by the stroke of the inlet of the piston 22.

 2. (a) After completion of the intake stroke, the intake valve 16 (there may be one or several such valve) is left open for a certain period of time after the piston 22 has passed the bottom dead center, so that part of the fresh air charge is pumped back into the intake manifold 13, 14. The intake valve 16 is then closed when the piston is at some point and thereby seal the cylinder 7, thereby setting the compression ratio of the engine.

 (b) In another case, the intake valve 16 is closed early, during the intake stroke, before the piston 22 reaches bottom dead center. The air charge located in the closed volume is then expanded to the full volume of the cylinder 7, and the charge compression begins when the piston 22 reaches the compression stroke point at which the valve 16 is closed.

 3. (a) During the compression stroke of the piston 22 at the point at which the valve 16 is closed, compression begins at the stages of either claim 2 (a) or claim 2 (b), thereby creating a low compression ratio, which makes it possible to reduce the temperature rise during the compression stroke.

 (b) During operation with a low load, for example when the vehicle is moving at a steady speed or when generating energy with a low load, the valves 3, 5 are closed and the air bypass valves (VPK) 4 and 6 on both compressors 1 and 2 are preferably open so that there is a return of the incoming air without compression into the intake pipes 110 and 103 of the compressors 2 and 1. At this time, the engine pistons 22a-22f suck in naturally incoming air bypassing the compressor (s). This reduces compressor drive performance and improves fuel economy.

 (c) If there is a need to generate increased power, the density and pressure of the charge can be increased by shutting off the valve (MIC) 4, which leads to an increase in air pressure by compressor 2, and, in addition, or by connecting a second compression stage by compressor 1, which leads to the same thing that happens when closing valve 6, or by increasing the speed of rotation of the compressor 2 or both compressors. At the same time, the valves 5 and 3 must be open to direct the charge of air in whole or in part through the intermediate coolers 10, 11 and 12 to increase the density of the charging air.

 4. Compression continues, fuel is added, if it is not already present in the charge, the charge is ignited, and its combustion causes a strong expansion of gases with action on the piston 22, while generating a large amount of energy at any stage 3 (a), (b ) or with). This energy, which creates a high average effective pressure in the cylinder, is converted to high torque and high power, especially in step (c).

A detailed description of the operation of the engine 100 ² shown in figure 2
During the stroke of the inlet (first stroke) of the piston 22, air that (depending on the requirements for the developed power) is either at atmospheric pressure or has been compressed by the compressor 2 and / or compressor 1 to a slightly increased pressure flows through the pipelines 15 from the air manifold 13 or 14 through the inlet valve 16 into the cylinder 7. During the stroke of the inlet of the piston 22, the inlet valve 16 closes when the piston passes point x, sealing cylinder 7. Starting from this point, the air charge expands to the maximum volume of qi core. Then, during the compression stroke (second stroke), compression does not occur until the piston 22 returns to point x, at which the intake valve 16 was closed during the intake stroke. (To calculate the compression ratio of the engine, the working volume of the cylinder remaining when the piston is at point x is divided by the volume of the combustion chamber.) In the other case, during the intake stroke (first stroke) of the piston 22, the intake valve 16 is kept open throughout the entire intake stroke and also after the piston 22 passes the bottom dead center and on a significant part of the compression stroke (second stroke), comprising from 10% to possibly 50% or more of the compression stroke, thereby pushing part of the charging air back into the manifold 13 or 14, and then intake valve 16 close by sealing cylinder 7 to establish a low compression ratio in the engine cylinders. At the moment of closing the intake valve 16, the density, temperature and pressure of the contents of the cylinder 7 are approximately equal to the corresponding parameters of the air charge in the collectors 13 and 14.

 When operating in low load mode, for example when the vehicle is moving at a steady speed or when generating energy in low load mode, valves 5 and 3 are closed, and valves 4 and 6 leading to both compressors 1 and 2 are preferably open, so this happens returning the intake air without compressing it to the intake lines 110 and 103 of the compressors 2 and 1. At this time, the engine pistons 22a-22f draw in naturally incoming air, bypassing the compressor (s). This reduces compressor drive performance and further improves fuel economy.

 If you need average values of torque and power, for example when driving at high speed or when generating electricity in medium load mode, valves 3 and 5 are preferably closed and valves 4 and 6 are closed. This leads to the cessation of air recirculation under atmospheric pressure through compressor 2 and 1, and both compressors begin to compress charging air to a pressure higher than atmospheric pressure, while closed valves 3 and 5 direct charging air through pipelines 104, 110, 111 and 121/122, bypassing cooling senders 10, 11 and 12, shown in figure 2, with the passage of charging air directly to the collectors 13 and 14 and cylinders 7a-7f, where a denser, but hotter charge increases the average effective pressure in the engine cylinder with the creation of increased torque and increased power.

 When the need for increased power, for example during sudden acceleration or when generating electricity in heavy load mode, valve 4 is preferably closed and valve 3 is open. This leads to the fact that the compressor 2 compresses the entire charge of air, the valve 3 directs it through pipelines 112 or 113, and the compressed charging air is supplied to the collectors 13, 14 and to the cylinders 7a-7f through coolers 11 and 12. To produce even higher the power valve 5 is opened, and the bypass valve 6 is closed, and the compressor 1 begins to operate as a second compression stage, while the entire charge of air is directed through the intercoolers 10, 11 and 12 to obtain a charge of high density. Then a very dense cooled charge of air when it is mixed with fuel, ignited and expanded with a degree of expansion exceeding the compression ratio of the engine, creates a large torque and high power.

 The greater the weight of the charge of air and its density, the earlier (or later) the intake valve can be closed to establish a low degree of compression and to save energy, and the less heat is generated and the pressure increases during compression in the cylinder. In the four-stroke engine under consideration, the incoming charge can be compressed to a pressure of four to five atmospheres (0.4-0.5 MPa), and if the compression ratio of the engine is sufficiently small and ranges, for example, from 4: 1 to 8: 1 (higher values refer to diesel fuel), even when ignited by a spark there is no knock problem. The expansion ratio should remain very large, preferably 14: 1 when using spark ignition, and possibly 19: 1 for compression ignition operation.

 The compression ratio is set by the working volume of the cylinder 7 remaining after the piston reaches the point x during the compression stroke (intake valve 16 is closed), divided by the volume of the combustion chamber. The expansion ratio in all cases exceeds the compression ratio. The degree of expansion is given by the total cylinder displacement divided by the volume of the combustion chamber.

 The fuel may form a mixture with air, and may also be injected into the throttle body 56 of FIG. 16, or into the incoming air stream, or into the chamber shown in FIG. 21, either through the inlet valve 16, or directly into the combustion chamber. When fuel is injected, the latter should occur when the piston 22 reaches point x, when the intake valve is closed, or later. Fuel can also be injected later, and in the case of compression ignition, it can be injected in the place where diesel fuel is usually injected into, possibly in the pre-chamber or directly into the combustion chamber, or directly onto the spark plug.

 In due time, ignition of the fuel-air mixture and expansion of the gases with the action of the piston for the implementation of the stroke (third cycle). When the piston is near the bottom dead center, the exhaust valve 17 (exhaust valves 17) opens (opens) at the right time, and during the purge stroke (fourth stroke) the piston 22 rises, causing the cylinder to purge effectively by forcing it to move, after which valve 17 (valves 17) closes (close).

 This completes one cycle of a four-stroke engine.

The engine 100 ³ shown in figure 3
In FIG. 3 shows a piston six-cylinder internal combustion engine 100 ³ with a crank mechanism, in which all cylinders 7a-7f (only one of which is shown in section) and the associated pistons 22a-22f operate in a four-stroke cycle, and all power cylinders are used for generating energy and transmitting it to the common crankshaft 20 by means of connecting rods, respectively 19a-19f. An additional reciprocating compressor 1 and an additional rotary compressor 2 supply compressed air charge of increased pressure or provide the possibility of supplying air through atmospheric pressure compressors to the manifolds 13 and 14 and to the cylinders 7a-7f operating on a four-cycle cycle. In preferred embodiments, valves 3, 4, 5, and 6 and intercoolers 10, 11, and 12 are used to control the density, weight, temperature, and charge pressure of the air. The operation of the intake valves 16 is synchronized to control the compression ratio of the engine 100 ³ . The combustion chamber has dimensions that provide a certain degree of expansion of the engine.

The engine 100 ³ shown in FIG. 3 is characterized by a longer expansion process, a low compression ratio and the possibility of creating a charge of the fuel mixture, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also able to selectively provide the average effective pressure in the cylinder is higher than in conventional designs of conventional engines, and has the same or lower maximum pressure in the cylinder compared with known engines. The engine control unit 27 (ECU) and the adjustable valves 3, 4, 5 and 6 on the pipelines, as shown in the drawing, form a system for controlling the density, pressure and charge temperature, as well as the average and maximum pressure in the power cylinder 7, which makes it possible to increase fuel economy and the production of increased torque and greater power at low engine speeds in combination with low polluting emissions for both spark ignition engines and compression ignition engines. In other embodiments, an adjustable valve synchronization system may be used which, together with a control system such as a control unit 27 (ECU), can control the opening and closing times of the intake valves 16 to further improve parameter control in the combustion chambers of the cylinders 7a-7f of the engine 100 ³ for obtaining a flatter torque characteristics and higher power at low fuel consumption and polluting emissions.

A brief description of the operation of the engine 100 ³ shown in figure 3
The proposed engine 100 ³ , shown in figure 3, is a highly efficient engine with high power and high torque, low fuel consumption and low polluting emissions. The new duty cycle is an external compression combustion cycle. In such a cycle, part of the incoming air (which is completely compressed in the power cylinders of known engines) is selectively compressed with at least one additional compressor 1, 2. The temperature rise during compression can be reduced using coolers 10, 11, 12 that cool the intake air, and by shorter compression stroke.

One proposed preferred method of operation of the engine 100 ³ operating on a new cycle, includes the following:
1. Depending on the engine power requirements (for example, requirements associated with changing the load value), air or air entering at atmospheric pressure, compressed by at least one additional compressor and having a temperature and pressure, the value of which is regulated by bypass systems and charge air coolers , served in the master cylinder 7 by the stroke of the inlet of the piston 22.

 2. (a) After completion of the intake stroke, the intake valve 16 (there may be one or several, 16, 16 'such valve) is left open for a certain period of time after the piston 22 has passed the bottom dead center, so that some of the fresh the charge of air is pumped back into the intake manifolds 13, 14. The intake valve 16 is then closed when the piston is at a certain point and thereby seal the cylinder 7, thereby setting the compression ratio of the engine.

 (b) In another case, the intake valve 16 is closed early, during the intake stroke, before the piston 22 reaches bottom dead center. The air charge located in the closed volume is then expanded to the full volume of the cylinder 7, and the compression of the charge begins when the piston 22 reaches the compression stroke point at which the intake valve 16 is closed.

 3. (a) During the compression stroke of the piston 22 at the point at which the valve 16 is closed, the compression begins at the stages of either claim 2 (a) or claim 2 (b), thereby creating a low compression ratio, which makes it possible to reduce the temperature rise during the compression stroke.

 (b) During low-load operation, for example, when the vehicle is moving at a steady speed or when power is generated in low-load mode, valves 3 and 5 are closed and the air bypass valves (VPK) 4 and 6 on both compressors 1 and 2 preferably open, so that the incoming air is returned without compression to the intake pipes 110 and 8 of the compressors 1 and 2. At this time, the engine pistons 22a-22f draw in naturally incoming air bypassing the compressor (s). This reduces compressor drive performance and further improves fuel economy.

 (c) If there is a need to obtain increased power, the charge density and pressure can be increased by shutting off the valve 4, which leads to an increase in the pressure of the charging air by the compressor 1, and, in addition, either by connecting the second compression stage by the compressor 2, which leads to the same thing that happens when closing valve 6, or by increasing the speed of rotation of the compressors 1 or 2 or both compressors. At the same time, valves 3 and 5 must partially or completely direct the charge of air through the intercoolers 10, 11 and 12 to increase the density of the charging air.

 4. Compression continues, fuel is added, if it is not already present in the charge, the charge is ignited, and its combustion causes a strong expansion of gases with action on the piston 22, while generating a large amount of energy at any stage 3 (a), (b ) or with). This energy, which creates a high average effective pressure in the cylinder, is converted to high torque and high power, especially in step (c).

A detailed description of the operation of the engine 100 ³ shown in figure 3
During the stroke of the inlet (first stroke) of the piston 22, air, which (depending on the requirements for the developed power) is either at atmospheric pressure or has been compressed by the compressor 1 or 2 to a slightly increased pressure, flows through pipelines 15 from the manifold 13 or 14 through the inlet valve 16 into the cylinder 7. During the stroke of the inlet of the piston 22, the inlet valve 16 closes (when the piston is at point x). Starting from this point, the contents of the cylinder expand to the maximum volume of this cylinder. Then, during the compression stroke (second stroke), compression does not occur until the piston 22 returns to point x, at which the intake valve 16 was closed during the intake stroke, sealing cylinder 7. (To calculate the compression ratio of the engine, the working volume of the cylinder remaining when the piston at point x, divided by the volume of the combustion chamber.) In another case, during the intake stroke (first stroke) of the piston 22, the intake valve 16 can be kept open during the intake stroke after the piston passes the bottom dead center, as well as for a significant part of the compression stroke (second measure), s leaving 10% to possibly 50% or more of the compression stroke, thereby pushing part of the charging air back into the intake manifold, and then the intake valve 16 is closed to establish a low compression ratio in the engine cylinders.

 When operating in low load mode, for example when the vehicle is moving at a steady speed or when energy is generated in low load mode, valves 3 and 5 are closed, and air bypass valves 4 and 6 (MIC) on both compressors 1 and 2 are preferably open, so that there is a return of the incoming air without compression into the intake pipes 110 and 8 of the compressors 1 and 2. At this time, the engine pistons 22a-22f absorb naturally incoming air, bypassing the compressor (s). This reduces compressor drive performance and further improves fuel economy.

 If you need average values of torque and power, for example when driving at high speed or when generating electricity in medium load mode, the valve 3 leading to the compressor 1 is preferably open, valve 4 is closed, and valve 6 remains open. This leads to the cessation of recirculation of air entering at atmospheric pressure through the compressor 1, which alone begins to compress the charging air to a pressure exceeding atmospheric pressure, while closed valves 3 and 5 direct the charging air through pipelines 104, 110, 111 and 121/122 bypassing coolers 10, 11 and 12, as shown in FIG. 3, with the passage of charging air directly to the collectors 13 and 14 and power cylinders 7a-7f, where a denser heated charge increases the average effective pressure in the engine cylinder with the creation of Higher torque and higher power.

 If there is a need for increased power, for example during sudden acceleration or when generating electricity in heavy load mode, the air bypass valves 4 and 6 are preferably closed, and valves 3 and 5 are open on both compressors. This leads to the fact that compressors 1 and 2 compress the entire charge of air, and valves 3 and 5 direct it from pipeline 8 through compressors 1 and 2, and then compressed charging air is supplied through pipelines 105, 106, 110, 112, 113, 114 and 115 to the manifolds 13, 14 and to the cylinders 7a-7f through coolers 10, 11 and 12. Then a very dense, cooled charge of air when it is mixed with fuel, ignited and expanded with a degree of expansion exceeding the compression ratio of the engine creates high torque and more power.

 The greater the weight of the air charge and its density, the earlier the inlet valve can be closed during the inlet (or later during compression) to establish a low degree of compression and to save energy, and the less heat is generated and the pressure increases during compression in the cylinder. In the four-stroke engine under consideration, the incoming charge can be compressed to a pressure of four to five atmospheres (0.4-0.5 MPa), and if the compression ratio is sufficiently low and is, for example, from 4: 1 to 8: 1 (higher values refer to diesel fuel), even when ignited by a spark there is no knock problem. The degree of expansion should remain very large, preferably 14: 1 when using spark ignition and possibly 19: 1 for operation using compression ignition.

 The compression ratio is set by the working volume of the cylinder 7 remaining after the piston reaches the point x during the compression stroke (intake valve 16 is closed), divided by the volume of the combustion chamber. The expansion ratio in all cases exceeds the compression ratio. The degree of expansion is given by the total cylinder displacement divided by the volume of the combustion chamber.

 The fuel may form a mixture with air, and may also be injected into the throttle body 56 of FIG. 16, or into the incoming air stream, or into the chamber shown in FIG. 21, either through the inlet valve 16, or directly into the combustion chamber. When fuel is injected, the latter should occur when the piston 22 reaches point x, when the intake valve is closed, or later. Fuel can also be injected later, and in the case of compression ignition, it can be injected in the place where diesel fuel is usually injected into, possibly in the pre-chamber or directly into the combustion chamber, or directly onto the ignition plug.

 In due time, ignition of the fuel-air mixture and expansion of gases occur with the action of the piston for the implementation of the working stroke (third step). When the piston is near the bottom dead center, the exhaust valve 17 (exhaust valves 17) opens (opens) at the right time, and during the purge stroke (fourth stroke) the piston 22 rises, causing the cylinder to purge effectively by forcing it to move, after which valve 17 (valves 17) closes (close).

 This completes one cycle of a four-stroke engine.

The engine 100 ⁴ shown in figure 4
In FIG. 4 shows a piston six-cylinder internal combustion engine 100 ³ with a crank mechanism, which has two inlets 8 and 9 for atmospheric air and corresponding inlet pipelines 15-A, 15-B and in which all cylinders 7a-7f (only one (7) of which is shown in section) and the associated pistons 22a-22f operate on a four-cycle cycle, and all the power cylinders are used to generate energy and transmit it to the common crankshaft 20 by connecting rods 19a-19f, respectively. Compressor 2, depicted in the drawing as a Lysholm rotary compressor, together with air lines, as shown in the drawing, supplies compressed air to at least one cylinder inlet valve 16-A. Inlet 8 and additional inlet 9, as well as pipelines 15-A, 15-B, selectively supply an atmospheric charge or compressed air to high pressure to separate inlet valves 16-A and 16-B, opening in one cylinder 7a -7f (for example, in the drawing they are shown opening in the cylinder 7f). In preferred embodiments, control valves 3, 5, and 6 and intercoolers 10, 11, and 12 are used to control the density, weight, temperature, and charge pressure of the air. The operation of the intake valves 16a-B - 16f-B, into which air enters through the manifold 14-B and the intake pipes 15a-B - 15f-B, is synchronized to control the compression ratio of the engine 100 ⁴ . The combustion chamber has dimensions that provide a certain degree of expansion of the engine. Due to the significant similarities between the engine 100 ⁴ shown in FIG. 4 and the engine shown in FIG. 7, in which the additional air intake system 9 is shown by dashed lines, below are references to FIG. 7 relating to the same components.

The engine 100 ⁴ shown in FIG. 4 is characterized by a longer expansion process, a lower compression ratio and the possibility of creating a charge of the fuel mixture, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also able to selectively provide the average effective pressure in the cylinder, higher than that which occurs in the known designs of conventional engines, and has the same or lower maximum pressure in the cylinder compared with known engines. The engine control unit 27 (ECU), shown, for example, in Fig. 7, and the adjustable valves 3, 5 and 6 on the pipelines, as shown in the drawing, form a system for controlling the density, pressure and temperature of the charge, as well as the average and maximum pressure in cylinder, which provides the opportunity to increase fuel economy and generate increased torque and increased power at all engine speeds in combination with low polluting emissions for engines with spark ignition and engines with high compression ignition. In other embodiments, the synchronized valve synchronization system in conjunction with the ECU 27 can also control the opening and closing times of the 16-A and / or 16-B valves to further improve the control of parameters in the combustion chambers to obtain a flatter torque characteristics and high power at low values fuel consumption and polluting emissions.

A brief description of the operation of the engine 100 ⁴ shown in figure 4
The proposed engine 100 ⁴ , shown in figure 4, is a highly efficient engine with high power and high torque, low fuel consumption and low polluting emissions. The new duty cycle is an external compression combustion cycle. In this cycle, part of the incoming air (which is completely compressed in the power cylinders of known engines) is selectively compressed by an additional compressor 2. The temperature rise during compression can be reduced by means of coolers 10, 11, 12, cooling the incoming air, as well as by late introduction of air having adjustable temperature, and by a shorter compression stroke.

 During operation, the main charge of air under atmospheric pressure is supplied to the cylinder 7 through the inlet valve 16-B or air is supplied through the additional inlet pipe 9, the pressure of which is increased by an amount from half to one atmosphere (by 0.05-0.1 MPa ) and which can form a fuel-air mixture. This charge can be compressed, fuel can be added to it, if it is absent, ignited in the proper place when the piston is near the top dead center to obtain a stroke with high fuel economy and low polluting emissions.

 If there is a need for more power, an additional charge of air coming from the inlet 8 is preferably supplied to the master cylinder 7 during the compression stroke by means of the second inlet valve 16-A, which, in order to increase, if necessary, the charge density, allows the charge of air under the higher pressure after closing the first 16-V valve. After pumping an additional charge of air, the inlet valve 16-A closes quickly. The pressure of the main air charge can be increased by commissioning a second additional compressor installed in series with compressor 2 (for example, compressor 1 shown in Fig. 7, where compressor 2 is used as the main compressor in the engine shown in Fig. 4, which Figures 4 and 7 show, for example, in the form of a Lysholm rotary compressor) between the inlet 8 and the collector 13, 14, in addition, the charge can be subjected to intermediate cooling. The temperature, pressure, quantity and point of introduction of the additional charge, if it is added, is regulated to obtain the desired results. In preferred embodiments, when operating at low load does not require a high average effective pressure in the cylinder, an inlet valve blocker (several types of blockers, for example, blockers manufactured by Eaton Corporation and Cadillac) can be used to block the 16-A intake valve. In another case, open the air bypass valve 6 to recirculate the charging air back through the compressor 2 to release the compressor from the compression operation during operation in low load mode.

 In another case, to ensure a constant or variable "pressure coefficient" in the cylinder 7 while improving vortex turbulence, a non-return valve can be used, one of the designs of which is shown in figure 6 under the number 26 position. With this alternative method of operation, the inlet valve 16-A should close very late, and the valve 26 should close only when the pressure in the cylinder 7 is almost equal to or exceeds the pressure in the pipe 15-A. Thus, the pressure in the pipe 15-A, controlled by the speed of rotation of the compressor, together with valves 3, 5 and 6 (as well as valve 4, shown in Fig.7) should regulate the pressure, density, temperature and turbulence of the combustion process. The valve 26 may be replaced by a valve with a spring-loaded disc made of metal or ceramic materials, or any other automatic valve.

 Another alternative way of providing a low compression ratio as well as a large expansion ratio and small pollutant emissions includes the following.

 The pressure of the air supplied to the inlet pipe 15-A is raised to a very large value, the inlet valve 16-A in other embodiments, is replaced by a quick-acting valve, which has enhanced control capabilities, such as a quick-acting valve with a solenoid control (not shown), but not it is necessary only to him, and which is preferably actuated either mechanically or electrically, or under vacuum, and its control is carried out by the engine control unit (ECU).

 In this embodiment, a smaller, denser, high-pressure charge that has an adjustable temperature and that contains or lacks fuel can selectively be pumped in the tangential direction much later during compression or even during the combustion process to increase charge density, to reduce the maximum and overall combustion temperatures and to create the desired vortex charge turbulence in the combustion chamber / s.

One proposed preferred mode of operation of a new cycle engine 100 ⁴ includes the following:
1. Depending on the requirements for engine power (for example, requirements associated with changing the load value) or air entering under atmospheric pressure, or air entering compressed by one compressor (not shown) and having a temperature, the value of which is regulated by bypass systems and charging coolers air (not shown) is supplied to cylinder 7 (inlet stroke) by inlet stroke of piston 22 through inlet 9, manifold 14-B, intake pipelines 15-B and intake valves 16a-B to 16f-B.

 2. (a) After completion of the intake stroke, the intake valve 16-B (there may be one or several such valve) is left open for a certain period of time after the piston 22 has passed the bottom dead center, so that part of the fresh charge of air is pumped back into the 14-V intake manifold.

 (b) In another case, the intake valve 16-B is closed early, during the intake stroke, before the piston 22 reaches bottom dead center. A charge of air in a closed volume is then expanded to the full volume of cylinder 7.

 3. (a) After this, the compression stroke begins (second cycle), and when the piston is at the point at which valve 16-B is closed to seal cylinder 7, at the stage either according to claim 2 (a) or according to claim 2 (b) compression begins (with a low compression ratio), which makes it possible to reduce the temperature rise during the compression stroke.

 (b) If there is a need to generate increased power, an additional compressed air charge having a controlled temperature is introduced into the cylinder 7 through the inlet valve 16-A, which quickly opens and closes during the compression stroke when the piston is at the point at which the valve 16 closes -B, which introduced the main charge of air, or later in this course to create a denser charge having an adjustable temperature, to obtain the required torque and the required engine power.

 (c) In another case, if there is a need for increased power, the density and weight of the additional charge of air can be increased by ensuring that valves 5 and 3 direct the entire charge of air or its part through one or more coolers 10, 11 and 12 with increasing charge density and / or by increasing the speed of rotation of the compressor or by connecting the second stage of additional compression, and with the last two actions, an increased amount of air is pumped in the direction of boost. Alternatively, the timing of closing the 16-B intake valve during the intake or compression stroke may be temporarily changed to maintain an increased charge, and at the same time, the timing of the 16-A valve may be temporarily changed to open and close earlier during the stroke compression to provide increased charge density of air having an adjustable temperature.

 4. The compression continues, fuel is added, if it is not already present in the charge, the charge is ignited, and its combustion causes a strong expansion of the exhaust gases acting on the piston 22, while generating a large amount of energy at any of stages 3 (a), (b ) or with). This energy is perceived and converted into large torque and high power, especially in step (c).

 5. When the piston is near bottom dead center, the exhaust valves 17a-17f, 17a'-17f 'open, and the cylinder 7 is effectively blown by the stroke of the piston 22 (fourth cycle), after which the valve (s) 17 are closed.

A detailed description of the operation of the engine 100 ⁴ shown in figure 4
During the stroke of the inlet (first stroke) of the piston 22, low pressure air flows from the intake pipe 9 for atmospheric air through the air pipe 15-B, through the air manifold 14-B, in which the air has atmospheric pressure or slightly higher (or otherwise air having a low pressure can be supplied by means of a control discharge valve 25 and a pipe 15-B from the compressed air pipe 15-A, as shown in FIG. 5), through the inlet valve 16-B into the cylinder 7. During the stroke of the inlet of the piston 22, the valve 16 s it breaks (when the piston is at point x). Starting from this point, the air charge in the cylinder expands to the maximum volume of this cylinder. Then, during the compression stroke (second stroke), compression does not occur until the piston 22 returns to the point x at which the intake valve was closed. (To calculate the compression ratio of the engine, the working volume of the cylinder remaining when the piston is at point x is divided by the volume of the combustion chamber.) At any point in the compression stroke of the piston 22 at the moment when the piston 22 reaches point x, or after that, the second inlet is selectively opened a 16-A valve for pumping an additional charge of compressed air, the temperature, density and pressure of which are considered to correspond to the engine load, the required torque, fuel economy and the required emission parameters. In another case, during the intake of charging air by the intake valve 16-B, the latter is held in the open position and after the piston 22 passes the bottom dead center for a considerable distance of 10% to possibly 50% or more of the compression stroke, thereby pushing part charge back into the 14-B collector and then close to establish a low compression ratio in the cylinder. During the compression stroke at the moment of closing the inlet valve 16-B or after that, the additional charge compressed by the compressor 2 having a high pressure and adjustable temperature is selectively introduced into the same cylinder 7 by the second inlet valve 16-A, which quickly opens and closes. In the other case, if the demand for increased torque and increased power is required, the density of the additional charging air is substantially increased by increasing the rotation speed of the main compressor 2 or by connecting another compression stage, for example, block 1 (Fig. 7), and / or by directing the air charge through coolers.

 When operating at low load, a shut-off valve or valve blocker 31 (such as shown in FIG. 7) on the high-pressure inlet valve 16-A preferably temporarily delays the incoming air or keeps the valve closed, thereby increasing engine fuel economy. In another case, when operating in low load mode, the valve 5 is closed and the valve 6 is open, so that all of the air pumped by the compressor 2, or part of it, returns to the inlet pipe of the compressor 2, having only a slight increase in pressure or not at all. As a result, when the additional valve 16-A opens, the air pressure in the pipe 15-A is approximately equal to the pressure of the initial charge or slightly higher than it. In an alternative embodiment, to prevent any return air of the charging air into the pipe 15-A in the case when during the compression stroke of the piston 22 the pressure in the cylinder exceeds the pressure in the pipe 15-A before closing the intake valve 16-A, there is an additional automatic valve 26, as shown in FIG. 6.

 If there is an additional non-return valve (valve 26 in FIG. 6), the compression ratio in the cylinder 7 can be completely controlled by adjusting the charge pressure of the air passing through the valve 16-A. The compression ratio can then be controlled by valves 3, 5, 6, compressor rotation speed, and any throttle that may also be present. With valve 26, the intake valve 16-A must remain open during the compression stroke until a very late moment, possibly even until the piston 22 approaches or reaches top dead center.

 The fuel may form a mixture with air, as shown in FIGS. 4, 4B, 5, 7 and 33, and may also be injected into the throttle body 56 of FIG. 16, either into the incoming air stream, or into the pre-chamber, or through the inlet valves 16-A, 16-B (through valve 16-B only if this valve does not remain open after the piston passes the bottom dead center), or directly into the combustion chamber when the piston is at point x during the intake stroke (during the inlet stroke only if the 16-V inlet valve closes before the piston reaches bottom dead center), or when piston 22 reaches point x during compression or after this moment. Fuel can be injected with or without associated air. In the case of compression ignition operation, fuel can be injected in the place where diesel fuel is usually injected, possibly into the pre-chamber, either directly into the combustion chamber or directly onto the ignition plug.

 After introducing a charge of air having an adjustable temperature and density, if such an input is made, compression of the charge continues, and together with the fuel, it ignites at the appropriate time to carry out the expansion stroke (third, working cycle). (The compression ratio is set by the working volume of the cylinder remaining after the piston reaches point x divided by the volume of the combustion chamber during the compression stroke. The expansion ratio is given by the total working volume of the cylinder divided by the volume of the combustion chamber.) Now the charge of the air-fuel mixture ignites, and when expansion of combusted gases is the working (third stroke) stroke of the piston. When the piston is near the bottom dead center of the stroke, the exhaust valve 17, 17 ′ (exhaust valves 17, 17 ′) opens (opens), and the cylinder 7 is effectively blown during the fourth stroke of the piston by forcing it to move, after which valve 17 (valves 17) closes (close).

 This completes one cycle of a four-stroke engine.

 Obviously, the later the piston reaches the compression stroke point corresponding to point x (that is, the sooner or later the inlet valve closes), the lower the compression ratio of the engine and the lower the charge heating during compression. It is also clear that the later the intake of a charge having an adjustable temperature and density occurs, the less work is needed in the engine to compress the charge, the latter part of which has already been subjected to some compression by an additional compressor 2.

^4-V engine 100 depicted in FIG. 4B
FIG. 4B shows a four-stroke six-cylinder internal combustion engine 100 ^4B similar in construction to the engine shown in FIG. 4, except that in the design of the ^4B engine 100, the compressor 2 receives charging air from the collector 14-B through the hole 8-B shown in FIG. 7 and the conduit 8, whereby the air enters through the common inlet channel 9 for the charging air. The inlet feeders 15a-C to 15f-C distribute air having atmospheric pressure to the inlet valves 16-B of each power cylinder. Due to the fact that the charging air coming from the piping 15-A is selectively compressed by the compressor 2, this design allows air to be supplied to the intake valves 16-A and 16-B with different pressure levels. The operation of the l00 ^4V engine is similar to the operation of the 100 ⁴ engine. The numbering of the positions and the purpose of the exhaust and air supply system shown in FIG. 4C is identical to the numbering of positions and the purpose given in the description of FIG. 2.

Engine 100 ⁵ shown in FIG. 5
In FIG. 5 shows a four-stroke six-cylinder internal combustion engine 100 ⁵ similar to the engine 100 ⁴ shown in FIG. 4 and the engine 100 ^4B shown in FIG. 4B, except that FIG. 5 depicts alternative methods by which paired inlet pipelines for atmospheric pressure air are excluded, preferably by supplying low-pressure charging air to inlet valves 16-B through pipelines 15a-D to 15f-D leading from a common air intake manifold 8, or from additional air an ear manifold 35-M located between the inlet pipe 8 and the inlet of the pipes 15a-D to 15f-D, and this collector also supplies air through the pipe 8-A to the compressor 2. Supply of low-pressure charging air to the inlet valve 16-B through the pipeline 15-D or the 15-B pipeline (shown by the dashed line) eliminates the second filtration and air intake system and works well with the first described system, which provides for closing the main 16-V inlet valve during the stroke of the piston 22, and in another case when closing the main inlet valve 16-B during the compression stroke (second stroke). In another case, as shown in the drawing, low pressure charging air can be supplied by installing a pressure reducing valve 25 in the pipe 15-B, made to connect the pipe 15 (15-A) for compressed air with the inlet valve 16-B of the low pressure cylinder, to reduce the pressure of the intake air to a level that can be controlled by the compression control system described in the present description, preferably up to 1.5-2.0 atmospheres (0.15-0.2 MPa) (increase in absolute pressure is 0.5 -1.0 atmospheres (0.0 5-0.1 MPa)) and, possibly, to atmospheric pressure.

The operation of the engine 100 ⁵ shown in FIG. 5 occurs in the same way as the operation of the engine 100 ⁴ shown in FIG. 4, however, the supply of the main low-pressure air occurs differently. Due to the significant similarity of the engines depicted in FIG. 5 and FIG. 7, it is considered appropriate to provide links to some common constituent parts.

 During operation of this four-stroke engine (FIGS. 4, 4B and 5) in a light load mode, for example, when the vehicle is moving at a steady speed or when power is generated in a light load mode, the additional air charge is either reduced to zero by temporarily blocking the intake valve 16 -A high pressure (several types of valve-blocking systems are known, for example, those manufactured by Eaton Corp., Cadillac, etc.), or air can be blocked from the 16-A inlet valve and the engine will still be to achieve higher fuel economy and power than well-known engines.

 In another preferred case, when operating in low load mode, for example, when the vehicle is moving at a steady speed, the compressor 2 can be relieved of any compression work by closing the shutter valve 5 and opening the air bypass valve 6, which returns the forced air back to compressor 2, so that the air pressure in the intake pipes 15-A and 15-B or 15-D are approximately equal. Therefore, there is no boost at this time. In one embodiment, the automatic valve 26 of FIG. 6 prevents reverse air flow during the compression stroke if the compression pressure in the cylinder approaches or exceeds the pressure in the pipe 15-A before the inlet valve 16-A closes.

 To obtain increased power, the additional air charge can be increased by means of dampers 3 and 5, preferably in the open position and directing the air charge to coolers 10, 11 and 12, which makes the charge more dense, and / or by increasing the speed of compressor 2, or by adding a second stage of pre-compression by means of the compressor 1 shown in Fig. 7, the last two actions contributing to the injection of an increased amount of air towards boost. In Fig. 7, the main compressor 2 is depicted as a Lysholm rotary compressor, and the additional compressor 1 is a turbine-type rotary compressor, however, any type of compressor can be used in the proposed engines.

In FIG. 6 shows the same four-stroke engine and a similar operating system as described for the engines of FIG. 4, 4-B, 5, 7, and 33, except that the engine shown in FIG. 6, has the additional feature that the additional intake valve 16-A has an additional valve 26, which automatically prevents the reverse flow of charging air from the cylinder 7. This feature prevents any reverse current from occurring during the compression stroke in the proposed engine. This feature can also be used to establish a variable or constant degree of compression of the engine. If additional charge is supplied through the inlet valve 16-A, then this valve can be kept open during the compression stroke almost until the piston 22 reaches the top dead center, since the automatic valve 26 closes at the time when the pressure in the cylinder 7 will approach in magnitude to the pressure in the inlet feed pipe 15-A. Therefore, the pressure differential between the cylinder 7 and the inlet feeder 15-A allows the automatic valve 26 to be closed even if the inlet valve 16-A can still be opened, allowing the degree of compression of the cylinder 7 to be regulated by the pressure of any charge of air entering through the feeder 15- And whose management, in turn,
is carried out by valves 3, 5 and 6 and the compressor rotation speed and, possibly, a throttle valve, if any, for engines having one pre-compression stage. Valves 3, 4, 5 and 6, the speed of rotation of the compressor, as well as any available throttle valve, regulate the pressure coefficients of engines having two stages of pre-compression. If the charge does not pass from the inlet valve 16-A, the automatic valve 26 will always be closed, and the pressure coefficient is set by the compression ratio of the engine, as well as the density and temperature of the charge received by the cylinder 7 through the inlet valve 16-B. The compression ratio is still set by a point in the cylinder 7, when the piston is in which the 16-V main intake valve closes. The pressure coefficient is set by the density and temperature of the air in the cylinder 7, whether it entered there through a 16-B or 16-A valve or through both of these valves, as well as the compression ratio.

 As the block 26, any type of automatic valve can be used, possibly a valve with a spring-loaded disk, which can be made of metal or ceramic.

The engine 100 ⁷ shown in Fig.7
In FIG. 7 schematically shows a four-stroke six-cylinder engine 100 ⁷ , similar in construction and operation to the four-stroke engine shown in FIG. 4, 4B, and 5, however, it has another air intake system using an air inlet 9 (shown by a dashed line), or an air inlet 8 ′, or both of these inlets. 7 also shows three intercoolers 10, 11 and 12 and the paired manifolds 13 and 14, as well as another intake manifold 14-B. The need for a dual inlet for atmospheric air (position numbers 8 'and 9 shown in Fig. 7) can be eliminated by supplying air from the 8-B window of the 14-B manifold directly to the air intake pipe 8', schematically shown in Fig. 7 .

 In FIG. 7 shows an embodiment of an air intake system supplying uncompressed charging air to the engine inlet valve 16-B of FIGS. 4B and 7 by supplying atmospheric pressure air to the inlet feeders 15a-C to 15f-C leading from the manifold 14-B, as shown in FIG. 4B and 7, into which atmospheric air enters through the inlet window 9 and which then supplies uncompressed air to the inlet valves 16-B of each power cylinder. Then, after the piston 22 reaches point x during the compression stroke (or in other words, the point at which the intake valve 16-B closes and compression begins), high pressure air enters through the intake valve 16-A. The inlet valve 16-A then closes, compression continues, fuel is added if it is not already in charge, the charge ignites when the piston is near top dead center (TDC), and a stroke occurs (third cycle).

 The second embodiment of the air intake system shown in FIG. 7 supplies low-pressure intake air, as also shown in FIG. 5, obtained in another way, from the high-pressure pipe 15-A through the 15-B pipe with an additional pressure reducing valve 25 (shown in Fig. 5 and 7 by a dashed dotted line). An additional charge of high pressure air is injected by the intake valve 16-A at the point in time when the piston 22 reaches the point at which the intake valve 16-B closes and compression begins, or somewhat later. The inlet valve 16-A then quickly closes, compression continues, fuel is added, if it is not already in the charge, the charge ignites in the proper place for the working stroke (third cycle).

 The third, preferred embodiment of the air intake system shown in Fig. 7, brings the main air charge to the intake valve 16-B as follows: charging air, the pressure of which is increased by compressor 1 by a certain amount, possibly from 0.3 bar to 2 bar (from 0.03 MPa to 0.2 MPa) or more, can be selectively (discretely or continuously) connected to the low-pressure inlet valves 16-V of the engine shown in Fig. 7 through a pipe 32 leading from a pipeline 110 to inlet valves (16a-B - 16f-B), and this pipe the wire receives charging air that has atmospheric pressure or which has been compressed, but in any case has an optimized temperature, moreover, these charge parameters are regulated by compressor 1 and cooler 10, and charging air paths are controlled by shutter valves 5 and 6 and corresponding pipelines . In this case, there is an additional valve 33. After filling the cylinders 7 with a charge and establishing the compression ratio by closing the intake valve 16-B during the first or second stroke of the piston 22, the high-pressure intake valve 16-A opens during compression when the piston is at a point in which the valve 16-B closes, with a dense charge of air having an adjustable temperature being injected, then the valve 16-A closes, compression continues, when the piston is near the top dead center, the ignition of the charge occurs, in fuel is present in the otor, and a working stroke is carried out (third step). The use of this system also eliminates the need for twin air inlets.

 A fourth embodiment of the air intake system of FIG. 7 leads the main charging air to the low pressure inlet valves 16-B by selectively supplying charging air from the inlet pipe 9, the 14-B manifold and the 15-C inlet feeders (indicated by the dashed line) or from the pipe 32, which directs to the power cylinder 7 air having any temperature and pressure values required at a particular time. With this arrangement for opening valve 33 during the time when compressor 1 compresses the charge passing through it, there will be an effect of increasing the density of the main charging air, the temperature and pressure of which in this case can also be adjusted by compressor 1 and control valves 5 and 6. Check valve 34 prevents the reverse flow of air having high pressure through the pipe 15-C. When the need for reduced power, the compressor 1 can idle by opening, fully or partially, the valve 6 and closing the valve 5. In another case, the valve 33 can be closed by the engine control unit, and the main charge air is sucked into the cylinder 7 at atmospheric pressure through inlet pipe 9 (shown by a dashed-dotted line). After this, the piston 22 begins its second stroke, the valve 16-B closes if it did not close during the intake, with the compression ratio being established, and in all cases a heavy additional charge enters through the valve 16-A, which opens at the time when the piston 22 reaches the point at which the inlet valve 16-B closes, or a little later, then the 16-A valve closes quickly, compression continues, the charge ignites when the piston is near the top dead center, and a stroke is performed (third cycle).

 With a fourth embodiment of the air intake system, the low pressure inlet valve 16-B may receive charging air having atmospheric pressure or (b) charging air that has been compressed and cooled through line 32 or line 15-B. Charging air may enter the high-pressure inlet valve 16-A (opening at the time when compression begins or a little later), which (a) is either compressed and cooled in a single compression stage by compressor 1 or 2, or (b) has been compressed and cooled to a very high density in at least two compression stages, or (c) its temperature and pressure have been adjusted by control valves 5 and 6 to improve control of combustion parameters in terms of power, torque and fuel economy willow, as well as regarding the regulation of emissions. With the introduction of an additional non-return valve (valve 26, shown in FIG. 6), the motors shown in FIG. 4, 4B, 5 and 7, can have either constant or variable pressure coefficients, density, pressure, temperature and turbulence of the charge, as well as the closing time of valve 26, which are regulated by valves 3, 5 and 6, the speed of rotation of the compressor, and any throttle available in engines with one pre-compression stage, as well as the addition of valve 4 in engines with two pre-compression stages. In any case, the inlet valve 16-A must remain open until a very late moment during compression, possibly until the piston 22 reaches close proximity to the top dead center of the stroke 22.

 The advantage of compressing the charging air supplied to the low pressure inlet valve 16-B in addition to strongly compressing the additional air charge is that during most of the duty cycle of such engines, the charge density can be sharply increased to obtain a high average effective pressure while keeping low maximum pressures and temperatures. The described system is able to provide the power necessary for the vehicle to move on hilly terrain, possibly with the blocking of the 16-A high-pressure inlet valves with a valve block, indicated by the position number 31 in Fig. 7, or with a compressor 2 and / or 1 with full implementation or partial bypass of air by means of control valves 3 and 4 and / or control valves 5 and 6 to change the pressure and temperature of the charge entering the manifolds 13 and 14, and then to the inlet valves 16-A. To obtain maximum power, the valve blockers can be disabled or neutralized.

 7 also shows the proposed engine control system, comprising a unit 27 (ECU), two shutter valves 3 and 5, two air bypass valves 4 and 6, and additional pressure reducing valves 25 (25a-25f) on the air pipelines 15-B ( 15a-B - 15f-B), as well as an algorithm for regulating pressure, temperature and density by adjusting valves 4 and 6 and valves 3 and 5. As shown in the drawing, valve 4 is closed to allow full compression of the charge by compressor 2, and valve 3 slightly ajar, allowing the passage of uncooled part of the air (light arrows) and a certain amount of cooled air (dark arrows) to the collectors 13 and 14, moreover, the control of both valves can be carried out by block 27 to create an air charge with optimal density, temperature and pressure. The bright arrows 4-A in conduit 120 indicate that valve 4 can be partially open to allow some air to be bypassed and returned to compressor 2 to precisely control the pressure of the additional air charge, so that this amount is pumped to control the charge density and temperature. In another case, the entire charge of air can be directed through coolers 10, 11 and 12 or through the bypass pipes 121 and 122 and the collectors 13 and 14.

 To obtain high power with a low compression ratio and low pollutant emissions, valves 4 and 6 are closed, and valves 3 and 5 must be open, so that compressors 2 and 1 increase the charge pressure of air sent by valves 3 and 5 through coolers to obtain maximum density . During the inlet stroke, the low pressure inlet valve 16-B opens, the piston 22 draws in low pressure air, and the 16-B inlet valve closes before the piston reaches bottom dead center during or after the compression stroke. During the compression stroke, when the piston is at the point where the inlet valve 16-B closes, or a little later, the inlet valve 16-A opens to pump an additional dense cooled charge of air, then this valve closes. Compression continues with a low compression ratio. Fuel is added if it is not already in the charge, the charge ignites in the proper place when the piston is near top dead center (ignition can occur before the piston reaches top dead center, when the piston is in it or after it passes) to make the stroke (third cycle ) with a large degree of expansion and high torque, then the exhaust valve (s) are opened (open) 17 and a purge stroke (fourth cycle) occurs, after which the valve (s) 17 closes (closing are).

 In these designs, fuel can form a fuel-air mixture and can be injected into the throttle body, into a window, into a cylinder, and can also be introduced at any point between the air inlet and the piston crown. The air-fuel mixture can be layered or a mixture from stoichiometric to a very poor mixture for spark ignition or to a very rich mixture for operation using compression ignition. Engine power control can be done by dispensing fuel alone, or the air supply can also be precisely adjusted by means of a throttle valve to the appropriate ratio of fuel to air, or it can be "dosed" by control valves 4 and 6 when using two stages of pre-compression and control valve 4 when using a single pre-compression stage.

 In any proposed engine, the common problem for all known engines is incomplete mixing of fuel with air and residual gases and, as a result, changes in the parameters at the flash point are minimized, and in some cases it is eliminated by late introduction of an air charge at a high speed. This problem, the solution of which the present invention is directed, is extremely acute in known engines, when gaseous fuel is introduced directly into the cylinder and where a spark can slip in mixtures having different ratios of fuel and air quantities, and therefore with different flame propagation speeds.

 (The researchers at the Massachusetts Institute of Technology stated the importance of finding a solution to this problem: “Avoiding cycle-to-cycle changes in the combustion process will be an important contribution to improving engine performance. If all cycles are similar to or equal to the average cycle, then the maximum cylinder pressure will be lower, the efficiency will be greater, and, most importantly, the detonation limit will be higher, thereby providing the possibility of a significant increase in efficiency and / or average effective pressure in the cylinder with the same amount of fuel ").

 The indicated cyclic variability is minimized, and possibly completely eliminated in each of the embodiments (including two-stroke and four-stroke) of the proposed engine by significant vortex turbulence created by the injection of air under high pressure. In addition, in any of the proposed engines, vortex turbulence can be oriented tangentially to the cylinder wall by shielding the inlet valve 16, in particular the valve 16-A, or by applying a check valve, for example, such as valve 26, shown in Fig.6 and 10 Even engines that receive air charge during the stroke of the piston inlet using a shielded inlet valve tend to reduce unwanted cyclic changes and have lower octane requirements Limited increase in the detonation of the mean effective cylinder pressure indicator. The proposed engine by injecting charging air, in particular through a shielded valve, during the compression stroke creates a significantly increased vortex turbulence with a further reduction to zero of undesirable changes occurring from cycle to cycle for a cleaner and more complete combustion of fuel.

 The inlet valve can rotate during operation and still have a tangential flow with respect to the cylinder wall due to the use of the known lift valve, and also due to the fact that the side of the valve head located opposite the desired direction of air flow is shielded and when it is opened by a thickened part of the head surface engine, forming a visor or crescent-shaped protrusion, the air flow is directed in the desired direction, while the valve is open.

 In the compression ignition system, the improved mixing process proposed by the invention makes it possible to have significantly richer ratios of the amount of fuel to the amount of air to obtain a higher power limited by the smoke threshold, and with extremely enriched ratios of the amount of fuel to the amount of air, smoke and particles are virtually eliminated.

 Vortex turbulence created by pumping a charge under high pressure during the compression stroke is not extinguished by the compression stroke, and the later the charge is introduced, the less charge is needed to create the required vortex turbulence. In any reciprocating internal combustion engine with a crank mechanism operating in accordance with the proposed method, an air charge having a very high pressure and an adjustable temperature can be selectively introduced with a tangential orientation very late during compression, for example, immediately before fuel injection, during of this input or with it, and in the case of extremely high pressure even during the combustion process.

 Since the additional charge of air in the engine shown in FIG. 4-7, 9, 9B and 15-20, can be compressed to extremely high pressure, the inlet valve 16-A in other embodiments is replaced by a more controllable and faster valve, such as a high-speed valve with a solenoid control (not shown), however this replacement is not limited to this type of valve. This valve is preferably actuated mechanically or electrically or by vacuum and is preferably controlled by the engine control unit, as shown in Figs. 7, 9B, 15-20 and 33. In this system, an additional charge of air can selectively very late during compression of the piston 22 introduced to increase charge density and vortex turbulence, lower maximum and total combustion temperatures, as well as reduce the production of polluting emissions. The air inlet can be carried out in a tangentially oriented manner. This significantly increases vortex turbulence and prevents undesirable cyclic changes characteristic of known engines and presenting the greatest difficulties in engines operating on gaseous or diesel fuel.

 The use of this system leads to a decrease in maximum pressures and temperatures in the cylinder. Efficiency increases, and the detonation limit increases, thus providing a significant increase in efficiency and average effective pressure in the cylinder for a given amount of fuel. All of the proposed engines operate with a more complete expansion process than the known engines and thus provide further improvements in efficiency and emission parameters.

 The proposed four-stroke engines (for example, shown in figures 1, 2, 3, 4, 4B, 5, 7 and 33), as well as the proposed two-stroke engines (for example, shown in Figs. 8-11, 25 and 33), are arranged to work with a degree of expansion exceeding the degree of compression. To achieve this result, the expansion ratio is set by selecting the appropriate volume of the combustion chamber, and the compression ratio is reduced below this value by a very early or very late closing of the intake valve.

The engine 100 ⁸ shown in Fig.8
In FIG. 8 shows a piston six-cylinder internal combustion engine 100 ⁸ with a crank mechanism for operating on gasoline, diesel fuel, alcohol, natural gas, hydrogen or mixed operation on two fuels having six cylinders 7a-7f (only one cylinder 7f is shown in section ) in which reciprocating pistons 22a-22f are arranged. The presence of another cylinder is indicated only by the image of the lower end of the cylinder liner 7a. The section shows the cylinder of the compressor 1 double action. Pistons 22a-22f are connected to a common crankshaft 20 in a known manner by means of connecting rods 19a-19f, respectively. The engine 100 ⁸ shown in FIG. 8 is configured to operate in a push-pull cycle, so that six working strokes are made per revolution of the crankshaft 20. To this end, the compressor 1 takes a charge of air having atmospheric pressure (or in another case, a charge of air previously compressed to high pressure through the inlet control valve 6 through the inlet pipe 102 leading from the compressor 2, or through the control bypass valve 6, the valve the shutter 5 and the bypass pipe 104, or through a cooler 10). During operation of the engine 100 ^{8, the} air charge is compressed in the compressor 1 by means of a piston 131 connected to it, and the compressed charge is pumped through the exhaust pipe into the high pressure transfer pipe 109 leading to the bypass valve 3 made and arranged to be skipped depending on the signals from block 27 of compressed air either through coolers 11 and 12, or through a bypass pipe 111. This block controls the degree of compression, the amount and direction of the flow of compressed charge through the cooler and / or bypass pipe into the manifolds 13 and 14. The manifolds 13 and 14 are made and arranged to distribute the compressed charge by means of the inlet manifolds 15a-15f to the inlet valves 16 and 16 ', as well as to the other five power cylinders. In another case, the additional compressor 2 receives atmospheric air through the inlet 8, pre-compresses the air charge in the pipe 101 leading to the valve 5, which, in accordance with the signals from the block 27, directs the compressed charge through the cooler 10 or the bypass pipe 104 to the compressor 1. Unit 27 may also control valves 4 and 6 to direct part or all of the charge passing through compressors 1 and 2 back through pipelines 120 and 103 to control the compression ratio of one or both compressors 1 and 2 thinning of full compression to no compression, thus during operation in low load mode, each compressor 1 or 2 may be supplied to the cylinders necessary amount of compressed air.

The engine 100 ⁸ shown in FIG. 8 has camshafts 21 configured to drive at a crankshaft speed to create one piston stroke per revolution. The piston compressor has at least one double acting cylinder, one of which is shown in FIG. 8 and is indicated by the position number 1 and at least one compression stage, wherein the crankshaft 20 provides two working strokes of at least one compressor in one revolution, as described below. In another embodiment, the piston compressor can be driven by a short crankshaft driven into rotation by a step-up gear made on the main crankshaft and driven by a smaller transmission mounted on an additional crankshaft. The drive of the additional rotary compressor 2 can be carried out by means of a pulley with a wedge-shaped groove driven by a finned wedge-shaped belt, and this compressor can have a step-up gear installed between this pulley and the drive shaft of the compressor. Rotary compressor 2 may also have a variable speed drive, as in some aircraft engines.

Description of the operation of the engine 100 ⁸ depicted in Fig.8
Charging air is sucked into the compressor inlet 8, from where it passes through the compressor 2, where the charge is then sucked into the pipe 101 to the damper valve 5, where the charge is directed either through the cooler 10 or through the valve 6, where part or all of the charge can be directed back through the compressor 2, where the charge recirculates without compression, or valve 6 can direct the air charge to the inlet of the compressor 1, where the air charge is pumped from the exhaust pipe of the compressor 1 leading to the shutter valve 3, where the charge is directed either through hladiteli 11 and 12 or through the air bypass valve 4, or a portion thereof is directed and through the coolers and through valve 4, leading to the headers 13 and 14, distributing the charge air to the intake valves 16 and also to the intake valve of each cylinder 7, motor 100 ⁸ . (Valve 4 can direct all or part of the air charge to headers 13 and 14, or it can recycle it completely or partially through line 120 back to line 106 and to compressor inlet 1.) Block 27 controls valves 3, 4, 5, and 6 to control pressure, temperature and charge density supplied to the combustion chamber 130 of the engine. The same unit 27 can control an adjustable valve control system to control the opening and closing times of the intake valves 16 and exhaust valves 17 of the power cylinders in accordance with the angle of rotation of the shaft 20 to control the compression ratio and charge density in the engine for its optimal operation in the following parameters: power , torque, fuel economy and the parameters of the fuel used.

The work of the power cylinder 7 is as follows:
Option 1
Near the end of the stroke in the cylinder 7, the exhaust valve (s) 17, 17 ′ opens (opens), and when the exhaust valve is open, the piston 22 starts the exhaust stroke (second cycle). During the course of the release, it is possible when the piston is 60 ^o -70 ^o earlier than the top dead center, the valves 17, 17 'are closed. When the piston is at the closing point of the valves 17, 17 ', the compression ratio is set, the intake valves 16, 16' are opened when the piston is at this point or later during compression, the compressed air and / or charge of the fuel-air mixture is pumped into the cylinder combustion chamber 130 7, valves 16, 16 'are closed, possibly when the piston 60 ^o to the upper dead point, with the turbulence of the vortex accompanying the injection of high pressure air, the piston 22 continues to move towards the end of its stroke, thus compressing the charge, creating a very low w compression ratio, ranging up to 2: 1. If the fuel is still not in the form of a mixture, it is introduced into the supplied air stream or into the pre-chamber, or directly into the combustion chamber after closing the intake valve. For a stratified charge combustion process, fuel can be introduced into the middle of the charge vortex, or if it is necessary to ignite diesel fuel, it can be introduced into the glow plug. The air-fuel mixture ignites from compression or from a spark, the latter taking place at the right time for maximum efficiency and / or power. In general, fuel injection and ignition occur to the top dead center of the piston. However, the fuel injection can be performed later, and possibly continuously, during the initial part of the expansion course to carry out the combustion process at a constant pressure in general, and especially when using diesel fuel. The ignition of the air-fuel mixture preferably occurs before the piston reaches top dead center, and the burnt charge expands with exposure to the piston as it moves to bottom dead center. When the piston is at bottom dead center, open the exhaust valve (exhaust valves) and purge the exhaust mixture by forcibly moving the piston 22 during the purge stroke. If the opening of the inlet valves 16, 16 'occurs earlier, then for purging it may require some overlap with the exhaust valve. When the inlet valves 16, 16 ′ are opened late, valve closure is not required, and the closing of the valve (s) 17, 17 ′ occurs at about the same time as the opening of the inlet valves 16, 16 ′. The expansion ratio of the engine can be approximately 19: 1 when using diesel fuel and 14: 1 when using gaseous fuel or gasoline, and this degree of expansion is set by dividing the working volume of the cylinder by the volume of the combustion chamber.

Option 2
Near the end of the stroke in the cylinder 7, the valve (s) 17, 17 'opens (opens), and with the valve 17 open, the purge-inlet stroke (second cycle) begins. When the piston is at a point located approximately in the middle of the stroke (for example, approximately 90 ^° from the top dead center), when the valve 17, 17 'is open, the inlet valve opens with a slight overlap of the valves for the intake of purge and charge air with high pressure. A recess may be made in at least one valve 16, for example, as in the element indicated by 30 in FIG. 11 to direct the first intake air downward and along the walls of the cylinder 7 for loop purging of the cylinder during a very small overlap of valves 16, 16 'and 17, 17'. Valves 17, 17 'remain open until the piston reaches the point at which compression begins, then when it closes they receive an air charge, soon after that valves 16, 16' are closed, while the cylinder is sufficiently blown and is now charged with fresh air with a regulated temperature and high pressure. The piston 22 continues its movement to compress the charge, creating a low compression ratio, ideally from 13: 1 to 4: 1, depending on the type of fuel used. The compression ratio is set by a point in the course of the piston 22 at which the valve (s) 17, 17 'are closed and calculated by dividing the remaining working volume of the cylinder by the volume of the combustion chamber.

 As the piston 22 continues to rise from the point x, at which the closing of the exhaust valve has established the compression ratio and where the compression of the charge begins, the pressure begins to rise. The dense, cooled charge of air with a short compression stroke creates a low compression ratio with a very heavy charge, with a low maximum pressure in the cylinder, but with a high average effective pressure in the cylinder to obtain high torque and high power.

 The pressure coefficient will be set by the density, pressure and temperature of the incoming charge, the duration of the opening of the intake valves 16, 16 'and the closing point of the exhaust valves 17, 17'. The later the closing of the exhaust valves 17, 17 'occurs, the less the charging air expands after it is injected into the cylinder 7, the less the work required to compress the charge, the less overlap the intake and exhaust valves require and the lower the compression ratio.

When the piston is at some point, possibly 150-120 ^o from the top dead center, the cylinder 7 will be sufficiently blown, and the exhaust valve 17, 17 'can be closed until the inlet valves 16, 16' are opened for inlet in this case charge of air, but not later than this moment, and exhaust gases are mainly removed by blowing. (In some cases, a certain amount of remaining exhaust gas is useful, and the point at which the inlet and outlet valves can be closed without shutting off will be established experimentally.) In this case, the “effective” compression ratio can be reduced to 3: 1 or even 2 : 1 with the creation of a low maximum pressure and temperature in the cylinder, but with a high average effective pressure. Fuel can be introduced early, for example, when the piston is at the closing point of the exhaust valve, and at the moment approximately 150 ^o -120 ^o before the end of the compression stroke. The ignition of the fuel-air mixture occurs to the top dead center, in it or behind it, then the expansion progress occurs (second step). The expansion ratio is set by the cylinder displacement divided by the volume of the combustion chamber, and it can be approximately 19: 1 when using diesel fuel and 14: 1 for gasoline or gaseous fuel.

 Block 27 can control the temperature and density of the charge supplied to the cylinder 7 or chamber 130, as well as the timing of the inlet to the combustion chamber, and thus can control the density, turbulence, temperature and pressure of the charge, providing a means of limiting maximum temperatures and pressures at a higher than in known engines, the average effective pressure when required, as well as providing a lower level of unwanted pollutant emissions.

The proposed low-load operation system having fuel economy, as shown in row B (bp) of FIG. 13, includes the following. A nominal compression ratio of 13: 1 and an expansion ratio of 19: 1 can be selected. It sets the value of the latter volume of the combustion chamber, and the first sets the maximum charge pressure (but not the maximum pressure in the cylinder) is approximately equal to 530 lb / ⁱⁿ² (3.66 MPa) during the adiabatic compression. Block 27 gives a signal to valves 5 and valve 6 to recirculate the air pumped through the compressor 2 back through the compressor 2 without compression or for any type of compressor, to open the shut-off valve for exhaust gases with the air bypassing the compressor. The valve 5 directs the charge bypassing the cooler 10 to the inlet of the compressor 1. The compressor 1 adiabatically compresses the charge with a compression ratio of approximately 7: 1. Block 27 monitors whether coolers 11 and 12 are bypassed and injects charge into the collectors 13 and 14, while the charge retains the temperature obtained by compression. If closing the exhaust valves 17, 17 ′ and opening the intake valves 16, 16 ′ of the cylinder 7 occurs in close proximity to the end of the compression stroke of the piston 22, then the effective compression ratio can be reduced to 2: 1, creating a “nominal” compression ratio of 14 :1. (If the closing of the exhaust valves 17, 17 'and the opening of the inlet valves 16, 16' occurs a little earlier during the exhaust, the pressure of the charging charging air will be lower, and the "effective" compression ratio, which causes heat generation during in-cylinder compression, will be greater. If the opening of the intake valves 16, 16 'occurs in the middle of the stroke, after the exhaust valves 17, 17' are closed, and the required nominal compression ratio is 13: 1 with an effective compression ratio of 4: 1, then the charge received in the middle of the stroke in the cylinder will be squeezed with a steppe Strongly equal to 4: 1.) Then, uncooled charge compression occurs in a cylinder of an effective compression ratio of 4: 1, and, in any case, with a pressure of approximately 530 lbs / ⁱⁿ² (3.66 MPa) and the temperature equal to 900 ^o F (482 ^o C). Then, the fuel-air charge ignites and expands with the piston acting to the full volume of the power cylinder with a degree of expansion equal to 19: 1.

If there is a need for high power, unit 27 can provide a control signal to close valves 4 and 6. Then, compressor 2 begins to compress the air charge to a slightly increased pressure, at the same time, unit 27 will open valves 3 and 5 with the direction of the charging air through coolers 10, 11 and 12. Due to the fact that the charging air is cooled, it can even be up to 150 ^o -200 ^o F (66 ^o -93 ^o C), a larger amount of air is pumped into the engine, in the boost zone through an additional compression stage 2 to prevent a significant drop long ago charge air due to its cooling before combustion. In this case the charge air in the combustion chamber is compressed with a compression ratio of 2: 1 (line B (ic) in Figure 13), and its pressure is kept close to the calculated value, in this case of approximately 500-530 pounds / inch ² (3 45-3.66 MPa), and cooled to significantly increase charge density, torque and engine power. A less hot air charge provides lower maximum temperature and pressure and, combined with high turbulence, causes the formation of a reduced amount of unburned hydrocarbons, nitrogen oxides NO _x and other polluting emissions, and the presence of smoke and particles in the exhaust is practically eliminated even with a very rich fuel-air mixture . Then, the fuel-air charge ignites and expands to the full volume of the cylinder with an expansion ratio of 19: 1, while the effective compression ratio is only 2: 1 (see line B (ic) in FIG. 13).

 With any algorithm of operation in the proposed engine, a boost can be carried out providing a higher power level than that developed by known engines, since in most cases the intake valve is closed during filling of the combustion chamber, and the charge of less heated air prevents detonation and reduces polluting emissions . In most cases, the residence time of the fuel is also less than the time required for the occurrence of conditions preceding detonation.

 If necessary, at low power, such as when the vehicle is moving at a steady speed or when energy is generated in the light load mode, the engine can be switched back to the light load mode, for example, one compression stage can be taken out of operation and the air charge directed to bypassing the first cooler 10, while the recirculation of the air charge is provided by valves 5 and 6. The gate valve 3 and the air bypass valve 4 can direct the entire charge from the compressor 1, bypassing the coolers 1 1 and 12, while maintaining the heat released during compression, into the collectors 13 and 14 and to the cylinder for a mode of operation with a lower density and with improved fuel economy.

 On Fig shows a view of the cylinder head of the engine shown in Figs. not shown), providing the possibility of extensions 28 on the valve stems during their reciprocating movement together with the inlet valves 16 to pump cooling and lubricating oil or air-oil mixture through the gap Frames located above valve stem extensions.

 The pressure balanced inlet valves 16, 16 'shown in FIG. 8, 11 and 25, as well as valves 16-A shown in FIGS. 9 and 10, are provided for quick closing of the inlet valve and allow large non-limiting inlet valves to be made smaller than normal valve return springs. (When the inlet valve is open, almost immediately the pressure is established under the valve head in the combustion chamber and above the valve head in the inlet feeder, then the pressure in the inlet feeder, acting on the piston-shaped devices on the valve stem, shows a tendency to move the valve stem along the slope cam profile for quick closing of the valve In the proposed engines, a new pressure-actuated “Magnavox” inlet valve with actuation characteristics can also be used Liza rectangular.

 The operation of the inlet valve, balanced pressure, is as follows.

 Pressure balanced inlet valves have extensions 28 on valve stems whose lower surfaces are exposed to gases in conduit 15A. When the valve stem is pressed by the cam 21 and the valve (s) 16 is open (open), as shown in Figs. 8-11 and 25, any pressure in the pipe 15-A is balanced by the pressure in the combustion chamber, and at this time the only reaction force is the force created by pressure in the pipe 15-A, acting on the lower side of the extensions 28 of the valve stems, causing a quick closure of the valve. Non-return valves (not shown) in the inlet and outlet channels 29 and 29 'are preferably provided for the inlet of oil or oil-air mixture through the gaps above the extensions 28 or, in another case, through the extensions 28 of the valve stem. Oil intake can be carried out at the lower point of the cylinder head, where the oil is collected with its supply to the cooling system. In another embodiment, the oil inlet line 29 may be connected to an oil or air-oil mixture supply line. The inlet pipe 29 and the exhaust pipe 29 ′ extending from the cooling system are provided with check valves, and the exhaust pipe 29 ′ may be located above the intake pipe 29 or may be connected to an oil drain line leading to the engine oil reservoir. Extensions 28 may also have a passage through them, at each end of which there is a check valve. Due to the fact that the exhaust valves are always difficult to cool, such a system can provide sufficient cooling for the exhaust valves, even if there is not a lot of pressure in the exhaust pipe. This system can be used in the exhaust valves 17, from which the exhaust windows 18 start, or in the exhaust valves of any engines to ensure the long life of the exhaust valves and their seats.

 On larger engines, the pump-leading lines described here can be converted into larger lines, and the oil delivery provided by them in the described engine can replace conventional oil pumps.

The engine 100 ⁹ shown in Fig.9
In FIG. 9 shows a piston six-cylinder internal combustion engine 100 ⁸ with a crank mechanism, which has one inlet pipe for atmospheric air and in which all cylinders 7a-7f (only one cylinder 7f is shown in section) and associated pistons 22a-22f operate in two-stroke cycle, and all the power cylinders are used so that they produce six working strokes per revolution of the crankshaft 20 to generate power and transmit it to the common crankshaft 20 by means of connecting rods 19a-19f, respectively. The basis of the compressor 1, shown in this drawing as a double-acting reciprocating compressor, together with air pipelines supplies compressed air to at least one inlet valve 16-A and 16-B (to the last of them only if the main charge is supplied to the valve 16 -B through pipeline 15). Additional compressor 2 of Lysholm design is shown connected in series with compressor 1. Air inlet 8 and the compressors 1 and / or 2 connected to it together with inlet pipelines and manifolds 13 and 14 supply charging air, compressed to a pressure slightly higher than atmospheric, to inlet air feeder 15-A and inlet valve 16-A of cylinder 7. Second line 32 directs air charge from line 110 through an additional shut-off valve 33 to inlet valve 16-B with low pressure air supply to it at the same cylinder. Alternatively, the second 15-B conduit extending from the 15-A conduit may be equipped with a control valve 25 (both depicted by dashed lines in the figure) and may direct a charge of air having a reduced pressure to the 16-B inlet valve. Intercoolers 10, 11, and 12 and control valves 3, 4, 5, and 6 are used to help control the density, weight, temperature, and charge pressure of the air. Intake valve operation is synchronized to control engine compression ratio. The combustion chamber has dimensions that provide a certain degree of expansion of the engine.

 The engine shown in FIGS. 9, 11 and 25 has a camshaft 21 with cams and is mounted rotatably with the speed of the engine crankshaft to create one working stroke for each power piston for each revolution of the crankshaft.

The engine 100 ⁹ shown in Fig. 9 is characterized by a more complete expansion process and a lower compression ratio than is typical for known engines, and can create a fuel mixture charge, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also capable of selectively providing an average effective cylinder pressure higher than conventional conventional engine designs, and has the same or lower maximum cylinder pressure compared to known bubbled engines. The engine control unit (ECU) 27 and the adjustable valves 3, 4, 5, and 6 on the pipelines, as shown in the drawing, create a system for regulating the pressure, density and charge temperature, as well as the average and maximum pressure in the cylinder, which makes it possible to increase fuel economy and the generation of increased power and increased torque at all engine speeds in combination with low polluting emissions for both spark ignition engines and compression ignition engines. In other embodiments, the valve timing change system in conjunction with the ECU 27 can also control the opening and closing times of the intake valves 16-A or 16-B or both of them, with the further provision of improved control of parameters in the combustion chamber to obtain a flatter torque characteristic and higher capacity followed by low fuel consumption and polluting emissions.

A brief description of the operation of the engine 100 ⁹ shown in Fig.9
The new-cycle engine 100 ⁹ shown in FIG. 9 is a highly efficient engine having high power and higher torque, as well as low fuel consumption and low polluting emissions.

 The new cycle is a combustion cycle with external compression. In this cycle, part of the intake air (which is completely compressed in the power cylinders of known engines) is compressed by at least one additional compressor. The temperature rise at the end of compression can be reduced by using air coolers to cool the compressed air, as well as a shorter compression stroke.

 During engine operation, air whose pressure is increased, possibly by one third of the atmosphere or one atmosphere (0.033-0.1 MPa) or more, is supplied to the valve 16-V of the power cylinder 7 through the air intake pipe 32 leading from the additional compressor 2 or air through line 15-B through control valve 25 enters this valve 16-B. The second air line 15-A selectively delivers high-pressure charging air to the second inlet valve 16-A leading to the same cylinder 7. (In this embodiment, the inlet valve 16-B lets in low-pressure air after the piston is close to bottom dead center in the course of operation, the exhaust valves 17 open and exhaust is discharged.) The exhaust gases are discharged after opening the valve (s) 17, then the inlet valve 16-B quickly opens and closes to allow the purge air to enter low pressure air. Further purging of the cylinder 7 is performed by loop purging when the piston 22 begins its compression stroke. The inlet valve 16-B is closed, and the piston 22 rises during compression to the point where the compression begins, and when the piston is at this point, the exhaust valve 17 closes, sealing the cylinder 7 and sets the compression ratio. The compression continues, and when the piston is near the top dead center, at the proper point, if there is fuel in the charge, the spark ignites or ignites from compression, and the stroke is carried out.

 To increase the charge density when there is a need for increased power, an additional air charge can be supplied to the power cylinder from the 15-A pipeline by means of the rapidly closing inlet valve 16-A supplying a charge of high pressure air, or at the moment of closing the exhaust valves 17 during the compression stroke or after it. In another case, the main charge of air can be compressed to a higher pressure by adjusting the air bypass valve 6 to direct more air through the compressor 2 by increasing the rotation speed of the compressor 2 or by changing the setting of the control valve 25 on the pipe 15-B, which in another case supplies the main charge of low pressure air to the 16-V intake valve. The temperature, pressure, quantity and point at which the injection of additional charge occurs, if such injection takes place, is regulated to obtain the desired results.

 For low-load operation, the intake valve blocker 31 (several types of blockers are known, for example, those manufactured by Eaton Corp. and Cadillac) can block the 16-A intake valve when operating conditions do not require a high average effective cylinder pressure. Alternatively, while the low pressure air is supplied to the inlet valve 16-B by the pipe 15-B, the valve 6 can be opened to recirculate some charge air back through the compressor 2 to release the compressor from compression work at low load. In addition, it is preferable to reduce the pressure and density of the additional charge entering through the inlet valve 16-A, the air bypass valve 4 can recirculate all of the air pumped by the compressor 1, or part of it back to the inlet of the compressor 1.

One proposed, the preferred method of operation of the engine 100 ⁹ operating at the new cycle comprises:
1. The incoming air under atmospheric pressure, which was compressed by at least one compressor 2 and whose temperature is regulated by bypass systems or cooler 10, is fed into cylinder 7 through an inlet valve 16-B, opened by a small protrusion on the cam 21-B when the piston is near the bottom dead center, at the end of the stroke (possibly at the bottom dead center) after the exhaust valve (exhaust valves) 17, 17 'was opened (opened) a little earlier to discharge the exhaust gases Example when the piston 40 ^o to the lower dead point. For further purging of the cylinder 7, the exhaust valves remain open even after the piston passes the bottom dead center. The inlet valve 16-B closes when the piston is near the bottom dead center.

 2. To further purge the cylinder with a fresh charge of air at the current moment and further, as well as to establish a low degree of compression of the engine, after completion of the stroke and filling of the cylinder 7 with a fresh charge, the valve (s) 17 remain (remain) open (open) for a while after the piston passes the bottom dead center (while the inlet valve 16-B is closed), the compression ratio is set by the working volume of the cylinder remaining when the piston is at the closing point of the exhaust valve 17, divided by the volume of the combustion chamber.

 3. Now that the cylinder 7 is filled with fresh air, the compression stroke continues (second cycle), when the piston is at a certain point, the exhaust valve 17 closes and compression begins with a low compression ratio. This makes it possible to reduce the temperature rise during the compression stroke. Compression continues, fuel is added, if it is not already present in the charge, when the piston is at the proper point near the top dead center, the ignition of the charge occurs, and the working stroke is carried out.

 4. (a) In another case, when there is a need for increased power, an additional compressed temperature-controlled air charge is injected into the cylinder 7 by means of an inlet valve 16-A, which opens and closes quickly during the compression stroke when the piston is at the point where it closes an exhaust valve or a little later in this stroke, with the creation of a denser charge to provide the required torque and the required engine power.

 (b) If a need arises for even higher power, the density and weight of the additional charge of air can be increased by passing this charge through at least one intercooler 10, 11 and 12, as well as by increasing the speed of rotation of the compressor or by connecting another stage of additional compression , or by passing an increased amount of charging air through running compressors.

 5. When the piston is near the bottom dead center, the exhaust valves 17, 17 'open and the cylinder is effectively blown by venting the exhaust gases, as well as the air pumped by the main intake valve 16-B.

A detailed description of the operation of the engine 100 ⁹ shown in Fig.9
When the piston 22 is near the end of the stroke (first stroke), possibly 40 ^o to the bottom dead center of the piston position, the exhaust valves 17 open for exhaust exhaust, shortly after the low pressure air flows through the pipe 32 from the pipeline 106, through an additional shut-off valve 33 and compressor 2 or, alternatively, through a 15-V line supplied by a pressure-regulating valve 25 from a compressed air line 15-A (as shown in FIGS. 9 and 10), through an inlet valve 16-B to the cylinder 7 16-inlet valve closes Shortly after the piston passes bottom dead center, or possibly when the piston is at bottom dead center. The exhaust valves 17 remain open during the first part of the compression stroke (second stroke) of the piston 22. At this time, the cylinder 7 is effectively purged by discharging exhaust gases, as well as by loop purging when the piston is at any point during the compression stroke, and when the cylinder 7 filled with fresh air, exhaust valves 17, 17 'may close. But if a low compression ratio is required, the exhaust valves 17, 17 'can be kept open until the piston reaches the point required to establish a certain compression ratio. At the moment of closing the exhaust valves 17 and 17 'or somewhat later, an additional charge of high pressure air having a regulated temperature and compressed by the compressor (s) can be supplied by the inlet valve 16-A to the same cylinder, after which the inlet valve 16-A closes. In addition, if there is a need for a very large torque and more power, the density of the additional charging air can be significantly increased by connecting the compressor 2 or by increasing the speed of rotation of this compressor 2, if it is already working, as shown in Fig. 9, directing more air through compressors 1 and / or 2 with valves 4 and / or 6, as well as partial or full transmission of charge through coolers 10, 11 and 12.

 In this system, regardless of the closing point of the exhaust valves, in order to establish the compression ratio, the main charge of fresh air in the closed volume of cylinder 7 will be lighter in weight than the normal charge, and the compression ratio will be lower than normal, thus, if necessary, the highly compressed air charge is adjusted temperature can be supplied at the moment of closing the exhaust valve or a little later in this stroke to provide a charge heavier than normal, the temperature rise of which is restrained by a cooled charge short-stroke compression. During combustion, this creates an average effective pressure in the cylinder, higher than normal, with a large torque and high power, but with a degree of expansion still exceeding the compression ratio.

 When operating at low load, a shut-off valve 33 or a valve lock 31 (shown by a dashed line) on the high-pressure inlet valve may temporarily hold inlet air or keep valve 16-A closed. This contributes to increased fuel economy in the engine. In the other case, if the compressor 2 does not supply air to the pipe 32 and the inlet valve 16-B, during low load operation, the shutter valve 5 can be closed and the valve 6 can be opened so that the air pumped out by the compressor 2 will be partially or completely returned to the inlet pipe of the compressor 2 with a slight compression or no compression at all.

 To prevent any return current of the charging air into the pipe 15-A, if the pressure of the cylinder 7 approaches or exceeds the pressure in the pipe 15-A during the compression stroke of the piston 22 before closing the intake valve 16-A, an additional automatic intake valve 26 can be installed as shown in FIG. 10.

 In another case, the additional automatic valve 26 shown in FIG. 10, can be used to obtain a constant or variable pressure coefficient in the cylinder 7. In this case, the valve 16-A will be kept open until the piston reaches the top dead center, and the closing time of the valve 26 will be regulated by the pressure drop in the cylinder 7, adjustable by valves 3 , 4, 5 and 6, using the capacity of the compressor (s) and through any throttle valve present. The automatic valve 26 may be made in the form of a spring-loaded disk made of metal or ceramic materials.

The fuel may form a mixture with air, and may also be injected into the throttle body 56 shown in Figs. through the inlet valve 16-A, or directly into the combustion chamber when the piston is at point x during the discharge-compression stroke, at the moment the piston 22 passes point x during compression or a little later. The fuel may also be introduced later, and in the case of compression ignition, it may be introduced at a point conventional for introducing diesel fuel, possibly into the pre-chamber or directly into the combustion chamber, possibly by the method shown in FIG. 21, or directly onto the glow plug. After introducing a charge of air having an adjusted temperature and density, if such pumping is used, charge compression continues and, if there is fuel, the charge ignites at the appropriate time to carry out the expansion stroke. (The compression ratio is given by the working volume of the cylinder remaining after the piston reaches point x divided by the volume of the combustion chamber. The expansion ratio is determined by dividing the total working volume of the cylinder by the volume of the combustion chamber.)
After this, the fuel-air mixture ignites, and the stroke (second cycle) of the piston 22 is carried out with the expansion of the exhaust gases. Near the bottom dead center of the stroke, the valve (s) 17, 17 ′ opens (opens), and the cylinder 7 is efficiently blown by discharging exhaust gases and by loop purging at the end of the stroke and mainly during the change of direction of movement of the piston 22.

 It is clear that the later the point x is reached during compression (the later the exhaust valve closes), the lower the compression ratio of the engine and the less the charge heats up during compression.

 It is also clear that the later the intake of a charge adjusted by temperature and density occurs, the less engine operation is required to compress the charge, with the last part of the charge being somewhat compressed earlier by compressor 1 and / or additional compressor 2. In some cases, when the load is low and important fuel economy, an additional charge of air can be started bypassing the additional compressor, possibly with a temporary cessation of its supply, and the total charge weight may be less than the charge of a known engine, which together with An increased degree of expansion provides even better fuel economy.

 During operation of the indicated two-stroke engine shown in FIG. 9 and 9B, in low load mode, for example, when the vehicle is moving at a steady speed or when energy is generated in low load mode, the supply of an additional charge of air can be eliminated by temporarily blocking the high-pressure inlet valve 16-A (several types of blocking systems are known a valve manufactured, for example, by Eaton, Cadillac, etc.), or the air approach to the 16-A inlet valve may be closed, and the engine will still provide increased fuel economy and increased m generality, whereas the charge air supplied by the compressor 1 or 2 through conduits 15 A, 110, 32 and inlet valve 16-B.

^9-V engine 100 shown in FIG. 9B
In FIG. 9-B schematically shows a piston six-cylinder internal combustion engine 100 ^9-B with a crank mechanism, which is basically identical to the engine 100 ⁹ shown in FIG. 9. The parameters, operation and design of the engine 100 ^9-B shown in FIG. 9-B are essentially the same as the specified parameters of the engine 100 ⁹ shown in FIG. 9 and are not repeated in the description except for highlighting specific points of difference. In the description, references are made to the previously presented sections relating to the parameters, design and operation (in brief and detailed description) of the engine 100 ⁹ shown in Fig.9.

The main difference between the engines 100 ⁹ and 100 ^9-B is that the engine 100 ^9-B represents an embodiment of the engine 100 ⁹ , in which the compressors 1, 2 are compressors of various types. That is, in the engine 100 ^{9-B, the} main compressor 1 is depicted as a Lysholm rotary compressor (as opposed to the piston compressor of the engine 100 ⁹ ), and the secondary compressor 2 is a turbocompressor (as opposed to the Lysholm compressor of the engine 100 ⁹ ). Despite the fact that the pipeline 32 from the pipeline 110 (indicated by the position number 106 in FIG. 9) and the additional shut-off valve 33 is shown leading to the inlet valves 16-B of only two engine cylinders, it is understood that other inlet feeders (not shown) supply air from pipeline 110 to the remaining engine inlet valves 16-B, or that pipe 32 leads to an "air chamber" or to manifolds supplying air to all inlet valves 16-B.

 In FIG. 10 shows the same engine and the same functional system as described with respect to the engines shown in FIGS. 9 and 9B, however, this engine has the additional feature that the additional inlet valve 16-A has an auxiliary valve 26, which automatically prevents reverse current of charging air from cylinder 7. This feature prevents the occurrence of any reverse current during the compression stroke of the proposed engine, if the pressure in the cylinder approaches the pressure in the pipeline 15-A or evysit it to the intake valve 16 A is fully closed. (This additional automatic valve 26 may be in the form of a valve with a spring-loaded disk or in the form of any one-way valve.) The automatic valve at this point can be used to control the pressure coefficient in the cylinder 7 during charge compression. In this case, the inlet valve 16-A can be kept open until the piston reaches the top dead center, while the valve 26 automatically closes the inlet behind the valve 16-A during compression, ignition of the charge and stroke. In addition, the use of an automatic valve 26 makes it possible to control the engine pressure coefficient by simply controlling the pressure in the pipe 15-A while keeping the intake valve 16-A open until the piston 22 reaches its top dead center. Additional valve 26, if present, also gives the charge of the fuel mixture tangentially oriented vortex turbulence, since this valve shields the intake valve 16-A.

The engine 100 ¹¹ shown in Fig.11
11 shows a piston six-cylinder internal combustion engine 100 ¹¹ with a crank mechanism with one inlet for atmospheric air, with all cylinders 7a-7f in this engine (only one (7f) of which is shown in section) and associated pistons 22a-22f operate on a push-pull cycle, and all power cylinders are used to generate energy and transmit it to the common crankshaft 20 by means of connecting rods 19a-19f, respectively. The main compressor 1, shown in the drawing as a double-acting reciprocating compressor, together with air pipelines, as shown in the drawing, supplies compressed air to at least one cylinder inlet valve 16a and 16b. An additional compressor 2 of Lysholm type is installed in series with compressor 1. The air inlet 8 and the associated inlet pipe and manifolds 13 and 14 supply an air charge compressed to a pressure above atmospheric to the inlet pipe 15 of the cylinder supplying charging air to the two working independently of one another, but opening in one cylinder, to inlet valves 16a and 16b. Intercoolers 10, 11, and 12 and control valves 3, 4, 5, and 6 are used to help control the density, weight, temperature, and pressure of the air charge. The inlet valves are synchronized to control the compression ratio of the engine. The combustion chamber has dimensions that provide a certain degree of expansion of the engine.

 The engine 100 shown in FIG. 8, 9, 10 and 11, has camshafts 21 with cams mounted rotatably with a rotational speed of the engine crankshaft to provide one working stroke of each piston for each revolution of the crankshaft.

The engine 100 ¹¹ shown in FIG. 11 is characterized by a longer expansion process, a low compression ratio and is able to create a charge of the fuel mixture, the weight of which varies from a weight less than normal weight to a weight exceeding normal weight, and is also able to selectively provide the average effective pressure in the cylinder is higher than that found in conventional designs of conventional engines, and also has a lower maximum pressure in the cylinder compared to known engines. The engine control unit 27 and the adjustable valves 3, 4, 5 and 6 on the pipelines, as shown in the drawing, form a pressure, density and charge temperature control system, as well as the average and maximum pressure inside the cylinder, providing increased fuel economy, increased power generation and increased torque at all rotational speeds, as well as at low polluting emissions for both spark ignition engines and compression ignition engines. In other embodiments, the valve timing change system, in conjunction with the ECU 27, can adjust the opening and closing times of the intake valves 16a and 16b, or both, to further improve control of parameters in the combustion chamber with the possibility of obtaining a flatter torque characteristic and higher power at low fuel consumption and pollutant emissions.

A brief description of the operation of the engine 100 ¹¹ shown in Fig.11
The new-cycle engine 100 ¹¹ shown in FIG. 11 is a highly efficient engine developing high power and high torque with low fuel consumption and low polluting emissions.

 The new cycle is a combustion cycle with external compression. In this cycle, part of the incoming air (which is completely compressed in the power cylinders of known engines) is compressed by an additional compressor. The temperature rise at the end of compression can be reduced by using air coolers to cool the incoming air, as well as a shorter compression stroke.

During operation, air is supplied to the cylinder 7 under a pressure that is possibly increased by a value of 0.33 atmospheres (0.033 MPa) to several atmospheres or more through the air inlet pipe 15. The valve 16b is opened by the pressure applied to the upper part the valve stem with a very small protrusion on the cam 21-A, for a short period of time when the piston 22 is near the bottom dead center to purge the cylinder and to receive fresh charging air. The exhaust valves 17, 17 'open to exhaust the gas a little earlier than the opening of the inlet valve 16b for the intake of purge air. The cylinder 7 is effectively purged mainly during the change of the direction of movement by the piston 22. During the first part of the compression stroke, possibly 10-20 ^o after the piston 22 passes the bottom dead center, the first intake valve 16b closes, and the exhaust valves 17, 17 'close a little later, moreover, when the piston is at their closing point, which sets the compression ratio of the engine , begins to compress the charge of fresh air. When the piston is located at the closing point of the exhaust valves 17, 17 ′ or at any point thereafter, the second inlet valve 16a and, possibly, the valve 16b are opened by means of the second protrusion 21-C to receive, if necessary, an additional amount of charge having an adjusted temperature and density.

 The inlet valve blocker 31 shown in FIG. 10 (several designs are known, for example, those manufactured by Eaton Corp. and Cadillac), can block the inlet valve 16a when a high average effective cylinder pressure is not required when operating in low load mode. In another case, the air bypass valve 6 partially or completely opens to recirculate all or part of the charging air back through the compressor 2 to release the compressor from the compression operation during low-load operation. In addition, the air bypass valve 4 can, if necessary, provide partial or complete recirculation of the air pumped by the compressor 1 to lower the pressure and charge density.

One proposed preferred mode of operation for a new cycle engine 100 ¹¹ includes the following:
1. Air entering at a pressure higher than atmospheric pressure, compressed by at least one compressor and having a temperature adjusted by the bypass systems and charge air coolers, is supplied to the cylinder 7 through the inlet valve 16b, which is opened by a very small protrusion 21-D on the cam 21- And when the piston 22 is at the bottom dead center at the end of the stroke or near it, since the exhaust valve (s) 17a, 17a 'for exhaust exhaust opening (opened) a little earlier (maybe 40 ^o to the bottom dead center). The exhaust valve 17 remains open until the piston reaches bottom dead center for efficient purging of the cylinder 7 by venting and loop purging. The inlet valve 16b closes after a fresh charge of high pressure very quickly blows through the cylinder 7.

 2. After completion of the stroke, the exhaust valves 17 are left open for some time after the piston passes the bottom dead center (the intake valve 16b is closed) to continue purging the power cylinder with a fresh charge of air and, in addition, to establish a low compression ratio of the engine, the degree of compression set by the working volume of the cylinder remaining when the piston is at the closing point of the exhaust valve 17, divided by the volume of the combustion chamber.

 3. Now that the cylinder 7 is filled with fresh air at a pressure approximately equal to atmospheric, the compression stroke continues (second cycle) and when the piston is at the closing point of the exhaust valve, compression begins with a small compression ratio. This makes it possible to reduce the temperature rise during the compression stroke. Compression continues, fuel is added if it is not in charge, when the piston is at the proper point near the top dead center, the charge is ignited, and a stroke is carried out.

 4. (a) In another case, when the piston is at any point defined as appropriate at the time the exhaust valve is closed and the charge begins to compress or later, an additional charge of air having an adjusted density and temperature can be introduced through the inlet valve 16a and, possibly through a second protrusion 21-C on the cam 21-A, through the inlet valve 16b. Compression continues with the injection of an additional charge of air, fuel is added if it is absent, the charge is ignited, and combustion causes a strong expansion of the gaseous products of combustion with the release of a large amount of energy. This energy is converted by the engine into high torque and high power.

 (b) If a need arises for even more increased power, the density and weight of the air charge can be increased by passing it through at least one intercooler, as well as by increasing the speed of the compressor or by connecting the second stage 2 of the additional compression shown in Fig. 11 . In another case, the timing of closing the exhaust valve 17 and opening the intake valve 16a may be temporarily changed for earlier closing and earlier opening to obtain an increased charge.

 5. When the piston is near bottom dead center, the exhaust valves 17, 17 ′ open and the cylinder is purged by venting and air introduced by the main intake valve 16b.

A detailed description of the operation of the engine 100 ¹¹ shown in Fig.11
Near the end of the stroke (first stroke) of the piston 22, possibly 40 ^° to the bottom dead center position of the piston 22, exhaust valves 17 are opened to discharge exhaust gases, shortly afterwards high pressure air flows through the pipe 15 from the manifold 13 and 14, as shown 11, through the inlet valve 16b to the cylinder 7, the cylinder 7 is purged and the inlet valve 16b closes. (The head of intake valve 30 can be a recess, as shown in Figure 11, to form the tubular hole, leading into the cylinder 7, so that when the charging air is heavily compressed to a pressure reaching 500-530 pounds / inch ² (3 (45-3.66 MPa), a small protrusion 21-D on the cam 21-A of the inlet valve 16b during or immediately after the piston 22 changed the direction of movement at bottom dead center provided the inlet of a small stream of high-pressure air directed downward for loop purging. ) Exhaust valves 17 remain open during the first part of the compression stroke (second stroke) of the piston 22. Now the cylinder 7 is effectively blown by blowing or loop blowing, and when the piston is at any point during the compression stroke when the cylinder 7 is filled with fresh air, the exhaust valves 17, 17 ' may close. But since a low compression ratio is required, the valves 17, 17 'can be kept open until the piston reaches the point necessary to establish the appropriate compression ratio. At the moment of closing the exhaust valve 17 or later, an additional charge of temperature-controlled high-pressure air, compressed by the compressor 1 and / or 2, can be introduced into the same cylinder by the second inlet valve 16a and, if required, through another protrusion 21-C (shown in dashed lines) on the first valve 16b. (If there is a need for large torque and high power, the density of the charging air can be significantly increased by increasing the speed of the main compressor 1 or by connecting another compression stage, as in compressor 2 (Fig. 11), and directing the charge through additional coolers 10, 11 and 12. The speed of compressor 2 can also be increased to pump more charge to the boost side.) Compression continues to provide a small degree of compression, add fuel, if it is absent, ignite for poison gases expand and, acting on the piston 22 with the performance of the working stroke.

 When operating under light load, a shut-off valve (or valve block 31 shown in FIG. 10 on the inlet valve 16-A) can temporarily hold the incoming air or keep the inlet valve 16a closed. This contributes to increased fuel economy in the engine. In another case, during operation in light load mode, the shutter valve 5 can be closed and the air bypass valve 6 is open, so that the air pumped by the compressor 2 will be returned to the inlet pipe of the compressor 2 without any compression. In the same way, valves 3 and 4 can return some of the forced air back to the inlet 106 of compressor 1.

 The additional automatic intake valve 26 shown in FIG. 10, which may be designed as a spring-loaded disk, can be installed to prevent any return current of charging air into the pipe 15, if the pressure in the cylinder is equal to the pressure in the pipe 15 during the compression stroke of the piston 22 or exceeds it before the intake valve is completely closed 16a. (As with other engine designs presented in this description, the optional automatic valve 26 shown in Fig. 10 can be used to control the pressure coefficient of this engine. By keeping the intake valve 16a open until the piston reaches top dead center, closing the valve 26 and the pressure coefficient of cylinder 7 will be controlled by control valves 3, 4, 5 and 6 and the compressor speed change, as well as by any existing throttle valve.) Automatic valve 26 will close starting from the conduit 15 during the latter part of the compression stroke, the ignition charge and during the power stroke.

 The fuel can form a fuel-air mixture, and can also be injected into the throttle body 56 shown in FIGS. 15-17, 19 and 20, or into the incoming air stream, or into the chamber, or through the intake valves 16a, 16b (during the second opening by means of the protrusion 21-C on the cam 21-A), or directly into the combustion chamber when the piston is at point x during the release-compression or after this point. Fuel can also be injected later, and in the case of compression ignition, it can be injected in the place where diesel fuel is usually injected into, possibly in the pre-chamber, either directly into the combustion chamber, or directly onto the ignition plug. After the inlet of the charge of air, adjusted for temperature and density, if such an inlet is used, the compression of the charge continues, and it is ignited with the fuel present at the appropriate time to carry out the expansion stroke. (The compression ratio is set by the displacement remaining after the piston reaches point x (when the exhaust valve is closed) divided by the volume of the combustion chamber. The expansion ratio is determined by dividing the total working volume of the cylinder by the volume of the combustion chamber.) After that, the charge of the air-fuel mixture is ignited , and the piston stroke 22 occurs when the gaseous products of combustion expand. Near the bottom dead center of the stroke, the valve (s) 17 opens (opens), and the cylinder is effectively purged first by venting and then by looping air from the inlet valve 16b at the end of the stroke or a short time later.

 Obviously, the later the piston reaches the point x during compression (the later the exhaust valve closes), the lower the compression ratio of the engine and the less the charge will heat up during compression.

 It is also obvious that the later a charge having an adjusted temperature and density is introduced, the less engine operation is required to compress the charge, the last part of which has already been somewhat compressed by compressor 1 and / or additional compressor 2. In some cases, when the load is small and fuel economy is important , the air charge can be started bypassing the additional compressor, and the additional air charge can be temporarily eliminated, while the total charge weight can be less than the charge weight in the known engine.

In FIG. 12 is a graph of volume versus pressure in a high speed diesel engine compared to the same diagram of the proposed engine, which shows three compression stages with intermediate cooling and the fourth compression stage without cooling with a compression ratio of approximately 2: 1. This scheme combines optimal power with the efficiency that is characteristic of the proposed engine. (The tables presented in Figs. 13 and 14 show some improvements of the proposed engine compared to the known powerful two- and four-stroke engines.)
There are several features that improve the thermal efficiency of the proposed engine. The ratio of higher power to weight makes it possible to create a more compact engine with less friction loss. The increased degree of expansion gives a higher efficiency of the thermodynamic cycle, which is demonstrated by theoretical calculations. There are also certain efficiency gains in the “step-by-step” compression process even with external compressors with connected pipelines, intermediate and additional coolers, etc. There are very significant energy savings when compressing air in stages with intermediate cooling. Less energy is spent when compressed charge to 500 lb / ⁱⁿ² (3.45 MPa) in two, three or four stages with intermediate cooling than is spent on compression of the hot charge in a certain engine to the same value of 500 pounds / inch ² ( 3.45 MPa). In a conventional engine, approximately 20% of its power is spent compressing its own air charge. Calculations show significant energy savings in the engine if air compression occurs in stages, followed by cooling. Compression of the charge to a pressure of 531 lb / ⁱⁿ² (3.67 MPa) (compression in this case is 13: 1), only two stages of compression reduces energy consumption by 15.8% compared with the compression pressure to the same one step, as is the case with engines running Otto and Diesel cycles. Three stages of compression with intermediate cooling increases the savings by 18%. But this savings exists only in the ideal case. The decrease in the parameter compared with the ideal case should not exceed 25%, which leaves 13.5% energy savings. These 13.5% energy savings, multiplied by 20% of the energy costs in a normal engine, spent on compression of its own charge, make up 2.7% of the increase in efficiency due to the compression process alone. This is one of the advantages of the proposed engine, which is added to other positive changes in thermal efficiency. The low compression ratio combined with the large expansion ratio provides improved efficiency, torque, power and durability while reducing polluting emissions.

 Note 1. In Fig. 12, the distance along the curve corresponding to the engine (B) along the abscissa indicates the theoretical volume at increased density. The density is kept at this level with the actual volume of the combustion chamber (as shown by the dashed line V) regardless of the density by pumping an increased amount of charge in the direction of boost.

 In FIG. 13 is a table comparing various operational parameters of the proposed engine (B) and operating parameters of a common two-stroke diesel engine (A) of high power.

 The parameters given for the engine (A) are normal operating parameters for such an engine, for example, compression ratio, combustion temperature, charge density, etc. The parameters selected for engine performance (B) are given for two different reduced "nominal" degrees of compression with corresponding "effective" degrees of compression, with and without intermediate cooling, for two different levels of developed power. Columns showing charge densities and expansion ratios indicate stable improvements in terms of power output and charge density in the engine (B) even with significantly reduced nominal compression ratios and effective compression ratios reduced to 2: 1, as shown figure 10. Columns that show lower temperatures at the end of combustion, and columns that show increased degrees of expansion, indicate significantly reduced pollutant emissions. The shown improvements related to the power generated by the engine (B), compared with the engine (A), even with a reduced nominal compression ratio, are at least 50%.

 On Fig presents a table that compares the various operational parameters of the proposed engine (B) and the operational parameters of the common four-stroke diesel engine (A) high power.

 When comparing these parameters, similar to the comparisons made with respect to FIG. 13, it is obvious that since the engine (B) burns a denser charge twice as often as the engine (A), stable improvements related to the power and charge density generated by the engine (B) are significantly higher, which is 180% compared to the engine ( A).

 FIG. 15 is a schematic view of an engine representing the engines of FIG. 5-7 and 9-10, with a separate cooler 10 for an additional compressor 2, with a main compressor 1 supplying two collectors 13 and 14 and having separate coolers 11 and 12 and pipelines 114 and 115 for charging air, each collector having three cylinder inlet feeders 15a-15c, 15d-15f, respectively. The engine shown in Fig. 15 operates in the same way as the engines shown in Figs. 5-7 and 9-10, and the drawing shows the proposed positions of the damper and air bypass valves for supplying the manifolds 13 and 14 with an air charge, parameters which are optimal for low-load operation of the engines shown in FIG. 5-7 and 9-10. When operating in low load mode, the shutter valve 5 can be closed, and the air bypass valve 6 of the compressor 2 (if the compressor 2 does not supply the main air charge directly to the pipe 32 and the inlet valve 15-B) can be fully or partially opened so that all or part of the air entering the compressor 2 can be returned to the inlet of the compressor 2, having received in it a slight increase in pressure or without pressure increase. In addition, the damper valve 3 of the compressor 1 can be closed, passing the charge of air, bypassing the coolers 11 and 12, and the air bypass valve 4 must be closed to prevent recirculation of the compressed heated air back through the compressor 1, and its damper valve 3 and the air Bypass valves direct an uncooled charge of air to the manifolds 13 and 14 to produce a heated low density charge for low load operation. Compressor 2 should preferably be kept in operation to supply the main charge of air through conduits 110, 32 and inlet valve 16-B to provide a more economical purge-inlet system.

 In FIG. 16 shows the proposed valve positions for the supply manifolds 13 and 14 with an air charge optimal for operation at medium loads, for the engines depicted in FIG. 16, or for the engines depicted in FIGS. 5-7 and 9-10. When operating in the medium load mode, the damper valve 5 of compressor 2 is closed, and the air bypass valve 6 must be open to allow uncooled and uncompressed air to pass to the inlet of compressor 1, where the closed damper valve 3 and the closed valve 4 direct the charge of air compressed by compressor 1 bypassing the coolers, to the collectors 13 and 14, and the charge air is compressed and heated by the compressor 1 to work with an average load.

 In Fig.17 shows the proposed scenario of providing the engine depicted in Fig.17, or the engines depicted in Fig.5-7 and 9-10, high-density air charge for operation with a large load with a large generated power. In Fig. 17, both shutter valves 3 and 5 are shown open, and both valves 4 and 6 are completely closed, so that the main compression stage is activated, and the second compression stage is brought to the maximum charge compression mode, and all air charge is passed through coolers 10 , 11 and 12 to create a cooled charge of very high density air and transfer it to the collectors 13 and 14 and the engine cylinders for operation in high load mode. This creates a very high average effective pressure in the cylinder to obtain high torque and high power with a maximum pressure in the cylinder remaining at the same level as in normal engines, or even lower.

 On Fig shows a schematic view of another type of additional compressor 2 'for the engines depicted in figures 5-7 and 9-10, or for any other proposed engine, as well as a system for shutting off the additional compressor in the absence of the need for a high pressure charge and high density. To release the compressor 2 'from operation (if the air compressed by the compressor 2' does not enter directly into the pipe 32 and to the valve 16-B for supplying the main air charge), the damper valve 5 is closed and the air bypass valve 6 is opened, so that the air pumped through compressor 2 ', can be recycled through compressor 2, thus freeing the compressor from compression work.

 In FIG. 19 is a schematic view of the engines of FIGS. 5-7 and 9-10, illustrating means for controlling the density, temperature and pressure of charging air by changing the direction of air flow through various electronic or vacuum-controlled valves and their pipelines.

 In FIG. 19, arrows also show various possible paths of charging air, with light arrows indicating the paths of heated air, and dark arrows indicating the paths of denser, intermediate-cooled air, thus showing how the temperature of the charging air can be regulated thermostatically or electronically by dividing it by two different paths. In another case, the entire charge of air can be directed either bypassing the coolers, or through air coolers, as shown in Fig.19. 19 also shows how the pressure generated by compressors 1 and 2 can be changed by partially or fully opening the air bypass valves 4 and 6 or by completely closing one of these control valves or both of them. The engine control unit 27 is designed to regulate various operational parameters of the proposed engines.

 In FIG. 20 is a schematic view of another embodiment of a device in which preferably the electric motor 34 drives the compressor (s) of any engine of the invention.

Control of the “damper valve” of the bypass pipe of the charge air cooler
This section describes aspects of the preferred control components used in any of the proposed engines (four-stroke and two-stroke).

 Basic principles: valves 3 and 5 are valves of the bypass pipe of the charge air cooler with solenoid control. When controlling the bypass pipe of the charge air cooler, the incoming air is switched between two ways by two valves 3 and 5, working independently of each other: valve 5 directs the flow either (a) from compressor 2 directly to the inlet pipe of compressor 1, or (b) through the cooler 10 before air enters the compressor inlet pipe 1. Valve 3 directs the flow from compressor 1 or (a) to pipes 111/121/122 leading directly to the intake manifolds 13 and 14, or (b) it passes an air charge through hladiteli 11 and 12 prior to entering to the headers 13 and 14.

 The engine control unit 27 (ECU) can control the valves 3 and 5 of the bypass pipes of the air coolers. The valves of the bypass pipelines can be made in the form of shutter valves for passing or blocking the entire air charge in both directions, or in the form of solenoid valves with a cylindrical screw coil, or in the form of valves of another type capable of passing part of the air charge through the bypass pipelines 121 and 122, and the other part through coolers 10, 11 and 12 for precise control of temperature and charge density of air. The ECU can receive signals from sensors, such as the engine coolant temperature sensor, crankshaft position sensor, throttle position sensor, camshaft position sensor, manifold absolute pressure sensor, and oxygen heating sensor.

Air Bypass Control
Basic principles: to ensure optimal charge pressure for various engine operating conditions, the BUD 27 can send signals to control air bypass valves 4 and 6. These valves can be on-off valves with solenoid control, possibly driven by vacuum, or with solenoid valves with a cylindrical coil, or valves of another type that can open part of the passage or the entire passage to recirculate part or all of the air charge back through the inlets 110 and 8 ompressorov 1 and 2 to reduce or minimize the zero boost pressure of any of the compressors 1 and 2, or both. A similar air pressure control device can be used for additional stages of air compression, if any.

 The operation can take place as follows: control of the air bypass valves 4 and 6 can be carried out by signals from the ECU 27 to regulate the opening angle of these valves 4 and 6 with the provision of optimal air charge pressures for various engine loads and various duty cycles. When the valve 6 is partially open, part of the air pumped through the compressor 2 passes back to the compressor inlet 8 to reduce the compression pressure. When the valve 6 is fully open, the entire charge of the compressor 2 is passed back through the compressor 2, so this compressor 2 only pumps the charge through itself without increasing its pressure. This system can work in the same way for valve 4, which can bypass part of the charge of air pumped by compressor 1 back into the inlet pipe 110 of compressor 1 to reduce the charge density of the air.

 Such a device, in combination with the regulation of the bypass unit of the charge air cooler bypass unit 27 for various valves 3 and 5, can regulate the temperature, density, pressure and turbulence of the charge air to generate the required power and torque levels, as well as the emission parameters in the engine cylinder.

 Information about the engine parameters, which can be monitored by the block 27 to achieve the proper engine condition by controlling valves 4 and 6, can come from the throttle position sensor (or from the fuel inlet operation sensor), air temperature sensors located at several points, and the absolute pressure sensor in the manifold, camshaft position sensor, crankshaft position sensor, exhaust temperature sensor, heated oxygen sensor and / or from others sending the source information Sensor array used in internal combustion engines.

 The ECU 27 can control valves 3 and 5, as well as valves 4 and 6 to maintain optimal density, pressure and temperature of the air charge during all engine operating cycles.

Other combustion options
In FIG. 21 is a schematic cross-sectional view of a pre-chamber 38 ', a combustion chamber 38, a piston crown 22 and associated fuel inlet 36, a spark plug 37, an air intake or air-fuel mixture 8', an intake valve 16, an exhaust channel 18 ', an exhaust valve 17, proposed to operate on liquid or gaseous fuels for the proposed engines or for any other internal combustion engine.

 There is a large selection of compression ignition or spark ignition systems for the proposed engine, shown in figures 1-33. Every fuel, from natural gas to heavy diesel fuel, including alcohols and gaseous fuels, can be ignited in this engine by spark ignition (IZ). One IZ system, with certain advantages, is similar to the system shown in Fig.21, and is suitable for compressed natural gas, propane, hydrogen, gasoline, alcohols or diesel fuel. In this system, an extremely rich fuel mixture forming a full charge of fuel is preferably injected into the pre-chamber 38 '. Fuel can be injected through the fuel channel 36 together with or without an air stream, while a charge of air, some of which may be associated with a fuel charge, can be introduced into the pre-chamber 38 'by the piston 22 during the compression stroke. Additional air with or without additional fuel can be introduced into the cylinder itself either during the inlet or during compression through the inlet pipe 8 '. In any case, the second stage of combustion in the cylinder itself is carried out with a mixture with a low fuel content.

The two-stage combustion system shown in Fig.21, operates as follows:
1. Pre-chamber combustion (first stage)
Pre-chamber combustion occurs in the pre-chamber 38 'when fuel in an amount significantly exceeding the amount of oxygen present is injected and ignited (injector not shown). This lack of oxygen, combined with a less hot, turbulent charge and low maximum temperature and pressure, significantly reduces the formation of nitrogen oxides. The combination of hot chamber walls with strong turbulence contributes to a more complete combustion.

2. Subsequent combustion (second stage)
Subsequent combustion occurs at a lower pressure and under relatively low temperatures in the space above the piston in the cylinder, when the gases expand from the chamber of the first stage into the cylinder itself. If there is additional fuel in the cylinder, a poorer mixture is ignited by this plasma-like stream from the prechamber. Low temperatures and an admixture of burnt gases prevent any further formation of nitrogen oxides. Excess air, a strong vortex effect and a longer expansion process provide a more complete combustion of carbon monoxide, hydrocarbons and carbon.

 The results of the application of the pre-chamber 38 'shown in FIG. 21 are higher thermal efficiency due to longer expansion accompanied by less hot exhaust, as well as lower levels of pollutant emissions, including nitrogen oxides, and when using diesel fuel, aromatics and particles.

 On Fig shows a schematic cross-section of an additional cylinder of the proposed engine, which allows you to convert the two-stroke engine, shown in Fig.8-33, in the engine, operating on a single-cycle cycle, and the four-stroke engine, shown in figures 1-7 and 33, into a push-pull engine.

 By designing any two-stroke engine as a structure in which all power cylinders are double-acting cylinders, the power-to-weight ratio can be doubled compared to the base engine. In each stroke of the engine operating nominally on a single-cycle cycle and converted from any of the engines shown in Figs. 8-33, ignition occurs at one end of the cylinder and purge occurs at the other end. The use of double-acting power cylinders in the four-stroke engine shown in figures 1-7 and 33 converts it into a two-stroke engine due to the fact that one end of the cylinder is blown and the other end ignites during each revolution of the crankshaft.

 In the construction shown in FIG. 22, the required change in the length of the rocker arm 39 is obtained due to the fact that its end forms a ferrule 40 and is attached above the piston pin 41.

 A two-piston piston 22 ′ may be attached to the end of the vertical beam 39, which rotates with respect to its lower end 42. A connecting rod 19 ′ is connected between the middle of the beam and the crankshaft 20 ′.

 Due to the fact that the crankshaft 20 'itself only transmits torque, its main bearings are loaded very slightly. As a result, little noise is transmitted to the support housing. Due to the lever effect, the full movement of the crank (not shown) is half the stroke of the piston, and the crank itself can be a shorter cam-like assembly, with large closely spaced necks having significant overlap to increase strength.

 The compression ratio can vary with a slight elongation or shortening of the effective length of the rocker arm 39. This can be obtained by means of the lower heel 42 attached to the block 43 mounted in the stationary block 44 with the possibility of sliding and driven by the servomotor 45. The gear 45a rotated by the servomotor 45, significantly longer than the gear 44a mounted on the screw 43b, which is rotatably attached to the block 43 and rotates along the thread in the block 44, causing the gear 44a to slide back or forth along the gear 45a when returning the linear motion of block 43 in block 44. Thus, such an engine can be started with a compression ratio equal to 20: 1, like a diesel engine, and then to reduce friction and stress in its parts can be converted to a compression ratio of 13: 1. This feature may also be important to enable the use of different types of fuel.

 In FIG. 23 shows another embodiment of the engine in which the pin 47 'is located between the connecting rod 19 and the piston 22 "and for which the advantages described above remain valid.

 The necessary change in the length of the rocker arm 39 (shown by a dashed line) connecting the piston 22 "with the connecting rod 19 can be made by forming at the end of the rocker arm 39 a collar 40 mounted above the pin 41 of the piston 22", or by installing a double swivel link 42 'between the pin 47' in the reference point of the rocker arm 39 'with a finger 42 "attached to the stationary part 46 of the engine, and the end part of the rocker arm 39' attached to the connecting rod by the finger 47.

 In another, preferred embodiment, for powerful engines (such as marine engines, generator drives, etc.), power take-off from the piston 22 "may occur with a conventional piston rod 39 'located between the piston 22" and the slider 20', together with the connecting rod 19 'located between the slider 20' and the crankshaft (not shown).

 Double-acting power cylinders used in the proposed engines are especially important in cases where a lot of energy is required and cooling water is available, for example for marine engines or engines operating as a generator drive.

 Such double-acting double-bottomed cylinders can be used in all embodiments of the invention.

 24 is a schematic cross-sectional view of a crankshaft, two connecting rods 19 ′ and 19 ″, and a rocker arm 39, showing means for providing additional burning time in conventional two- or four-stroke engines.

 This arrangement of any engine provides a doubling of the time the direction of movement of the piston 22 'of the normal engine during a critical period of combustion. This is because the top dead center of the piston 22 'corresponds to the bottom dead center of the crank 48. At this point, the movement of the crank pin around the top dead center of the piston 22' is subtracted from the linear motion of the connecting rod 19 'instead of summing with it, as is the case in conventional engines. Making a change to the normal action slows down the movement of the piston around this point, resulting in more complete combustion and an additional reduction in emissions.

 The additional burning time provided by the embodiment depicted in Fig. 24 can be of great importance in the proposed engines and in any engines operating on Otto and Diesel cycles.

 The operation of the engine, the design of which provides for additional burning time, is similar to the work of other proposed engines providing a high charge density, low compression ratios with an average effective pressure higher than in known engines, but with a longer burning time than in other engines, at the same time with even reduced pollutant emissions.

 Due to the fact that the crankshaft 48 shown in FIG. 24 only transmits torque, its main bearings are very lightly loaded. As a result, the support housing achieves less noise. Due to the effect of the lever, the movement of the crank can be half the stroke of the piston (depending on the fulcrum), and the crank itself can be a shorter cam-like assembly with large, closely spaced necks that have significant overlap to increase strength.

 This arrangement also provides an approximately twofold increase in burning time in known engines during the critical period of combustion. This is because the top dead center of the piston corresponds to the bottom dead center of the crank.

The engine 100 ²⁵ shown in Fig.25
In FIG. 25 shows a piston six-cylinder internal combustion engine with a crank mechanism in which all cylinders 7a-7f (only one (7f) of which is shown in section) and the associated pistons 22a-22f are configured to operate in a push-pull cycle, wherein all cylinders are used to generate and transmit energy to the common crankshaft 20 by means of connecting rods, respectively 19a-19f. The compressor 2 supplies air to the purge windows 52 through an additional shut-off valve 33-M and a pipe 32, as well as through a pipe 15 to the inlet valves 16 and 16 'of the charge in the cylinder. The engine shown in FIG. 25 is configured to operate in a two-stroke cycle to perform six strokes per revolution of the crankshaft 20. To do this, the compressor 1 takes a charge of air, which can be previously compressed to a higher pressure, through valves 5 and 6 regulating the air intake and through the inlet pipe 110 leading from the compressor 2 through the intercooler 10 or the bypass pipe 104 and the damper valve 5. During operation of the engine 100 ²⁵ shown in Fig. 25, the compressor 2 receives atm atmospheric air through the inlet 8, pre-compresses the air charge in the pipe 101 leading to the control valve-flap 5, which, in response to signals from the ECU 27, closes the compressed charge through the cooler 10 or the air bypass valve 6 through the cooler bypass pipelines 104 to the compressor 1. The air charge is compressed in the compressor 1 by the associated piston 131, and the compressed air charge is pumped through the outlet into the transfer pipe 109 high pressure, leading to the control valve damper 3, which, if open, directs air through the cooler 11 and 12 to the manifolds 13 and 14 or, if closed, through the pipeline and air bypass valve 4, which can direct part of the air charge back through the inlet pipe 104 of the compressor 1 or, if the valve 4 is completely closed, directs the entire charge from the compressor 1 in accordance with the signals from the ECU 27 through coolers 11 and 12 or through the bypass pipe 111/121/122 to the collectors 13 and 14. Collectors 13 and 14 are made and arranged wife with the possibility of distributing a charge of compressed air through the bypass pipes 15a-15f to the inlet valves 16 and 16 'of the cylinder 7a, as well as to the other five power cylinders 7b-7f. In another embodiment, purge air, instead of being supplied through line 32 ′, is supplied through a check valve 49, line 50 and pressure reducing valve 25 to the air chamber 51 and through lines 125a-125f to the purge windows 52a-52f.

The engine 100 ²⁵ shown in FIG. 25 has a camshaft mounted to rotate at a speed equal to the rotational speed of the crankshaft to provide one working stroke of the power pistons per revolution. The compressor may be a reciprocating compressor consisting of at least one compression stage with at least one double acting cylinder (one stage is shown in FIG. 25 at number 1 of the position). The compressor can be driven by connecting rods 19g, which are connected to the crankshaft 20 and in which the radii of the cranks can have different sizes corresponding to the piston strokes of the air compressor (s) of different lengths, different from the strokes of the power pistons. In addition, the compressor 1 can be driven by a second crankshaft (not shown), driven by gearing with an overdrive gear mounted on a common crankshaft. An additional rotary compressor, which is shown in the drawing as a Lysholm compressor and indicated by the number 2 position, can be driven by a grooved pulley rotated by a ribbed V-belt, and an up-speed gear is installed between the pulley and the compressor drive shaft. Rotary compressor 2 may also have a variable speed of rotation or a two-speed drive, as is the case with some aircraft engines.

The operation of the engine 100 ²⁵ shown in FIG. 25 is as follows. Charging air is supplied to the inlet 8 of the compressor 2. From here, air is pumped through the compressor 2, where it is directed by the damper valve 5 through the cooler 10 or through the pipeline to the air bypass valve 6, where it is directed to the inlet of the compressor 1. Then, the charge is pumped by compressor 1 through an exhaust valve to a damper valve 3, which directs the charge of air either through coolers 11 and 12 to the manifolds 13 and 14 or into the pipeline leading to the air bypass valve 4, which can direct part of the charge back h the compressor inlet 1 or direct all or part of the charge to the damper valve 3, which directs the charge in whole or in part through coolers 11 and 12, or directly to the collectors 13 and 14, which distribute the charging air having a regulated temperature to the inlet valves 16 and 16 'of the cylinder 7 to each engine cylinder. A two-position control valve (not shown) and a conduit 32 'direct air into the air chamber 51 and to the purge windows 52a-52f at the bottom of the cylinders 7a-7f. In another embodiment (shown in FIG. 25 by a dashed line), purge air is directed through a pressure reducing valve 25 located on conduit 50 to supply purge air from compressor 1 and control its pressure. Another additional way to reduce the air pressure in the manifold for purging the cylinders 7a-7f is to use air from the manifolds 13 and 14 passing through the pipe 50, the air chamber 51 and the inlet ports 52a-52f without reducing the pressure at the outlet of the manifolds 13 and 14. For purging through the purge windows 52a-52f shown in FIG. 25 and through the inlet window 52 "and the exhaust window 52 'shown in Fig. 30, full pressure air must be applied, with the windows 52a-52f, 52' and 52" be performed significantly less than usual. In this case, despite the fact that the purge windows are smaller than usual, air with a higher than usual pressure is very effective. The description suggests several means for purging cylinders. FIG. 26 shows more clearly the preferred low pressure purge air supply system (although it is indicated by dashed lines). The pipe 32 'and the valve 33 (shown in dashed lines in FIG. 26) pass air from the pipe 110 from the compressor 2 to the pipe 50 supplying purge air to the air chamber 51.

 The ECU 27, shown for example in FIG. 26, controls valves 3, 4, 5, and 6 to control the pressure, temperature, and charge density entering the combustion chambers and to valve 25, can selectively direct a portion of the air charge having a reduced pressure to purge windows 52 and can control the opening and closing of valve 53 and valves 49 'to select the desired purge mode. The ECU 27 can also control a system for controlling the variable state of valves to control the time and duration of opening of the inlet 16 and exhaust valves 17 with respect to the degree or angle of rotation of the crankshaft 20, to regulate the degree of compression of the engine to ensure optimal operating parameters, namely power, torque , fuel economy, fuel parameters and the required purge mode.

 The preferred operation of the rams shown in FIG. 25 is as follows.

After resetting and purging the cylinder 7, the latter is filled with fresh air, the piston 22 overlaps the exhaust ports 52 and, with its purge-inlet stroke, rises while the exhaust valve 17 is still open, while the piston is at any point, possibly 120-90 ^o to the top dead point, the exhaust valve 17 closes to set the compression ratio and compression starts, the intake valves 16 and 16 'open at the same time or later to create the required charge density and weight, compressed air or fuel-air mixture is introduced through the inlet valve 16, 16 ', which is then closed. The compression of the charge, which begins when the piston is at point x, namely, at the point where the exhaust valve 17 was closed, continues with the compression ratio specified by the displacement of the cylinder remaining when the piston is at point x divided by the volume of the combustion chamber. Fuel can be injected into the stream of additional compressed air pumped into the combustion chamber, or in the pre-chamber, for example, shown in Fig.21, or directly into the combustion chamber. After closing the intake valve 16, 16 ', fuel or additional fuel can be injected into the middle of the charge vortex for a stratified charge combustion process or, as in compression ignition engines, directly into the combustion chamber, possibly directly onto the ignition plug in the presence or absence of the proposed prechambers, as well as continuously during part of the expansion stroke to obtain a combustion process with a constant, in general, pressure.

The air-fuel mixture is ignited by the spark plug, from compression or through the spark plug at the point considered the most effective, preferably until the piston 22 reaches the top dead center of the compression stroke. The stroke of the expansion of the piston 22 occurs during exposure to expanding gases on the piston in the direction of bottom dead center. When the piston is near the end of the stroke, possibly about 40 ^o to the bottom dead center, the purge windows 52 open, at about the same time the valve (s) 17 in the engine head opens (opens), and any of four the methods depicted in Fig.27-30. In any case, the exhaust valves 17, 17 'remain open even after the piston passes the bottom dead center to a significant part of the purge stroke that controls the charge, to establish the degree of compression of the engine.

FIG. 26 shows a schematic view of an engine similar in construction and operation to the engine 100 ²⁵ shown in FIG. 25 and having two compressors, but characterized in that compressor 1 is shown as a Lyshoim rotary compressor, and compressor 2 is shown in in the form of a turbocharger, and having one air cooler for an additional compressor, two air coolers for the main compressor, paired manifolds, control elements in the form of dampers, air bypass control elements and pipelines for various ways walking air. An engine control unit (ECU) 27 is also shown, which can adjust the pressure, density, and temperature of the charging and purge air to obtain the required output parameters and emission characteristics of the engine. Other purge air sources are shown, with its supply from conduit 110 through conduit 32 'being preferred. The paths of the air passage are shown by arrows, while the light arrows indicate uncooled compressed air, and the dark arrows indicate cooled denser air. Air bypass valves are also shown (in this case, both valves are closed), which together with the shutter valves (one of which is closed and the other partially open to allow part of the charge to cool) can regulate the temperature, weight and charge density necessary to obtain the most better engine performance.

 In FIG. 27 shows one system for efficiently purging engine exhaust products of FIG. 25.

Purge System A (FIG. 27)
The exhaust gas discharge occurs when the piston is located from 40 ^o to the bottom dead center to, possibly 40-50 ^o after it, while the exhaust valves 17 open at about the same time as the windows 52 open, remain open after the lower windows are closed by the piston 22 and close later, resulting in a low compression ratio.

 Purge air may be supplied from the manifold, optionally with a pressure reducing valve 25 on line 50, or preferably from line 32 'from additional compressor 2 (shown by a dashed line). In this case, the lower windows 52 open shortly before the opening of the exhaust valves 17. The discharge occurs through the lower windows 52, through the lower exhaust pipe and valve 53 to the main exhaust pipe 18, at the same time or a short time later the exhaust valves 17 open, and the exhaust gases into the atmosphere both through the upper part of the cylinder through the exhaust valves 53 and 17, and through the exhaust manifold 18 'and the pipe 18. The exhaust valve 17 then remains open for a significant part of the purge-inlet stroke (second stroke) for For more purging, and this part of the course takes place during the forced movement of the piston. During this purge-inlet stroke, the exhaust valve 17 may be closed when the piston is at any point after it has passed the first 20% of its path. After that, when the cylinder 7 is filled with fresh air, the exhaust valve 17 can close when the piston is at any point, and the intake valve 16 'can open with the flow of compressed air, the temperature of which is adjusted to the value considered appropriate. The later the exhaust valve 17 closes during the purge-inlet stroke, the lower the compression ratio of the engine will be. With a sufficiently early close, the effective compression ratio can reach 13: 1 or 16: 1, and with a later close it can be low and be 2: 1. When the piston is at any point after closing the exhaust valve 17 and setting the compression ratio and until the piston 22 reaches the top dead center, an air charge with adjusted temperature, density and pressure can be introduced by opening and then closing the intake valve 16. All proposed operating parameters must depend from the requirements of the duty cycle of engines, for example, from the required power, efficiency, considerations of emissions and the type of fuel used.

 The ECU 27 is shown in communication with key control valves of the engine, which can be adjusted in accordance with the parameters, information about which is transmitted to the ECU 27 from various sensors in the engine.

 On Fig shows a second system for efficient purging of the engine depicted in Fig.25.

Purge System B (FIG. 28)
The exhaust gases are discharged only through the exhaust valves 17, the purge air is supplied by the compressor 2 through the pipe 32 'or, in another case, from the manifolds 13 and 14 through the pipes 50 after the control valve 49 and the additional pressure reducing valve 25 to the air chamber 51 and through the purge windows 52 to the bottom of the cylinders 7 upward through the cylinder 7, from the exhaust valves 17 and through the exhaust pipe 18, the valve 53 is closed. In this system, when the piston 22 approaches the bottom dead center during the expansion process, the windows 52 are opened by the piston 22, and when the exhaust gases are discharged, compressed air is introduced through all the lower windows 52 and removes combustion products through exhaust valves 17 that open, possibly before the windows 52 for exhaust. The lower windows can be made with the possibility of opening, possibly when the piston is 40 ^o in front of the bottom dead center and closing when the piston is at the same point, after the piston starts its second stroke. The exhaust valves 17 may remain open after closing the windows 52 to facilitate purging by forcing the piston 22 to move and to establish the desired compression ratio, which is determined by the point at which the exhaust valves 17 are closed.

 During this purge-inlet stroke of the piston 22, when the cylinder 7 is already filled with fresh air, the exhaust valve 17 can be closed when the piston is at any point after it has passed the first 20% of its path. Now, when the piston is at any point, the exhaust valve 17 can close, and the intake valve 16 can open to let in compressed air of high pressure, the pressure and temperature of which are adjusted to the values determined as appropriate. The later the exhaust valve 17 closes during the purge-inlet, the lower the effective compression ratio of the engine. With a sufficiently early closing of the exhaust valve 17, the effective compression ratio can reach a ratio of 13 or 19 to 1, and with a later closing it can be low and be 2: 1. All proposed operating parameters should depend on the requirements of the engine operating cycle, for example, the required power, efficiency, emission considerations and the type of fuel used.

 The engine control unit 27, as shown in the drawing, can be used to control the various required operating conditions when receiving signals from various engine sensors.

 On Fig shows a third system for efficient purging of the engine depicted in Fig.25.

Purge System C (FIG. 29)
In this purge system, the shutoff valves 49 'must be closed (or the valves 25 and 49 may be absent), the lower windows 52 are open to the atmosphere through the valve 53, one inlet valve 16, leading from the manifolds 13 and 14 to the cylinder 7, can open on a short time by means of a cam, possibly by means of a small protrusion on the cam, which also has a large protrusion (indicated by the position number 21-C in FIG. 11) to open the same valve at a different crank angle, while the windows 52 are not blocked by the piston 22, and exhaust valves 17 o roofed. High pressure air quickly removes exhaust gases into the atmosphere through windows 52 and exhaust valves 17 and through their respective exhaust pipes 18 and 18 '. The inlet valve 16 closes quickly, no later than the closing moment of the purge windows 52. The exhaust valve remains open for further purging and to reduce the degree of compression of the engine. In another case, the lower exhaust valves 53 must be closed, and while the purge ports 52 are not blocked by the piston 22, the exhaust valves 17 also open to discharge earlier, and the air from the air chamber 51 supplied through the pipe 32 enters the windows 52 and blows the cylinder 7 through the exhaust valves 17.

 During this purge-inlet stroke, the exhaust valve 17 closes when the piston 22 is at any point after it has passed the first 20% of its path. When the piston is at any point after closing the exhaust valves 17 with the cylinder 7 filled with fresh air and with the set compression ratio, and also until the piston 22 reaches its top dead center, an additional charge of air with adjusted temperature, density and pressure is introduced, when required, by opening the second inlet valve 16 and / or through another protrusion 21-C on the same cam (position number 21-C in FIG. 11), opening the same inlet valve again. All proposed operating parameters should depend on the requirements of the engine's operating cycle, for example, the required power, efficiency, emission considerations, and the type of fuel used. The later during the purge-inlet the exhaust valve 17 closes, the lower the compression ratio of the engine. With a sufficiently early close, the effective compression ratio can reach 13: 1 or 22: 1, and with a later close it can be low and be 2: 1.

 The engine control unit can adjust all the necessary engine parameters.

 In FIG. 30 shows a fourth effective purge system of the engine of FIG. 25.

Purge System D (FIG. 30)
In this system, exhaust is discharged through the upper exhaust valves 17 and through a portion of the lower purge windows 52 ', which open immediately before the piston reaches the bottom dead center, possibly approximately 40 ^o before it, simultaneously with the opening of the upper exhaust valves or immediately after it. At the moment the windows 52 'are opened or after a short period of time thereafter, the exhaust valves 17 also open, or the valve 53 leading to the lower exhaust pipe 18 is already open, and the exhaust gases are discharged for approximately 40 ^° after the bottom dead center with injection purge air through at least one of the windows 52 ", configured to receive compressed air from the air chamber 55 fed through a pipe 32 'or 50, while the windows 52' are not blocked by the piston 22, and the pressure in the cylinder 7 has dropped below yes the phenomena of the air chamber 55. After closing the windows 52 ', the exhaust valves 17 remain open for a significant part of the purge-inlet (second stroke) stroke of the piston 22 for additional purging by forced movement and to establish a low compression ratio.

 During the purge-inlet stroke, when the cylinder 7 is filled with fresh air, the exhaust valve 17 may be closed when the piston is at any point after it has traveled approximately the first 20% of its path. After that, when the piston is at any point, the exhaust valve 17 can close with the compression ratio set, and the intake valve 16 can open to let in an additional compressed air charge, the temperature and pressure of which are adjusted to the values determined as appropriate. The later during the purge-inlet the exhaust valve 17 closes, the lower the compression ratio of the engine. With a sufficiently early close, the effective compression ratio can reach 13: 1 or 22: 1, and with a later close it can be low and be 2: 1. All proposed operating parameters should depend on the requirements of the engine operating cycle, for example, on the required power, efficiency, emission considerations and the type of fuel used, and can be regulated by the engine control unit, which receives signals about the parameters in specific sections of the engine.

 FIG. 31 is a schematic view of another embodiment in which the electric motor 34 preferably drives motor air compressors similar to that shown in FIG. 25.

 FIG. 32 is a schematic view of the two-stroke engine of FIG. 25 and 26 and having only one compressor 1 for supplying both purge and charge air. The drawing also shows a flap valve 3 and an air bypass valve 4, valves 16 and 17, regulating the purge and charge air, valves 53 and 53 'for the exhaust gas from the lower windows 52 of the cylinder through the exhaust pipe 18 into the atmosphere. Thus, the engine shown in FIG. 32 is capable of realizing all the possibilities described for the engines shown in FIGS. 25-30 and 32. The drawing also shows the engine control unit (ECU) 27 and communication with various valves for controlling the temperature, the density, weight and pressure of the charging and purge air and the paths of purge air to achieve the results required by the engine. The arrows show the possible paths of heated air (light arrows) and cooled air (dark arrows), as well as charging air with its passage through valve 4 to control the pressure, density, weight and temperature of the air to obtain optimal engine operating parameters.

The engine 100 ³³ shown in Fig.33
On Fig shows a six-cylinder internal combustion engine, in which part of the cylinders 62-65 are used to generate energy, and two cylinders, 66 and 67, are used to compress the air necessary for the operation of the engine. The supercharger compressor 57, in this case preferably having the Lysholm design, is used to increase the pressure of the atmospheric air received through the air inlet 8 'before the air enters the compressor cylinders 66 and 67. The damper valve 3 'and the air bypass valve 4', when both are open, recirculate the air charge back through the compressor 57 to reduce compressor operation and lower the air charge density for low load operation. When the valve 4 'is closed, the damper valve 3' can be opened or closed to supply a charge of air respectively cooled or not cooled to the cylinders to control the combustion temperature and temperature to obtain optimal operating parameters.

 The second compression stage is transmitted from compression cylinders 66 and 67 through pipelines 201, 202 to a 4 ″ flap valve, which in the closed position directs the compressed charge through conduit 204, cooler 11, and conduit 205 to the engine manifold 58 ′ in a cooled state. a 4 "flap valve directs the air charge, bypassing the cooler 11, through pipelines 203 and 205 to the power cylinders without cooling.

Due to the fact that the camshaft is mounted to rotate at a speed half that of the crankshaft, the engine 100 ³³ operates on a four-cycle cycle with a low compression ratio, increased expansion ratio and high average effective pressure in the cylinder when it operates in the manner described for the engine 100 ³ shown in Fig.3.

 In another case, the engine of FIG. 33, in which at least one cylinder acts as a compressor cylinder and in which the camshaft is rotatably mounted at a speed equal to that of the crankshaft, operates in a two-stroke cycle with a low compression ratio, high average effective pressure in the cylinder and an increased degree of expansion when it works in the manner described for the engines depicted in Figs. 8, 9 and 11.

As shown in FIG. 33, in any of the proposed engines description, additional fuel economy can be obtained by using an economizer made in the form of a compressor air brake retarder. To consider the specified retarder, the six-cylinder engine 100 ³³ is any of the proposed engines that use compressed air obtained with external compression (Figs. 1-33) either to supply the entire charge air, or to increase the engine parameters. The retarder shown in the drawing has a compressor 57A operatively connected to the drive shaft of the vehicle (not shown) or connected via a gear to the crankshaft 20 of the engine, and accumulates the energy released during braking or when driving downhill, this energy it is used to supply compressed air to the engine cylinders through the transfer manifold 58. Such an economizer is connected to the air reservoir 59, and when the air pressure in the economizer reservoir is high enough For use in engine power cylinders, the engine compressor can be disconnected, possibly by means of a coupling, or the air pumped by the compressor (s) can be transferred back to the input of the compressor (s), so that there is no need for the compressor to perform compression work. The safety valve 60 prevents excessive pressure buildup in the reservoir 59. The valve 61 (in this embodiment, made in the form of a reversible shut-off valve) allows air to be transferred from the reservoir to the manifold when the pressure in the reservoir 59 is higher than the pressure in the transfer manifold 58 and if air supply is required . If there are compressor cylinders in the engine design, each of them can be idled by closing the intake valve while the backup air source is operating so that the compressor (s) will not perform useful work until the pressure in the manifold and reservoir will fall below operating values. Several cylinder valve blocking systems are known, some of which are mentioned above.

 In another embodiment, compressor 57A is omitted, and air storage tank 59 is used to store excess air compressed by engine compressor cylinders during braking and downhill driving. In this case, the valve 61 is a two-way valve, and the blocking valve 70 is located in the manifold 58 between the cylinder (s) 66, 67 and the working cylinders 62-65. When driving downhill or when braking, the blocking valve 70 between the compressor and slave cylinders is preferably closed, the power cylinders 62-65 do not generate power, and the two-way valve 61 is used to vent the air compressed by the compressor cylinder (s) into the reservoir 59.

 If necessary for normal engine operation, the blocking valve 70 between the compressor and expansion cylinders is open, and the valve 61 is closed. During air reserve operation, both valves 70 and 61 are open. If necessary, the cylinder (s) 66, 67 may not perform work during the air reservation mode of operation, as described above. In addition, the Jacob brake (known retarder) can also supply compressed air to the tank.

 The operation of the engine with the supply of reserve air increases the average effective pressure of the engine, while the power and efficiency increases by 20% while reducing polluting emissions when the engine is running in reserve air.

 This feature provides additional energy savings, especially with heavy traffic flow or when driving on hilly terrain. For example, an engine developing 100 horsepower. (74.6 kW), spends 12.7 pounds of air per minute (5.76 kg / min). Thus, if the braking energy is stored in the compressed air in the tank 59, then during stops and moving downhill, compressed air sufficient to supply it for 10-15 minutes can be accumulated and stored. When the pressure in the reservoir 59 drops below the level necessary for efficient operation, an electromagnet (not shown) is used to bring the valves of the compression cylinders into operation, and these cylinders (together with the boost compressor, if necessary) begin to compress the air charge necessary for the engine .

 With the use of reservoir 59, the engine does not need to increase the pressure to start it and immediately, as soon as the shaft is turned enough to open the inlet valve, compressed air and fuel will enter and will be ignited, making an instant start. In addition, compressed air through these starting means can be used to rotate the engine by opening the intake valves in the expansion cylinders earlier than usual to start rotation and ignition, as is usually the case with large diesels, thus eliminating the need for a starter. In another embodiment, compressed air can be used to charge a "hydrostarter" to crank the engine, as is the case in some diesels designed to operate in harsh conditions.

 In another, more preferred embodiment, the backup air in the reservoir 59 is additionally used to rotate the engine to provide a vehicle, such as a bus, with the possibility of leaving the station and running without fuel for 30-60 seconds or more, that is, at a time when the largest polluting emissions occur during the operation of buses or frequently stopping vehicles used to deliver various cargoes.

Embodiments in which compressed air comes from a remote source
On Fig shows a schematic view of an engine 100, corresponding to another variant embodiment of the invention, with an external supply of air charge for marine, diesel, stationary or used to generate electrical energy for engines or any other applications of the proposed engines with constant or variable load and rotation speed, which have sufficient electrical energy or available discharged or bleed compressed air. 34, the electrically driven remote air compressor 35, preferably with at least one refrigerated compression stage, preferably delivers a charge of regulated temperature (if necessary both high and low pressure) for at least one engine of the invention. The air charge, adjusted for temperature and pressure, is supplied through a pipe 15AE from the compressor 35 directly to the manifolds 13 and 14. In the intake manifold 9 of the engine, shown, for example, in figure 4, or in the low pressure pipes 32 of the other proposed engines, atmospheric air or low pressure air from the low pressure line 15BE from the compressor 35.

 Another embodiment of the device shown in FIG. 34 for supplying combustion air for any of the proposed engines 100 is configured to supply charging air from a pipeline 15AR fed with discharged or bleed air obtained in technological processes. Air supply occurs with either one or two pressure levels. The lower pressure, if necessary, is preferably supplied by means of a pressure drop in the main supply line 15AR for venting air with a pressure reducing valve (25a leading to the low pressure line 15BR). This device is similar to the device of pipelines 15-A, 15-B and valve 25, shown, for example, in figure 5, while the pipe 15-A is an analogue of the supply pipe 15AR passing from the source of discharged air, and the pipe 15-B is an analog pipeline 15BR depicted in Fig.34.

 The use of compressed air from a remote source, which is either discharged air or air from compressor 35, eliminates the need for intercoolers 10, 11, 12 of engine compressors 1 and 2, in some pipelines and valves 3, 4, 5, 6 of equipment supplying charging air, ensuring the bringing of air to the required state during or after the compression process (but before the air inlet to the manifolds 13, 14). Thus, the equipment of the various embodiments of the engine 100 depicted in the various drawings is preferably reduced to the positions with indices A, B, and C shown by dashed lines in all the drawings. Charging air from any of the aforementioned remote sources is preferably supplied to the engines directly at the manifolds 13 and 14, and in respective embodiments, low pressure air from an external source is supplied to a pipe 32, as shown in FIG. 34.

 In engines receiving air charge from remote sources, fuel can form a fuel-air mixture before compression and can be injected into the throttle body, through windows or directly into the cylinder.

On the issue of regulation of pollution
Figure 2 and 4-C shows a method for further reducing pollutant emissions in any of the embodiments of the proposed engine, which includes the re-combustion of the exhaust gases, when and if required. In the four-stroke engines depicted in FIGS. 1-3, and in the two-stroke engines depicted in the accompanying drawings and having one air inlet, the exhaust pipe (s) 18 has (have) a discharge pipe 202 (see FIG. .2), leading from a window 206 in the wall of the exhaust pipe 18 to a window 204 in the wall of the inlet pipe 8. The metering valve 201 is located in the inlet window 204 and is configured to selectively restrict the flow of fresh air into the pipe 8 while opening the window 204 at the same time. leading to the exhaust pipe wire, optionally allowing exhaust gases to enter the intake pipe 8. This valve is adjustable and is actuated mechanically, electrically, or by vacuum and an electromagnet, and is preferably controlled by an engine control unit (ECU) or control unit 144 shown in FIG. 35 and 36. This makes it possible to re-burn part of the exhaust gases, the percentage of which is regulated by the engine control unit in accordance with the signals of various sensors, x like oxygen sensors located at various key points in the engine. Exhaust gases passing through conduit 202 can be cooled until they reach inlet conduit 8, either through additional cooling fins 202a, or by passing through an additional intercooler (not shown).

 As shown in FIG. 4C, in engines having only one inlet duct for atmospheric air but having different ducts and air intake paths, such as ducts 15-A and 15-C shown in FIG. 4B, the exhaust pipe 202 'leading from the exhaust pipe 18 is divided into two sections of the exhaust pipe 203a, 203b, each of which has a metering valve 209a, 209b that can selectively supply exhaust gases or to both inlet valves 16-B (through pipeline 9 and ultimately through pipeline 15-C) and 16-A (via pipelines 8 and 15-A), or to one of them. Each metering valve 209a, 209b allows the partial intake of exhaust gases into the corresponding window or termination of such an intake, at the same time, if necessary, restricting the flow of fresh air. The exhaust gases can be cooled by means of additional fins 202a located on the pipeline 202 'and / or 203a, 203b and 203c, or by passing them through an additional intercooler (not shown) before these gases are introduced into the engine intake pipes.

 In another embodiment, shown by dashed lines in FIG. 4C, one branch pipe section 203a is rejected (position number 203c in FIG. 4C) directly to the pipe 15-C and provided with a metering valve 209c at their junction.

 In the engines depicted in FIGS. 4 and 7 having paired inlets 8, 9 for atmospheric air, a device similar to that shown in FIG. 4C is used, however, it is understood that the pipe 8 is open to the atmosphere.

 In any engines having paired air inlet pipelines or paired air passageways, at least one of the three points can be injected with a portion of the exhaust gases in any necessary quantity, and the regulation of this input is preferably carried out by the control unit engine.

 The re-combustion feature is of particular importance when operating on diesel fuel.

Constant Load Motors with Constant Speed
While most of the preceding description characterizes the embodiments representing the proposed engines, optimized for the operating cycles of vehicles (ships, tractor trucks, buses, cars, tanks, trains and aircraft), and describes systems and methods for changing power, torque and speed rotation, the present invention finds useful applications to achieve high power and high torque, while maintaining optimal fuel economy and low pollution e emissions and less sophisticated motors, such as motors for operation at a constant load and constant speed. FIGS. 35 and 36 show other embodiments of the present invention that represent such engines (for example, for producing electric energy, as well as for other stationary or industrial applications of the engine, for example for pumps and compressors) equipped in accordance with the principles of the present invention.

The engine of the system 100 shown in FIG.
In FIG. 35 is a schematic view of an engine representing any four- or two-stroke engine of the invention, equipped to operate with constant load and constant speed. The main components of the engine 100, such as compressors 1, 2 and additional intercoolers 10, 11, 12 (shown by dashed lines) and the necessary piping associated with them, are preferably made to obtain optimal operating parameters and have only the main components. Various controls, dampers, air bypass valves and associated bypass lines, such as in the embodiments described above, are preferably omitted to reduce weight, cost, and also to simplify operation. FIG. 35 shows an engine 100 equipped with a first additional compressor 1 and a second additional compressor 2, additional intermediate coolers 10, 11, 12 (shown by dashed lines) and connecting piping, and the operation of all components is clear from the above detailed description, and having two stages of pre-compression of charging air, cooled at an intermediate stage or adiabatically compressed.

 In FIG. 35 shows a preferred circuit for generating electricity by any of the proposed engines. The output shaft 20 of the power take-off of the engine 100 is connected, as schematically shown by line 140, to the power supply shaft 20 of the generator 141 having electric power extraction lines 142. When the shaft 20 of the engine 100 rotates the shaft 20 of the generator 141, the amount of electric energy produced by the generator 141, determined by the sensor 143 and transmitted to the control unit and controller 144, containing various relays and integrated circuits, to determine the amount of generated energy and send messages via line 145 to the air-fuel control unit (n e is shown) on the fuel line 148 and the throttle 56, and / or via line 149 to the ignition control unit for earlier or later ignition in spark ignition engines and / or to send messages on lines 146 and 146b for engines having injection systems fuel, for example natural gas, gasoline or diesel fuel, or to the fuel-air control unit, all of which are intended to control the fuel input, rotation speed and power generated by engine 100 and, therefore, power generated by by the generator 141. The control unit 144 also sends signals to control the metering valve 201 shown in FIG. 4, and the metering valves 209a, 209b, 209c shown in FIG. 2 to control the amount of exhaust gases (if supplied), which are recirculated by these valves for re-combustion in any engine of this invention that uses this property. Further explanations regarding the components of the engine 100 and its operation are not deemed necessary, as this will be clear to those skilled in the art.

 Additional intercoolers 10, 11, 12 (indicated by dashed lines) are preferably used in engines operating on gaseous fuels or gasoline, and in compression ignition engines they are preferably absent, or their quantity or cooling capacity is reduced due to the low maximum pressures and temperatures in the proposed engines.

 On Fig shows a two-stroke engine representing any of the proposed engines, two- or four-stroke, schematically connected by line 140 with the electric generator 141. The engine and its device are similar in design and operation to the engine depicted in Fig. 35 and described above, except that the engine shown in Fig. 36 and operating as the engine 100 in either a two- or four-cycle cycle has only one pre-compression stage, additionally cooled by intercoolers 11, 12 (shown in Trich-dashed lines) charge air. As in the engine of FIG. 35, when using compression ignition in the engine 100 of the invention, the coolers 11, 12 are preferably absent, or their cooling ability is reduced. As in the engine 100 shown in FIG. 35, the controller and other controls, as well as the operation of the engine and generator, are understood by those having the present description.

 From the above description of several embodiments of the present invention, it is understood that the advantages inherent in the present invention are characteristic of all embodiments.

 While the preferred embodiments of the invention are given in this description, it is understood that various changes and modifications of the form, arrangement of parts and details of its construction are possible within the spirit and scope of the invention, and that all such changes and modifications are considered part of the present invention as falling within the scope of protecting the attached claims.

 While the embodiments of the present invention disclosed herein are preferred, those skilled in the art will also appreciate other embodiments of the invention. Therefore, it is obvious that variations and modifications are possible within the scope and essence of the invention, and the scope of the invention is limited only by the attached claims. In addition, the equivalent performance of all elements that are means of performing a certain function or performing this function, implies in the attached claims, as specifically stated, the inclusion of any structure, material or actions to perform the function, and, as is obvious to specialists, any structure, material or actions are more apparent due to their connections with other elements.

Claims (14)

 1. An internal combustion engine comprising a cylinder block, in which there are at least one cylinder, two inlet windows of the power cylinder, which communicate between the cylinder and the air source, and an exhaust window through which exhaust gases are discharged from the cylinder; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing each inlet window; an outlet valve selectively closing the outlet port; at least one compressor installed between the air source and at least one inlet window of the power cylinder and communicating with them through the pipeline; at least one air cooler installed between the compressor and the inlet window and in relationship with them; means for selectively controlling the operation of the compressor and inlet valves, as well as selectively controlling air charge parameters selected from at least one of the following parameters: turbulence, density, pressure, temperature, as well as the average and maximum pressure in the cylinder, so that at least part incoming air before entering the cylinder can be selectively compressed by a compressor; and a low-pressure manifold supplying low-pressure air to the inlet valve, which closes one inlet port and which opens during the stroke of the piston inlet, and a high-pressure manifold, supplying compressed air to the inlet valve that closes the second inlet port and which opens after passage bottom dead center piston during compression stroke.  2. The engine of claim 1, wherein the selective control means comprise a conventional number of valves strategically located in said pipeline and a known engine control mechanism controlling the operation of these valves.  3. An engine according to claim 2, further comprising a second compressor installed between said compressor and an inlet port with which said compressor is in communication and communicating therewith, such that at least a portion of the incoming air before the inlet to the cylinder is selectively compressed a second time; moreover, the means of selective regulation contain means of selective regulation of the second compressor.  4. The engine of claim 1, wherein the compressor is a reciprocating compressor.  5. The engine of claim 4, wherein the reciprocating compressor comprises a piston connected to a crankshaft of the engine.  6. The engine of claim 1, wherein the compressor is a rotary compressor.  7. The engine according to claim 1, in which there are means to further increase the turbulence of the charge entering the cylinder, and to minimize the reverse charge current when the intake valves are slowly closed.  8. The engine according to claim 7, in which the means of enhancing turbulence is made in the form of a check valve located between the inlet valve and the cylinder.  9. The engine according to claim 1, in which the compression stroke leads to compression of the air in the cylinder, with means for controlling the density, temperature, pressure and turbulence of the air charge so that the compression ratio is less than the degree of expansion of the engine through the use of these controls, which includes compressing an additional charge of air before compression in the cylinder, thereby creating a pre-compressed charge of air that is selectively passed through a cooling device before it is fed into the cylinder and supplied camping into it after during the intake stroke in the cylinder entered the low-pressure charge air, the cylinder charge is preserved, second normal in size, and has begun the compression stroke of the piston, and increase the charge density and turbulence in the cylinder.  10. Internal combustion engine: a cylinder block in which there is at least one cylinder, two inlet windows for communication between the cylinder and the air source, and an exhaust window through which air is discharged from the cylinder; a piston mounted in the cylinder with the ability to move; an inlet valve selectively closing each inlet window; an outlet valve selectively closing the outlet port; two compressors installed between the air source and one of the inlet windows and communicating with them; at least one air cooler; an air supply network comprising a pipe, an interconnecting air source, a compressor, a second compressor, an air cooler, an inlet window and a second inlet window; and means for selectively controlling the operation of the compressor to operate in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression; means for selectively controlling the operation of the second compressor for its operation in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression; and means of selective direction into the first inlet window of compressed air, and into the second inlet window of air not subjected to injection.  11. An internal combustion engine having a crankshaft driven by at least one piston that performs at least a compression stroke and an expansion stroke with the aid of combustion occurring in the cylinder, the compression stroke resulting in compression of the air in the cylinder, characterized in that it contains a stage of external compression, in which an additional charge of air is compressed outside the cylinder; a supply pipe connecting the compression stage to the cylinder, with an intercooler, through which a charge of air is selectively directed from the compression stage; two inlet windows of the power cylinder, each of which is made with an inlet valve; and with means for selectively controlling an external compression stage and intake valves, as well as selectively controlling air charge parameters selected from at least one of the following parameters: turbulence, density, pressure, temperature, and also average and maximum pressure in the cylinder; and a low pressure line supplying low pressure air to the inlet valve of one inlet window during the piston inlet stroke, and a high pressure line supplying compressed air to the compressor inlet valve of the second inlet window after the piston passes the bottom dead center during the compression stroke.  12. The engine according to claim 11, further comprising a second external compressor, in which the air charge is compressed outside the cylinder and directed to the low pressure window of the power cylinder during the intake stroke.  13. The method of operation of the internal combustion engine, including creating a charge of air; regulation of temperature, density and pressure of air charge; air charge transfer to the engine power cylinder; it is possible to regulate and change the weight and density of the charge of air to obtain such a charge of air, the weight and density of which is selected in the range from values that are inferior to normal values of weight and density, to values that exceed these values; feeding into the cylinder and preserving in it a charge of low pressure air, inferior to the normal in magnitude and obtained during the inlet stroke of the piston; supplying a high pressure air charge to the cylinder after the piston passes the bottom dead center; compression of the charge of air, so that the effective compression ratio is less than normal; the formation of a combustible mixture of a given amount of charging air and fuel; creation of conditions for ignition of this mixture in the power cylinder; and providing the possibility of expansion of the gaseous products of combustion with the action of the piston acting in the power cylinder, and the degree of expansion of these power cylinders significantly exceeds the effective compression ratio of the power cylinders of the engine.  14. An internal combustion engine comprising at least one additional compressor for compressing a charge of air, having an outlet; an intercooler through which compressed air is selectively directed for cooling; power cylinders in which compressed air ignites and expands in the presence of fuel; a piston acting in each power cylinder and connected via a connecting link to the crankshaft to rotate the crankshaft under the action of the reciprocating movement of each piston; a transmission manifold that connects the inlet for low pressure air to the power cylinders and through which the low pressure air is transmitted to the power cylinders; a transmission pipe communicating a compressor outlet with a control valve and an intercooler; a transmitting manifold that communicates with the intercooler to the power cylinders and through which compressed air is provided for entering the power cylinders; an inlet valve controlling the flow of compressed air from the transmission manifold to the power cylinders; an exhaust valve that controls the release of exhaust gases from the power cylinders; and means for selectively controlling the operation of the compressor for operating in a compression mode in which a compressed air charge is generated, or in a pass mode in which air is passed through the compressor without compression, as well as selectively controlling air charge parameters selected from at least one of the following parameters: density, pressure, temperature, as well as the average and maximum pressure in the cylinder after the low pressure charge enters the cylinders. Priority on points:
10/25/1996 PP 1, 3-14;
05/23/1997 under item 2.

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