AN INTERNAL COMBUSTION ENGINE

Abstract

An internal combustion engine includes a first low-pressure cylinder housing a first low-pressure piston, and a first high-pressure cylinder housing a first high-pressure piston, the first high-pressure cylinder being arranged in upstream fluid communication with the first low-pressure cylinder for providing exhaust gas into the first low-pressure cylinder. The internal combustion engine further includes a second low-pressure cylinder housing a second low-pressure piston, the second low-pressure cylinder being arranged in upstream fluid communication with the first high-pressure cylinder for providing compressed gas into the first high-pressure cylinder, and a second high-pressure cylinder housing a second high-pressure piston, the second high-pressure cylinder being arranged in downstream fluid communication with the first low-pressure cylinder for receiving compressed gas from the first low-pressure cylinder, and further arranged in upstream fluid communication with the second low-pressure cylinder for providing exhaust gas into the second low-pressure cylinder.

Claims

1. An internal combustion engine comprising: a first low-pressure cylinder housing a first low-pressure piston; and a first high-pressure cylinder housing a first high-pressure piston, the first high-pressure cylinder being arranged in upstream fluid communication with the first low-pressure cylinder for providing exhaust gas into the first low-pressure cylinder; a second low-pressure cylinder housing a second low-pressure piston, the second low-pressure cylinder being arranged in upstream fluid communication with the first high-pressure cylinder for providing compressed gas into the first high-pressure cylinder; and a second high-pressure cylinder housing a second high-pressure piston, the second high-pressure cylinder being arranged in downstream fluid communication with the first low-pressure cylinder for receiving compressed gas from the first low-pressure cylinder, and further arranged in upstream fluid communication with the second low-pressure cylinder for providing exhaust gas into the second low-pressure cylinder.

2. The internal combustion engine according to claim 1, wherein the first and second low-pressure pistons operate in a two-stroke configuration and the first and second high-pressure pistons operate in a four-stroke configuration.

3. The internal combustion engine according to claim 1, wherein the first and second low-pressure pistons are connected to a first crank shaft and the first and second high-pressure pistons are connected to a second crank shaft, wherein the second crank shaft is configured to rotate with a speed of at least twice the speed of the first crank shaft.

4. The internal combustion engine according to claim 1, wherein the first low-pressure piston and the second low-pressure piston are arranged in a 180 degrees crank angle offset in relation each other, such that the first low-pressure piston is configured to reach an upper end position within the first low-pressure cylinder when second low-pressure piston reaches a lower end position within the second low-pressure cylinder.

5. The internal combustion engine according to claim 1, wherein the first high-pressure piston and the second high-pressure piston are positioned to reach an upper end position within the respective high-pressure cylinder approximately simultaneously and in such a way that the first high-pressure piston is configured to be ignited at an upper end position within the first high-pressure cylinder when the second high-pressure piston is in an upper end position within the second high-pressure cylinder for initiation of intake of fuel therein.

6. The internal combustion engine according to claim 1, wherein the first and second high-pressure pistons are arranged to reach a lower end position within the respective first and second high-pressure cylinder when the first and second low-pressure pistons reaches an upper and a lower end position within the respective first and second low-pressure cylinder.

7. The internal combustion engine according, to claim 1, wherein the first and second low-pressure cylinders are provided with liner intake ports at a lower end portion of the respective cylinders, such that gas can be provided into the respective low-pressure cylinder when the respective first and second low-pressure piston is positioned in their lower end position.

8. The internal combustion engine according to claim 1, wherein the first low-pressure cylinder is in fluid communication with the second high-pressure cylinder by means of a first passageway.

9. The internal combustion engine according to claim 1, wherein the second low-pressure cylinder is in fluid communication with the first high-pressure cylinder by means of a second passageway.

10. The internal combustion engine according to claim 8, wherein the second low-pressure cylinder is in fluid communication with the first high-pressure cylinder by means of a second passageway, and wherein each one of the first and second passageways is provided with cooling means for cooling the fluid passing there through.

11. The internal combustion engine according to claim 1, wherein the first high-pressure cylinder is in fluid communication with the first low-pressure cylinder by means of a third passageway.

12. The internal combustion engine according to claim 1, wherein the second high-pressure cylinder is in fluid communication with the second low-pressure cylinder by means of a fourth passageway.

13. The internal combustion engine according to claim 1, wherein each of the high-pressure cylinders comprises valved inlet ports and valved outlet ports for controlling fluid transportation into and out from the respective high-pressure cylinders.

14. The internal combustion engine according to claim 1, wherein each of the low-pressure cylinders comprises valved outlet ports arranged to control fluid transportation out from the respective low-pressure cylinders.

15. The internal combustion engine according to claim 13, wherein each of the valved inlet ports and valved outlet ports are controlled by means of a common cam shaft.

16. A vehicle comprising an internal combustion engine according to claim 1.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0035] The above, as well as additional features and advantages of the present invention, will be better understood through the following illustrative and non-limiting detailed description of exemplary embodiments of the present invention, wherein:

[0036] FIG. 1 is a side view of a vehicle comprising an internal combustion engine according to an example embodiment of the present invention;

[0037] FIG. 2 is a perspective view of the internal combustion engine according to an example embodiment of the present invention;

[0038] FIG. 3 is a schematic top view of the interconnection between the cylinders in the example embodiment depicted in FIG. 2; and

[0039] FIGS. 4a-4d schematically illustrates the four steps of a complete cycle of the internal combustion engine according to an example embodiment of the present invention.

DETAIL DESCRIPTION

[0040] The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which an exemplary embodiment of the invention is shown. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiment set forth herein; rather, the embodiment is provided for thoroughness and completeness. Like reference character refer to like elements throughout the description.

[0041] With particular reference to FIG. 1, there is provided a vehicle 1 with an internal combustion engine 100 according to the present invention. The vehicle 1 depicted in FIG. 1 is a truck for which the inventive internal combustion engine 100, which will be described in detail below, is particularly suitable for.

[0042] Turning to FIG. 2 in combination with FIG. 3, which illustrate an internal combustion engine 100 according to an example embodiment of the present invention. A full illustration of the cylinders housing the respective pistons have been omitted from FIG. 2 for simplicity of understanding the invention and the piston configuration, and can instead be found in the schematic top view of FIG. 3.

[0043] The internal combustion engine 100 comprises a first low-pressure cylinder 102. The first low-pressure cylinder 102 is arranged in upstream fluid communication with a second high-pressure cylinder 114 by means of a first passageway 130. The first passageway comprises a cooling means 120 positioned in fluid communication between the first low-pressure cylinder 102 and the second high-pressure cylinder 114 and arranged to cool the compressed gases directed from the first low-pressure cylinder 102 to the second high-pressure cylinder 114. Furthermore, the second high-pressure cylinder 114 is further arranged in upstream fluid communication with a second low-pressure cylinder 110 by means of a fourth passageway 136. The second low-pressure cylinder 110 is in turn arranged in upstream fluid communication with a first high-pressure cylinder 106 by means of a second passageway 132. The second passageway also comprises a cooling means 120 positioned in fluid communication between the second low-pressure cylinder 110 and the first high-pressure cylinder 06 and arranged to cool the compressed gases directed from the second low-pressure cylinder 110 to the first high-pressure cylinder 106. Finally, the first high-pressure cylinder 106 is arranged in upstream fluid communication with the first low-pressure cylinder 102 by means of a third passageway 134.

[0044] The cooling means 120 may be any suitable arrangement that can cool the fluid passing there through, such as e.g. a heat exchanger or the like.

[0045] Furthermore, the first 102 and the second 110 low-pressure cylinders houses a first 104 and a second 112 low-pressure piston, respectively, which are both connected to a first crank shaft 202 by means of a respective connecting rod. The first 106 and the second 114 high-pressure cylinders houses a first 108 and a second 116 high-pressure piston, respectively, which are both connected to a second crank shaft 204 by means of a respective connecting rod.

[0046] Moreover, the second crank shaft 204 is, in the example embodiment, configured to rotate with a speed of a multiple integer of at least two in comparison to the first crank shaft 202. The following will, for simplicity of understanding, only describe the case where the second crank shaft 204 rotates with twice the speed of the first crank shaft 202. Also, according to the example embodiment, the first 102 and second 110 low-pressure cylinders are two-stroke cycle cylinders, while the first 06 and second 114 high-pressure cylinders are four-stroke cycle cylinders. Hereby, the low-pressure pistons 104, 112 will complete a full two-stroke cycle when the high-pressure pistons 108, 116 complete a full four-stroke cycle.

[0047] The first crank shaft 202 is connected to the second crank shaft 204 by means of a suitable transmission (not shown). The transmission may, for example, be a belt transmission or a gear transmission where each of the crank shafts comprises gears which are in meshed connection with each other. The engine torque is thereafter transmitted to e.g. a gearbox of the vehicle.

[0048] Furthermore, the high-pressure cylinders 106, 114 comprise inlet valves 302, 306 which are positioned in an open state when the high-pressure cylinders 106, 114 are configured to receive compressed gas from the respective low-pressure cylinders 102, 110. Also, the high-pressure cylinders 106, 14 comprise outlet valves 304, 308 which are positioned in an open state when the high-pressure cylinders 106, 114 are configured to discharge combustion gases to the respective low-pressure cylinders 102, 110. Moreover, the low-pressure cylinders 102, 110 comprises a respective discharge valve 310, 312 which are configured to be positioned in an open state when expanded exhaust gases in the respective low-pressure cylinders are configured to be discharged from the low-pressure cylinder to, for example, a catalyst or the like. Further, both of the low-pressure cylinders 102, 110 also comprises outlet valves 314, 316 which are positioned in an open state when the respective low-pressure cylinders 102, 110 are arranged to provide compressed gas to the respective high-pressure cylinders 106, 114.

[0049] It should be noted that in the example embodiment depicted in FIG. 3, no valve is provided in the low-pressure cylinders 102, 110 in connection with the third 134 and fourth 116 passageways. However, the invention is equally applicable with the use of valves at these positions and the invention should hence not be construed as limited to the configuration depicted in FIG. 3. Also, FIG. 3 illustrates that the first high-pressure cylinder comprises two inlet valves 302 and two outlet valves 304. It should be readily understood that the present invention works equally as well with one inlet valve and one outlet valve. The same reasoning applies for the other cylinders as well where two inlet valves and/or two outlet valves are depicted.

[0050] In order to describe the motion pattern of the different cylinders and the communication between the different cylinders during use of the internal. combustion engine, reference is made to FIGS. 4a to 4d, which illustrate a complete cycle of the internal combustion engine.

[0051] Starting with FIG. 4a, which illustrates a first stage of the cycle, the first low-pressure piston 104 is positioned in a mid-portion of the first low-pressure cylinder 102 and in an upward motion towards the upper end position therein. Hereby, the first low-pressure cylinder 102 is in a compression state where gas arranged therein is exposed to compression. The outlet valve 314 of the first low-pressure cylinder is positioned in an open state to allow the compressed gas to be forced into the second high-pressure cylinder 114. Furthermore, the discharge valve 310 of the first low-pressure cylinder 102 is positioned in a closed state.

[0052] The first high-pressure piston 108 is positioned in an upper end position within the first high-pressure cylinder 106 and in a downward motion towards the lower end position therein. The inlet valve 302 and the outlet valve 304 are both positioned in a closed state and the first high-pressure cylinder 106 is in a power stroke, i.e. an ignition of the reduced volume within the first high-pressure cylinder takes place at this stage forcing the first high-pressure piston 108 downward towards the lower end position within the first high-pressure cylinder 106.

[0053] The second high-pressure piston 116 is positioned in an upper end position within the second high-pressure cylinder 114 and in a downward motion towards the lower end position therein. The inlet valve 306 of the second high-pressure cylinder 114 is positioned in an open state to allow compressed gas from the first low-pressure cylinder 102 to be received therein. Accordingly, compressed gas is provided into the second high-pressure cylinder 114 at this stage. Moreover, the outlet valve 308 of the second high-pressure cylinder 114 is positioned in a closed state to prevent gas from entering into the second low-pressure cylinder 110.

[0054] Finally, the second low-pressure piston 112 is positioned in a mid-portion of the second low-pressure cylinder 110 and in a downward motion towards the lower end position therein. The outlet valve 316 and the discharge valve 312 of the second low-pressure cylinder 110 are both positioned in a closed state.

[0055] At a second stage of the cycle, illustrated in FIG. 4b, the first low-pressure piston 104 is positioned in the upper end position of the first low-pressure cylinder 102 and in a downward motion towards the lower end position therein. The outlet valve 314 and the discharge valve 310 of the first low-pressure cylinder 102 are both positioned in a closed state. The first low-pressure cylinder 102 is in this stage receiving combustion gas from the first high-pressure cylinder 106, which will be described further below. The first low-pressure cylinder 102 is in this second stage initiating an expansion phase and is thus acting as an expansion cylinder for the combustion gas received from the first high-pressure cylinder 106.

[0056] The first high-pressure piston 108 is positioned in the lower end position of the first high-pressure cylinder 106 and in an upward motion towards the upper end position therein. The outlet valve 304 of the first high-pressure cylinder 106 is positioned in an open state, thus forcing the combustion gases from the first high-pressure cylinder 106 into the first low-pressure cylinder 02 during the upward motion of the first high-pressure piston 108. Further, the inlet valve 302 of the first high-pressure cylinder 106 is positioned in a closed state.

[0057] The second high-pressure piston 116 is positioned in the lower end position of the second high-pressure cylinder 14 and in an upward motion towards the upper end position therein. The inlet valve 306 and the outlet valve 308 are both positioned in a closed state such that the compressed gas received from the first low-pressure cylinder 102 in the first stage depicted in FIG. 4a will be further compressed during the upward motion of the second high-pressure piston 116.

[0058] Moreover, the second low-pressure piston 112 is positioned in the lower end position within the second low-pressure cylinder 110 and in an upward motion towards the upper end position therein. The exhaust valve 312 of the second low-pressure cylinder 110 is positioned in an open state to allow expanded exhaust gas to he discharged from the second low-pressure cylinder 110. Also, the outlet valve 316 of the second low-pressure cylinder 10 is positioned in a closed state. Furthermore, the second low-pressure piston 112 is, as described, positioned in the lower end position of the second low-pressure cylinder 110. Hereby, the second low-pressure piston 112 is positioned below the liner intake ports 206 of the second low-pressure cylinder 110 thus allowing gas to enter into the second low-pressure cylinder 110. At this stage, the second low-pressure cylinder 110 is initiating a compression stage of the gas entering through the liner intake ports 206 and a scavenging process of the second low-pressure cylinder 110 is executed.

[0059] Turning now to FIG. 4c, illustrating the third stage of the cycle. The first low-pressure piston 104 is positioned in the mid-portion of the first low-pressure cylinder 102 and still in a downward motion towards the lower end position therein. Hereby, the exhaust gas entering the first low-pressure cylinder 102 in the second stage of the cycle is thus expanded further during this third stage of the cycle. The outlet valve 314 and the exhaust valve 310 of the first low-pressure cylinder 102 are both positioned in a closed state.

[0060] Furthermore, the first high-pressure piston 108 is positioned in an upper end position of the first high-pressure cylinder 106 and in a downward motion towards the lower end position therein. The inlet valve 302 of the first high-pressure cylinder 106 is positioned in an open state to allow compressed gas from the second tow-pressure cylinder 110 to be received therein. Accordingly, compressed gas is provided into the first high-pressure cylinder 106 from the second low-pressure cylinder 110 at this stage. Moreover, the outlet valve 304 of the first high-pressure cylinder 106 is positioned in a closed state to prevent gas from entering into the first low-pressure cylinder 102.

[0061] Still further, the second high-pressure piston 116 is positioned in an upper end position within the second high-pressure cylinder 114 and in a downward motion towards the lower end position therein. The inlet valve 306 and the outlet valve 308 are both positioned in a closed state and the second high-pressure cylinder 114 is in a power stroke, i.e. an ignition of the reduced volume within the second high-pressure cylinder takes place at this stage forcing the second high-pressure piston 116 downward towards the lower end position within the second high-pressure cylinder 114.

[0062] The second low-pressure piston 112 is positioned in a mid-portion of the second low-pressure cylinder 110 and is still in an upward motion towards the upper end position therein. Hence, the second low-pressure cylinder 140 is still in the compression stage which was initiated in the second stage of the cycle as described above. The outlet valve 316 of the second low-pressure cylinder 10 is positioned in an open state, thus allowing compressed gas to be forced out from the second low-pressure cylinder 110 and into the first high-pressure cylinder 106. The discharge valve 312 of the second low-pressure cylinder 110 is positioned in a closed state.

[0063] Finally, reference is made to FIG. 4d which illustrates the fourth and final stage of the cycle. The first low-pressure piston 104 is positioned in the lower end position of the first low-pressure cylinder 102 and in an upward motion towards the upper end position therein. The exhaust valve 310 of the first low-pressure cylinder 102 is positioned in an open state to allow expanded exhaust gas to be discharged from the first low-pressure cylinder 102. Also, the outlet valve 314 of the first low-pressure cylinder 102 is positioned in a closed state. Furthermore, the first low-pressure piston 104 is, as described, positioned in the lower end position of the first low-pressure cylinder 102. Hereby, the first low-pressure piston 104 is positioned below the liner intake ports 206 of the first low-pressure cylinder 102, thus allowing gas to enter therein. At this stage, the first low-pressure cylinder 102 is initiating a compression stage of the gas entering through the liner intake ports 206 and a scavenging process of the first low-pressure cylinder 102 is executed.

[0064] The first high-pressure piston 08 is positioned in the lower end position of the first high-pressure cylinder 106 and in an upward motion towards the upper end position therein. The inlet valve 302 and the outlet valve 304 are both positioned in a closed state such that the compressed gas received from the second low-pressure cylinder 110 in the third stage depicted in FIG. 4c will be further compressed during the upward motion of the first high-pressure piston 108.

[0065] The second high-pressure piston 116 is positioned in the lower end position of the second high-pressure cylinder 114 and in an upward motion towards the upper end position therein. The outlet valve 308 of the second high-pressure cylinder 114 is positioned in an open state, thus forcing the combustion gases from the second high-pressure cylinder 114 into the second low-pressure cylinder 110. Further, the inlet valve 306 of the second high-pressure cylinder 114 is positioned in a closed state.

[0066] Finally, the second low-pressure piston 112 is positioned in the upper end position of the second low-pressure cylinder 110 and in a downward motion towards the lower end position therein. The outlet valve 316 and the discharge valve 312 of the second low-pressure cylinder 110 are both positioned in a closed state. The second low-pressure cylinder 110 is in this stage receiving combustion gases from the second high-pressure cylinder 114. The second low-pressure cylinder 110 is in this fourth stage initiating the expansion phase and is thus acting as an expansion cylinder for the combustion gases received from the second high-pressure cylinder 114.

[0067] It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims. For example, the described opening and closing of the different valves is not strictly limited to the above description, the valve may be arranged in an opened state and in a closed state at either an earlier point in time in relation to the position of the respective piston, or later. Furthermore, it should be readily understood that the gas entering the first or second compression cylinders described above may, for example, be ambient air or other suitable gas.