5 PHASE DIESEL ENGINE

SUBMITTED BY G. JEGAN. S. KARTHIKEYAN. DEPARTMENT OF MECHANICAL ENGINEERING THIAGARAJAR COLLEGE OF ENGINEERING MADURAI -15

5 PHASE DIESEL ENGINE

G.JEGAN *(03G15) VI SEM S.KARTHIKEYAN ** (03G19) VI SEM

Abstract:
Diesel engines have low fuel consumption and are efficient in part load operations. Depletion of fossil fuels initiates the research in alternate source and modification in conventional internal combustion engine. This present work relates to an operating method (5 phase method) of a diesel engine where fuel-air mixture is rapidly combusted in order to move a piston. The fuel contained in or introduced into an occluded fresh gas is evaporated in the fresh gas, which has already been sucked into a cylinder chamber and then compressed. The fuel is then combusted and the piston is subjected to the pressure produced by the combustion gases (working cycle). After performing its working cycle, the piston ejects the waste gases from the cylinder chamber. This method improves the efficiency, vaporization, mixing and then complete combustion of the fuel. Higher maximum as well as optimum rotational speeds, can be achieved which results in increased performance without altering the overall size of the engine. This method also improves emission values. Production cost is also less.

* jeganme0031@yahoo.co.in ** skarthikeyanmech@gmail.com

1.0 Introduction:
This present work involves a method of operation of a diesel engine. An internal combustion engine includes a piston that is moved by rapid combustion of a fuel/air mixture, where in fresh gas is first drawn into a cylinder chamber and then compressed ,vaporization of the fuel contained in or introduced into the enclosed fresh gas is carried out, then combustion thereof is commenced and with the pressure of the combustion gases generated thereby the piston is acted upon(power stroke),which after performance of the pistons power stroke expels the exhaust gases from the cylinder chamber. With known internal combustion engines, the combustion chambers (e.g. of the Ricardo, Perkins, Hercules, Deutz, ACO etc., type) are arranged stationarily in the cylinder head, engine block and/or in the engine piston. A common feature of all embodiments is the design related and processrelated brief time for vaporization of the fuel and for combustion thereof. It is also drawback that combustion cannot be carried out under a volume which is kept constant, but takes place in a stroke volume between approximately -15 before to +30 after top dead center. This results in incomplete fuel combustion and noxious exhaust gases. In the case of fuels, which require more time for their mixture preparation (diesel), or for their combustion (alcohol), there is an addition a restriction on the maximum possible speed. The available combustion time is within an order of about 0.001s. Forced compromises such as, e.g., an increase in the excess air or tolerance of incomplete combustion, to further energy losses as well as to increased discharge of pollutants. Increasing the theoretical efficiency by lowering the exhaust temperature is possible only with increased expenditure on apparatus. To lengthen the mixture preparation and combustion time, the fuel is already mixed with air in the carburetor or, in the case of indirect fuel injection, in the inlet port, with the result however that the problems can be reduced only to a limited extent. The present invention is directed to overcoming one or more of the problems set forth above.

2.0 Limitations of conventional method

Diesel engines are subject to design- and process-related limitations of the combustion process.

2.1 Time:
Optimum combustion is achievable only if the fuel is fully vaporized and the oxygen quantity required for combustion is supplied to each fuel molecule. As much time as possible is needed for said purpose. In I.C. engines there is, however, only a very short period available for the fuel to be vaporized, blended with air and burnt. This result in

partial fuel combustion leading to poor emission values and an unfavorable energy balance;

A restriction on the maximum possible rotational speed, particularly in the case of use of fuels which require more time for their mixture preparation (e.g. diesel) or their combustion (e.g. alcohol).

2.2 Volume
Combustion cannot be affected with a theoretically optimum, constantly maintained volume. It is affected in a swept volume of between around -15 before to +35 (crankshaft) after the top dead centre. This result in some of the heat quantity contained in the fuel is supplied as early as during compression or during expansion, which reduces the efficiency of the engine. The above described limitations of the combustion process can be overcome by a new type of operating method, the "5-Phase-Method".

3.0

5 PHASE METHOD:

The use of diesel engines in cars is becoming increasingly important. At the same time, diesel engines are attracting more and more criticism. For an advanced car diesel engine not only a refinement of the injection technique but also above all a lengthening of the mixture preparation time is of elementary importance. Here, the "5-Phase-Method" offers by far the best solution to the problem for diesel engines.

3.1 Essential features:

The chronological and spatial separation of the entire mixture preparation and the combustion process from the known four-stroke operation as well as the introduction of a combustion phase as a "fifth phase".

An up to twelve-fold lengthening of the available period for mixture preparation and combustion.

A substantially isochoric combustion process

3.2 Main advantages:

Improved vaporization, mixing and then complete combustion of the fuel. Achievement of higher maximum as well as optimum rotational speeds, thereby enabling increased performance without altering the overall size of the engine.

An improvement of emission values is achieved by the new configuration of the combustion process.

Lower production costs.

3.3 Applications:
This method is usable within a broad spectrum. It may be used with both Otto and Diesel engines and, by virtue of the nature of the mixture preparation and combustion, is suitable for the use of alternative fuels.

4.0 5-Phase-Diesels Engine:

It is an aspect of the present invention for an internal combustion engine with at least one piston that is driven by a crankshaft and guided in a cylinder whose cylinder chamber located above the piston can be alternately connected by a valve control system to inlet pipe for fresh gas and to an exhaust pipe for the gases and is connected to a combustion chamber in which vaporization of the fuel contained in or introduced into the compressed fresh gas and then combustion thereof are effected. Another aspect of the invention to improve the method of operation described herein before particularly with respect to its efficiency and to develop a suitable internal combustion engine for carrying out this method of operation. Starting from the method described herein before, this aspect is achieved according to the invention by the fact that in a compression stroke the fresh gas which is compressed in the process is forced into a first combustion chamber in which, after it is closed off from the cylinder chamber, the vaporization is carried out and the combustion is commenced, while at the same time a second combustion chamber previously closed on all sides is opened to the cylinder chamber and the piston for carrying out a power stroke is subjected to combustion gases expanding from this second combustion chamber and previously generated in the same way, so that at each compression stroke alternately one of the two combustion chambers is filled and for each subsequent power stroke the piston is displaced from the other of the two combustion chambers.

In this case it is appropriate if both combustion chambers are kept closed during the induction stroke, the vaporization taking place in one combustion chamber while the exhaust residues are located in the other combustion chamber, that during the compression stroke only the second combustion chamber is open to the cylinder chamber and in the first combustion chamber the combustion is commenced, that after top dead center, the second combustion chamber is closed off from the cylinder chamber ,while the first combustion chamber is open, that in the power stroke during at least the majority of the stroke the first combustion chamber the vaporization is commenced, and that shortly before or shortly after bottom dead center for commencement of the exhaust stroke remains closed, while in the second combustion chamber the vaporization is continued during the exhaust stroke. Starting from the internal combustion engine described herein before, the above mentioned aspect is achieved according to the invention by the fact that the combustion chamber is formed by two separate combustion chambers of preferably and substantially equal size, which each have an inlet and/or outlet opening, which can be connected means in adaptation to the strokes of the associated piston alternately one after the other for receiving the compressed fresh gas or for expanding the combustion gases. According to the invention the whole of the mixture preparation and the combustion process are separated in time and space from the previously known four strokes or two stroke processes. In parallel with these known stroke processes runs, according to the invention, a fifth or third combustion stroke. By this means sufficient time is gained for mixture preparation and the combustion process and hence better energy exploitation and a reduction in pollutant discharge are obtained. Optimization of the process is affected by an optimum choice of the position and moment for fuel injection and the ignition, by the use of any desired, if necessary slow burning fuels and fuel mixtures (e.g. naphtha with water), by the combustion of combustion moderators or catalysts by optimization of the degree of

compression, or by additional water ignition in order to be able to lower the exhaust temperatures without considerable pressure loss.

4.1 Construction:

Fig 1 shows the combustion space of the new engine comprises two separate, equally large combustion chambers K1 and K2.

Said combustion chambers are situated in a rotating combustion shaft, which is disposed per axially relative to the crankshaft.

The combustion shaft is driven by the crankshaft and rotates at 1/4 of the rotational speed of the crankshaft.

The engine is equipped with an ignition device.

Fig 1

4.2 Working Principle:

After induction, the piston compresses air into a combustion chamber, which at said instant is open towards the cylinder chamber.

During further rotation of the combustion chamber, its connection opening to the cylinder chamber is closed.

Then, in the course of a half revolution of the combustion shaft (or two crankshaft revolutions) the operations: injection, mixture formation, ignition and extensive combustion are effected in said combustion chamber.

After combustion, the combustion gases pass through the now open connection opening into the cylinder chamber and lead to the working stroke of the piston.

The exhaust stroke is then affected as the last stroke of this cycle. Both combustion chambers are continuously successively involved in this operating sequence.

The operating sequence for a cylinder chamber is as follows:

There now follows a description of the work cycle of the combustion chamber K1, which is illustrated in the diagram (fig 2) by a solid line:

Fig 2
After induction (a) the piston compresses air into the combustion chamber K1 (b), which at said instant is open towards the cylinder chamber. During further rotation of the combustion chamber the connection opening to the cylinder chamber is closed. Then, in the course of a1/2 revolution of the combustion shaft (or two crankshaft revolutions) the operations: injection, mixture formation, ignition and combustion (c) are effected. The entire mixture preparation and the combustion operation are therefore separated chronologically and spatially from the previously known four-stroke operation. Said operation running parallel to the known four-stroke method, as a "fifth" operation, is referred to as a "combustion phase". After combustion has been affected, the combustion gases pass through the now open connection opening into the cylinder chamber and lead to the power stroke of the piston (d).Upon completion of the combustion and power stroke, the exhaust operation occurs as the last operation of this cycle (e).

...-> induction chamber K1 -> compression in chamber K1 -> power from chamber K2 -> exhaust from chamber K2 -> induction chamber K2 -> compression in chamber K2 -> power from chamber K1 -> exhaust from chamber K1 -> induction chamber K1 -> ... and so on.

The entire mixture preparation and the combustion process are chronologically and spatially separated from the previously known four-stroke operation.

While with regard to one chamber the operations: power, exhaust, induction and compression are affected, in the other chamber the "fifth phase", the "combustion phase" occurs. Fig 4 is a vertical section through a cylinder and the associated cylinder head with a piston in its top dead center position.

Fig 4 Fig 4a is the view according to fig 4 in the induction stroke of the first cycle. Fig 4b is the view according to fig4a in the compression stroke of the first cycle. Fig 4c is the view according to fig 4b in the power stroke of the first cycle Fig 4d is the view according to fig 4c in the exhaust stroke of the first cycle

4.4 Mode of operation:

FIG.4 shows a cylinder of a four stroke engine with a piston 3 driven by a crank shaft 2 with a cylinder head located on the top. The cylinder head 4 includes an inlet pipe 5 with an inlet valve 7 is controlled by a cam shaft 6 and an exhaust pipe 8 shown in broken lines with an exhaust valve also controlled by the camshaft 6.The cylinder head 4 is rotatably mounted with an axis parallel to the crankshaft 2, a rotary slide 9 which is preferably driven by the crankshaft 2 via a reduction gear in such a way that the rotary slide 9 rotates at one-quarter of the speed of the crank shaft 2. The rotary slide 9 is sealingly encompassed by a stationary rotary slide housing 10, which in the embodiment shown from part of the cylinder head 4 and comprises a connecting opening 11 to the cylinder chamber (see FIG 4a). The rotary slide 9 includes two separate combustion chambers 13, 14 of preferably and substantially equal size which in the embodiments shown are designed as rectilinear channels whish are located on two parallel chords arranged in inverse symmetry to the axis of rotation 9a of the circular rotary slide 9 are temporarily brought into register with the connecting opening 11of the rotary slide housing 10. FIG 4 further reveals that a fuel injection nozzle 19 arranged in the cylinder head 4 or in the rotary slide housing 10 as well as a spark plug 20 that extends into the peripheral path of the inlet and/or outlet openings 15,16,17,18. FIG .4a shows the system in the induction stroke of the first cycle. The piston 3as shown by the arrow drawn in its downward

movement: the inlet valve 7 is open; fresh gas is drawn into the cylinder chamber 12. Both combustion chambers 13,14 are closed , the combustion chamber 13 being filled with an exhaust residue, while in the combustion chamber 14 vaporization of the enclosed fuel takes place. FIG .4b shows the system in the compression stroke of the first cycle. The inlet valve is closed : the piston 3 moves upwards and compresses the fresh gas previously drawn in the cylinder chamber 12:the combustion chamber13 is connected by its inlet opening 15 to the connecting opening 11 and hence to the cylinder chamber 12: so that the piston 3 forces the compressed fresh gas into the combustion chamber 13.The injection nozzle 19 injects fuels via the inlet opening 18 into the combustion chamber 14 which with its other inlet opening 17 has just been moved past the spark plug 20 by the ignition of which combustion is commenced in the combustion chamber 14. FIG 4c shows the system in the power stroke of the first cycle. By further rotation of the rotary slide 9, the combustion chamber 13 is now connected by its inlet opening 18 to the fuel injection nozzle 19 which injects the fuel into the combustion chamber 13 filled with the compressed fresh gas. The combustion chamber 14 is connected by its outlet opening 17 and the connecting opening 11 to the cylinder chamber 12, so that the combustion gases under high pressure in the combustion chamber 14 expand into the cylinder chamber and here act on the piston 3. FIG .4d shows the system in the exhaust stroke. The exhaust valve 21 is open; the piston 3 moves upwards and pushes the exhaust gas into the exhaust pipe 8. Both the combustion chambers 13,14 are closed: in the combustion chamber 13 vaporization of the fuel takes place, while in the combustion chamber 14 contains only exhaust residues.

4.3 P diagram:
P diagram of 5 phase engine is shown in the figure 3

Fig 3

4.5 Advantages:

The 5-Phase-Method allows the reduction of engine size by increasing the rotational speed. The 5-Phase-Engine allows a flameless combustion combined with a strongly reduction in the discharge of pollutants.

By providing sufficient time for mixture preparation and combustion, a manifold increase of the maximum rotational speed in diesel engines may be achieved. This allows a lower overall size of the engines for the same performance.

Complete combustion achieves a reduction of harmful emissions as well as a better energy yield from the fuel.

Combustion:
1. The somewhat greater heat losses compared to the reciprocating valve engine are reduced thanks to a specific recovery and through improved combustion efficiency with increased utilization of the mixture. 2. The combustion space size, i.e. the combustion space volume determines the shaft size in the combustion region. 3. Depending on the rotational speed requirement, the diameter in the gas transfer region may also be kept low, i.e. lower than Diesel, or also adjusted, i.e. only 1 slide valve shaft diameter. 4. The stepped shaft remains however probably more expedient.

Construction and operating costs:

These are therefore reduced in every case. It is definitely worthwhile tackling this development task and adding fresh impetus to the huge success which diesel engines are only just starting to experience.

4.6 DISADVANTAGES:
Development problems - sealing problems:

Axially avoidable, radially somewhat problematical above all on account of temperature expansion. On the other hand, the combustion gas pressure remains almost problem-free because the pressure is applied to both sides of the shaft and so does not cause any large pressure displacement.

Lubricating problems: the stepped shaft promotes the sealing problem, possibly the piston rings of the hot zone could be disposed only near the cold zones of the gas transfers. Good oil or Mo2S lubrication is then reliably achievable.

5.0 CONCLUSION:
The resultant effect is an improvement in: the combustion kinematics, the exhaust gas emissions and The power output compared to conventional engine solutions. As diesel engines are becoming increasingly important in modern passenger vehicles and a longer mixture preparation time is fundamental for an advanced car diesel engine, the diesel concept is presented first as a draft solution.

5.0 References:
Fundamentals of IC engines John .B. Heywood, McGraw hill publications. High speed diesel engines V.L. Maleev www.diro-konstruktion.de www.ebay.de http://webdocs.nyccouncil.info/pdf_files/bills/law03077.pdf http://www.epa.gov/otaq/retrofit/exbigdig.htm