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1. (WO2005061868) MOTEUR A COMBUSTION INTERNE
Note: Texte fondé sur des processus automatiques de reconnaissance optique de caractères. Seule la version PDF a une valeur juridique

Claims

1. A combustion engine (1) including at least one cylinder (2) with an associated cylinder head (3), and a piston (4) reciprocating in the cylinder, where the cylinder, the cylinder head and the piston define a combustion chamber (5), said combustion engine further including at least one inlet valve (10) or inlet port for the feeding of air and/or a mixture of air/fuel to the combustion chamber (5) during the intake period, at least one exhaust valve (12) or exhaust port for the removal of exhaust gas from the combustion chamber (5) during the exhaust period, a further air-supply valve arranged in the cylinder head (3) or an upper portion of the cylinder (2), as well as a control and operating device for controlling the opening and closing of said air-supply valve in such a manner that compressed air from an associated compressed-air source (19) is fed to the combustion chamber (5) during an air- supplying period which overlaps at least partially the exhaust period, characterised in that the the air-supply valve is formed by an independent, separate, hydraulic or preferably electrically operated valve unit (15, 55) interchangeably arranged in the cylinder head (3) or in the upper portion of the cylinder (2), said valve unit including a valve housing (30; 56) with an inlet (34; 58) and an outlet with an outlet opening (16; 64) which opens into the combustion chamber (5), and that said valve unit further in-eludes a valve seat (43; 52) arranged between the inlet and the outlet as well as a valve member (47; 67) arranged in the housing, said valve member including a valve head (42, 69) displaceably arranged between an open and a closed position relative to the valve seat.

2. Engine according to claim 1, characterised in that the valve head (42; 69) is preloaded so as to adopt its closed position.

3. Engine according to claim 1 or 2, characterised in that the inlet, the valve member, the valve seat and the outlet of the valve unit are coaxially arranged.

4. Engine according to one or more of the preceding claims, characterised in that the valve unit is an electromagnetic valve unit (15) with a coil (31) arranged in the valve housing (30), said coil (31) surrounding an inlet member (34) serving as a core and an armature (39) connected to the valve member (47).

5. Engine according to one or more of the preceding claims, characterised in that the valve head (42; 67) and the valve seat (43; 62) of the valve unit (15; 55) are arranged upstream the outlet opening (16; 64) of the valve unit when seen in the outflow direction of the air.

6. Engine according to one or more of the preceding claims, characterised in that at least one outlet opening (16; 64) of the valve unit (15; 55) is shaped in such a manner that an air jet leaving said outlet opening is substantially conical with the peak thereof being at said outlet opening.

7. Engine according to one or more of the preceding claims, characterised in that a detecting means (22) is provided which is connected to the confrol and operating device (21) for detecting the pressure of the supplied compressed air, and that the control and operating device includes means for preventing an activation of the valve unit (15) so as to enter its open position when the air pressure is below a predeter-mined value.

8. Engine according to one or more of the preceding claims, characterised in that a compressed-air tank (18) is arranged between the compressed-air source (19) and the valve unit (15).

9. Engine according to claims 7 and 8, characterised in that the detecting means (22) is connected to the compressed-air tank (18).

10. Engine according to one or more of the preceding claims and in form of a four stroke cycle engine, characterised in that the control and operating device is adapted to activate the valve unit so as to enter its open position and thereby allow a supply of compressed air during the last phase, preferably the last third or less of the exhaust stroke, the supply of air preferably being interrupted before the exhaust valve is efficiently closed.