CA1041856A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- CA1041856A CA1041856A CA245,165A CA245165A CA1041856A CA 1041856 A CA1041856 A CA 1041856A CA 245165 A CA245165 A CA 245165A CA 1041856 A CA1041856 A CA 1041856A
- Authority
- CA
- Canada
- Prior art keywords
- chamber
- trap chamber
- suction
- aperture
- trap
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
- F02B19/1066—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber having an inlet and an outlet port and with two distinct intake conduits or with one intake conduit in which the heavier fuel particles are separated from the main stream, e.g. by gravitational forces
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1004—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements
- F02B19/1014—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder details of combustion chamber, e.g. mounting arrangements design parameters, e.g. volume, torch passage cross sectional area, length, orientation, or the like
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
AN INTERNAL COMBUSTION ENGINE
ABSTRACT OF THE DISCLOSURE
An internal combustion engine which includes a main combustion chamber defined by a cylinder, a reciprocating piston in the cylinder and a cylinder head mounted on the cylinder, and a trap chamber having a suction and a dis-charge aperture is disclosed. The trap chamber is supplied with an air-fuel mixture. The volume of the trap chamber is selected so as to range between 0.03 and 0.13 times the total volume of the main combustion and trap chambers which is defined when the piston is at its top dead center. The size of the suction aperture is selected to be within the range between 0.03 and 0.15 square centimeters per each cubic centimeter Or the volume of the trap chamber, and the size of the discharge aperture is selected 80 as to be within the range between 0.024 and 0.12 square centimeters per each cubic centimeter of the volume of the trap chamber.
m e ratio of the size of the suction aperture to that of the discharge aperture is preferably selected so as to be within the range between 0.8 and 2.2.
ABSTRACT OF THE DISCLOSURE
An internal combustion engine which includes a main combustion chamber defined by a cylinder, a reciprocating piston in the cylinder and a cylinder head mounted on the cylinder, and a trap chamber having a suction and a dis-charge aperture is disclosed. The trap chamber is supplied with an air-fuel mixture. The volume of the trap chamber is selected so as to range between 0.03 and 0.13 times the total volume of the main combustion and trap chambers which is defined when the piston is at its top dead center. The size of the suction aperture is selected to be within the range between 0.03 and 0.15 square centimeters per each cubic centimeter Or the volume of the trap chamber, and the size of the discharge aperture is selected 80 as to be within the range between 0.024 and 0.12 square centimeters per each cubic centimeter of the volume of the trap chamber.
m e ratio of the size of the suction aperture to that of the discharge aperture is preferably selected so as to be within the range between 0.8 and 2.2.
Description
~041b~
BACKG~OUND OP T~ ENTION
The present invention relates ~enerally to an lnternal combustion en~lne~ and more partlcularly to an en~ine havin~ a main ar,d an auxiliary combustion chamber, as uell as an intake valve to control the supply of air-fuel ~ixture into the main and auxiliary combustion chambers.
For the purpose of reducin~ the amount of harmful exhaust gas from internal combustion en~ines, particularly rrom car englnes, there have been pro~osed diverse types of improvements of the lnternal combustion engines. One resultin~ lnternal combustlon en~lne is of the type in which a main and an auxiliary combustlon chamber are dlsposed ln each c~linder so that a stratified combustion of an air- -ruel mlxture takes place ln each cylinder of the internal combustlon engine. l~ith the internal combustion en~ine having maln and auxiliary combustion chambers, there have been proposed di~ferent types o~ arrangements for carrying out the supply of the air-fuel mixture lnto the ~ain and .T ' auxiliary combustion chambers. Among these different arrangements, one has been proposed by the present inventors, -~ ~ in whlch arran~ement the alr-fuel mixture ls introduced lnto the maln and auxillary combustion chambers through a common intake port and, therefore, a sin~le intake valve -j provlded in the common intake port operates to control the , , ~ - 25 duratlon o~ the suppl~ o~ the air-~uel mixture to both t : :
chambers. This type of air-~uel mixture supply arran~e~ent~
i ha~ brought about a practical advantage that the structure , ~ ,. .
~ and the assembly Or an internal combustlon en~ine-can be -~
:. , .
ery simp1e.
~ 3 The lnternal combustlon englne lncludin~ the air-ruel r. ~ ~ 2 ~
' 5~
mixture supply arrangement of the type described above is c~aracterized in that t~e auxiliary com~ustion chamber is formed with a suction aperture through which the auxiliary combustion c~amber receives the air-fuel mixture supplied via the intake port during the intake stroke, and a discharge aperture throug~ which residual gas in the auxiliary combus-tion chamber is discharged or exhausted. Thus, positive exhaustion of the residual gas from the auxiliary combustion cham~er as well as ~illing of a fresh air-fuel mixture into the entire space of the auxiliary combustion chamber are aiways attained.
The internal combustion engine o~ the type described ~`f above is also c~aracterized in that the engine ma~ have such a modified arrangement that the afore-mentioned auxiliary , combustion chamber is furnished with an air-fuel mixture richer than that for the main combustion chamber as necessary.
T~e moaified arrangement may be realized by providing the internal combustion engine with a separate passage~ay for ~ enabling the introduction of the richer air-fuel mixture into ; 20 the auxiliary combustion chamber. In this case, the separate passageway will be arranged so as to also open into the intake ~ port provided for lean air-fuel mixture or air to be intro-;~ duced into the main combustion chamber. The modified arrange-ment may also be realized by providing the internal combustion engine with a fuel injection nozzle installed in the intake port.
~ The internal combustion engines of the type des-.~
cribed above are disclosed in, for example, Canadian Patents 016,434 and 997,639. However, it should be noted that in the , ~ .
,, ,~ - 3 -s t -internal combustion engines of the type described above, the volume of each auxiliary c~mbustion chamber and the areas of the suction and diseharge apertures must appro-priately be selected so that stabilized combustion of the air-fuel mixture is achieved. Particularly, the sizes or areas of the above-mentioned suction and discharge apertures of the auxiliary combustion chamber must be such that the exhaustion of the residual gases from the auxiliary combustion chamber is promoted during the intake stroke of the engines.
This is because the completeness of the exhaustion of the residual gas rom the auxiliary combustion chamber has a large influence of the stability of the operation of internal combustion engines. In other words, it should be ;understood that when the exhaustion from the auxiliary combustion chamber i8 incomplete, failure of ignition of the rich air-fuel mixture within the auxiliary combustion chamber will often occur with the result that the operation of the internal combustion engine becomes unstable. -~
SUMMARY OF THE INVENTION
The principal ob~ect of the present invention is to ~ -eliminate the drawback encounteret with the already proposed ~
internal combustion engines with the air-fuel mixture ~ --supply arrangement of the type described above. -~ Another ob~ect of the present invention is to provide --`~ annlnternal combustion engine in which stable combustion of -- -a lean-air-fuel mixture is achieved, thereby efficiently realizing clean exhaust gas from the internal combustion engine.
~ ~ A further ob~ect of the present invention is to c~ s 30 provlte an lnternal combustlon engine in which the choice i' ~,.. ...
~, ' ., , 10~18S Ei of the volume of the above-mentioned auxiliary combustion chamber, and the sizes of the suction and discharge apertures provided for the auxiliary combustion chamber is based on experiments conducted on the operation o an example of an internal combustion engine.
The prior art discloses a torch ignition type internal combustion engine, in which the volume of the auxiliary combustion chamber and the size of the torch aperture are chosen to be within specified values. However, t 10 the choice of the volume of the auxiliary combustion chamber "~ and of the size of the torch aperture in the publicly dis-closed torch ignition type internal combustion engine are intended only for enhancement of the so-called torch effect.
Thus, the torch ignition type internal combustion engine should be distinguished from the internal combustion engine embodying the present i~vention.
In accordance with a preferred embodiment of the`
present invention, there is provided an internal combustion engine including: a main combustion chamber which is defined ~ 20 by a cylinder, a piston movably fitted in the cylinder, and a ; ~ cylinder head with an intake port mounted on the cylinder; a trap chamber intercommunicating with the main combustion J chamber and having a limited volume of space separated from said main combustion chamber, the trap chamber being provided ; with at least a suction aperture through which an air-fuelmixture is supplied into the space of said trap chamber, and at least a discharge aperture for discharging residual gas ~ from 8aid trap chamber into said main combustion chamber;
i ~S an ignition plug having electrodes exposed to said trap ~ 30 chamber, and; an intake valve for closing and opening said ' $, " ,t ~ - 5 -." ~
104185ti intake port through which both said main combustion and said trap chambers-are supplied with the air-fuel mixture, wherein said limited volume of space of said trap chamber is selected so as to be within a range between 0.03 and 0.13 times the total volume of said limited volume of said trap chamber and the volume of said main combustion chamber when said piston is at the top dead center; said suction aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.03 and 0.15 square centimeters per each cubic centimeter of said volume of said trap chamber, and; said , discharge aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.024 and 0.12 square centimeters per each , cubic centimeter of said volume of said trap chamber.
The present invention will be understood from the ;~ ensuing description and claims taken in connection with the accompanying drawings, forming a part of this application, in which:
Fig. 1 is a cross-sectional elevation view of an internal combustion engine embodying the present invention;
Fig. 2 is a partial cross-sectional view taken along the line II-II of Fig. l;
~ Fig. 3 is a cross-sectional elevation view of .J another internal combustion engine embodying the present invention;
Fig. 4 is a cross-sectional elevation view of a "1 .
;
- Sa -104~8S~
further internal combustion engine embodying the present invention, and;
Figs. 5 through 7 are diagrams illustrating results of experiments with respect to the internal combustion engine of the present invention, respectively.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figs. 1 and 2 showing an internal combustion engine according to one embodiment of the present ` invention, the engine is provided with a main combustion chamber l~and an auxlliary combustion chamber 2 which is usually referred to as trap chamber. An ignition plug 3 ; is mounted on the en8ine so that electrodes 3a of the ignition plug 3 are exposed to the trap chamber 2. The main combustion chamber 1 is defined by?a cylinder 4 a piston 5 slidably fitted in the cylinder 4, and a cylinder head 6 located at the top of the cylinder 4. The trap chamber 2 is defined within a hollow cup element 7 which is ~- mounted on the cylinter head 6. The cup element 7 is `' pro~ected into the main combustion chamber 1 and is provided with a suction aperture 8 and a discharge aperture 9 formed - in the pro~ecting part of the cup element 7. The suct~on `~ aperture 8, whlch permits an air-fuel mixture supplied during the suction stroke of the piston 5 to pass into the -~ trap chamber 2, opens in the main combustion chamber 1 ; ~toward an intake port 10 which opens in the inner surface of the cylinder head 6. The discharge aperture 9 which serves to discharge resldual gas fr~m the trap chamber 2, op~ns ln the main combustlon chamber 2 toward the top surface of the plston 5. It should be understood that durlng the co~bustlon stroke ofCthe engine, both suction , ',~ ,:
,~
-6_ and discharge apertures 8 and 9 act as torch apertures. In the trap chamber 2, a separating wall 11 is formed as a partition between the apertures 8 and 9. A suction pas-sageway 12, which is formed in the cylinder head 6, is curved downwardly toward the main combustion chamber 2 at its downstream portion. The suction aperture 8 of the trap chamber 2 is located on an inward extension of an outer radial inner surface of the curved portion of the suction passageway. The inner end of the suction passageway 12 is connected to the intake port 10 where an intake valve 13, ~ -. .
;~ comprising a valve member 13a and a valve stem 13b, is -positioned so as to open and close the intake port 10. The suction passageway 12 allows the supply of an air-fuel -mixture into the~main combustion chamber 1 and the suction aperture 8 of the trap chamber 2, respectively, through the opened intake port 10 during the suction stro~e of the piston 5. It should be appreciated that while the air-fuel mixture flows through the suction passageway 12~ the mixture ':A
`~ undergoes centrifugal action at the downwardly curved .~ 20 portion of the suction passageway 12. As a result, a rich air-fuel ~ixture component is urged to the upper part of 3 tbe flow of the air-fuel mixture within the suction passage-way 12. Thus, the rich air-fuel mixture, flowing along the upper part of the inner wall of the downwardly curved portion of the suction p~ssageway 12, is then supplied into the suction sperture 8 of the trap chamber 2. The outer end of the suction passageway 12 is connedted to an intake ~ ~ manifold 14 to which a carburetor 15 is connected.
; In the engine having the construction as described f 30 above~ the air~fuel mixture produced by the single carburetor -' ~
,: - .
, 104~856 15 is sucked into the main combustion chamber 1 and the trap chamber 2 of each cylinder 4 through the single suction passageway 12 during the suction stroke of the engine. The duration of the supply of the air-fuel mixture to both chambers l and 2 is controlled by the intake valve 13.
That is, in response to the opening and closing operation of the single intake valve 13, an intermittent supply of the air-fuel mixture to the main combustion chamber 1 and the trap chamber 2 is carried out. Further, as previously described, the air-fuel mixture is separated into a richer air-fuel mixture component and a leaner air-fuel mixture component under the centrifugal aetion which the air-fuel mixture undergoes when it flows past the curved suction passageway 12. Thus, the rich air-fuel mixture component is sucked into the trap ehamber 2, while the~lean air-fuel mixture component is sucked into the main combustion chamber 1. While each mixture component is being sucked into the ~;l corresponding chamber, residual gas is discharged from the trap chamber 2 through the discharge aperture 9 owing to the pumping action exerted by the~piston 5 moving downwardly in the cylinder 4 during the intake stroke. As a result, a fresh and rich air-fuel mixture sucked through the suction -~
aperture 8, flows into the trap chamber 2. It should be J understood that the flow of the rich air-fuel mixture is substantially guided by the separating wall ll into the -region ad~acent to the electrotes 3a of the ignition plug j 3. Thu8 the trap chamber 2 is completely scavenged and then filled with the fresh and rich air-fuel mixture with certainty. The air-fuel mlxture, which is subsequently compressed by the compression stroke of the piston 5, is , . .
, :
.. . .
104185~
lgnlted by a spark of the lgnltion plug 3 withln the trap chamber 2, whereby torch ~ets are spurted through both apertures 8 and 9 into the maln combustlon chamber 1 so that the combustlon Or the lean alr-fuel mlxture withln sald maln combustlon chamber 1 can be deflnltely attalned.
Thus, ln each cyllnder 4, a stable combustion Or the lean alr-~uel mixture takes place by vlrtue Or the torch lgnltlon so that clean exhaust emission ~rom the lnternal combustlon engine ls achleved.
A description of the arrangement o~ an lnternal combustlon englne accordlng to another embodlment o~ the present lnventlon wlll be herelnbelow presented wlth reference ~-to Flg. 3. It should be noted that ln the englne of Flg.
3, llke elements or parts as those of the englne of Flgs. 1 and 2 are deslgnated by the same reference numerals. In ' the englne o~ Flg. 3, a maln carburetor 15A, whlch ls "~ intercommunicated wlth the suction passageway 12, produces a lean air-~uel mixture to be supplled lnto the main com-bustlon chamber 1 of each cyllnder 4 through the suctlon passageway 12 and the intake port 10. A secondary carburetor l~B, whlch ls lntercommunicated wlth a secondary passageway ~, 20, produces an alr-fuel mixture rlcher than that produced by the maln carburetor 15A, and supplles the rlch-alr-fuel , mlxture lnto the passageway 20.~ The secondary passageway -20, ~ormed ln the cyllnder head 6 ad~acent to the suction - ~
passageway 12, has its one end opening 20a located ad~acent ~.
to the lntake port 10. Thus, the rlch alr-fuel mlxture 8upplied lnto the secondary passageway 20 is suckea into , ' the trap chamber 2 through the openlng 20a, the lntake port ~ 30 10, and the suctlon aperture 8 when the lntake port 10 ls '~ _ g _ ~ ' ' .
~ ~ ," ' .
,, ; ' ' ~r~
, lO~SS~
opened by the lntake valve 13. It wlll be seen from Plg, 3 that the suction aperture 8 ls located adJacent to and ~aces the openlng 20a of the secondary passageway 20 ror the rlch alr-ruel mlxture. It wlll also be under~tood from Fig. 3 that the discharge aperture 9 opens toward the top sur~ace of the plston 5. It should now be appreclated that the constructlon o~ the englne descrlbed above ensure~ the ~uctlon of the rich air-~uel mixture lnto the trap chamber -~ 2. As a result, sure lgnltlon of the lean alr-fuel mlxture wlthin the maln combustlon chamber 1, owlng to the torch Jets spurted from the trap chamber 2 throu~h both apertures ; 8 and 9, ls guaranteed.
A descrlption of the lnternal combustion engine according to the thlrd embodiment of the present inventlon will now be presented wlth reference to Flg. 4.
As ls seen ~rom Flg. 4, the constructlon o~ the . .
englne of the thlrd embodiment is very slmilar to that Or the englne o~ the flrst embodlment shown ln Flgs. 1 and 2 . i~ . . .
Thus, llke elements or parts are deslgnated by the same ~ 20 rererence numerals. However, the important dlfference rrom `~ the ~irst embodiment resldes ln the fact that a fuel inJectlon ~ . ..
nozzle 30 ls lnstalled in the suctlon passageway 12 through whlch alr or a lean alr-fuel mlxture ls dellvered lnto the -maln combustlon chamber 1. The fuel lnJection nozzle 30 ~ -.
ln~ects a rlch alr-fuel mlxture toward the suctlon aperture 8 Or the trap chamber 2 durlng the suctlon stroke Or the pl8ton 5. The ruel In~ectlon nozzle 30 shown ln Flg. 4 ls -the electro-magnetlcally operated type by whlch fuel is lntermlttently inJected. However, a contlnuously lnJectlng ty~e o~ the inJectlon nozzle may be employed and wlll ::
' ' ' ' ; .:
....
v~' ~ . .:
` ' ', , .
'~/ ' ' ' ' '' '' '"' ''' '' '" "" " ' '' '' '' '' ' ,, ,' :, , .
10418S~
result ln the same operatlon as the above-mentioned inter-mlttently inJectlng fuel in~ection nozzle 30.
The ~oregoing descriptlons were directed to the three arrangements of the lnternal combustion englne embodylng the present invention. Wlth respect to these arrangements, the volume of the trap chamber is an important factor ln causlng an optlnum combustlon withln the main combustion chamber 1. Also, the slzes o~ both suction and discharge apertures 8 and 9 Or the trap chamber 2, which produce torch ~ets from the trap chamber 2 into the maln combustlon chamber 1, are important ~actors to acquire a proper torch ef~ect and stable combustion within the main combustion ~ -chamber 1. Thererore, determination or choice of the extent Or the volume o~ the trap chamber 2 and of the slzes Or the suction and discharge apertures 8 and 9 must be such that an optinum and stable combustion Or the alr-fuel mixture wlthin the main combustlon chamber 1 will take place. Purther, lt is necessary to take into consideration not only the size Or the discharge aperture ~ but also the -.1 . .. .
'. 20 slze o~ the suction aperture 8 in achieving comp~ete scaveng- -lng Or the trap chamber 2. In additlon, the ratio between the area Or the suction aperture 8 and the area of the dlscharge aperture 9 has a great effect on the completeness the scavenging Or the trap chamber 2. Thus, said ratlo must be selected on the basis Or experiments so as to be ~-~; wlthln a properly determined range. The results Or the :
~ éxperlments perrormed are shown ln the diagrams Or Flgs. 5, s 6 and 7. ~ , ;~ The example o~ the internal combustion engine used , 30 ~or perrormlng the experiments was of the type in which the . ~ .
, - 11 - .
"
,. . .. ..
lO~l~S6 number of cylinders ls four and the total plston dis-placement ls 2000 cublc centlmeters. Each cyllnder was provlded with the lnternal arrangement as shown ln Flg. 3.
Further, the operatlng condltlons of the engine durlng the experlments were as follows.
The number of rotatlons of the engine = 2,000 (r.p.m.) The degree of the lntake vacuum s 240 millmeter Hg The average air-fuel ratlo of the air-fuel ratios of the maln combustlon and the trap chamber ~he quality of the experlmental results was ascertalned ~ based on the general evaluation of the measured results Or:
- 15 ~1) the amount of generation of harmful components contained wlthln the exhaust gas, such as nitrogen oxides, carbon monoxide, and hydrocarbon; (11) the fuel consumption, and;
~lil) the rate Or change in combustlon which is an analogous ---factor to the rate Or change in torque o~ the englne and 18 lndlcative Or the degree of stability of the operation of , an lnternal combustlon engine.
In Flgs. 5 through 7, the circle mark " O" lndicates - that the engine operation is Or the best quality where the amount of generatlon of harmful exhau~t components is quite 8mall, the ~uel consumptlon ls superior, and the rate of change ln combustlon ls small. The triangle mark "~"
lndlcates that the englne operation is of a good and accept-able quallty, whlle the cross mark ~IX~ lndicates that the eng~ne operatlon i8 of an lnferlor and unacceptable quallty.
Plg. 5 lndlcates the results o~ the experiments when the . ~ , ' . .
; t"~
10~18S~6 relatlonship between the volume (Va) Or the trap chamber 2 and the area (Sln) of the suction aperture 8 Or the trap chamber 2 was changed, whlle the area (Sd) of the d$~charge aperture 9 and the volume (Va) were maintalned at a constant relatlonship as shown by the equation Sd=o~o6 va. The abscissa of Flg. 5 shows the volume of the trap chamber 2, and the ordlnate of Fig. 5 shows the area of the suction aperture 8 as viewed from the dlrectlon corresponding to the rlowing direction of the alr-fuel mixture lnto the trap chamber 2. Flg. 6 similarly shows the results of the experiments when the relationship between the volume (Va) of the trap chamber 2 and the area (Sd) of the discharge aperture 9 was changed, while the area (Sin) of the suction :aperture 8 and the volume Or the trap chamber 2 were main-talned at a constant relatlonship lndicated by the equation Slns0.06-Va. Further, Fig. 7 lndlcates the results Or the experlments when the relatlonship between the area ~Sinj of .
the suctlon aperture 8 and the area (Sd) of the discharge ~ :
aperture 9 was changed, while the volume of the trap chamber - 20 2 18 maintalned at a given extent. In Flg. 7, it should be noted that the scales Or the abscissa and the ordinate show the values Or Sin/Va and Sd/Va, respectively. From the --results shown ln Figs. 5 through 7, it will be understood that the volume (Va) Or the trap chamber 2 should pre-~erably be wlthin the range of two cublc centimeter through -elght cubic centimeter, the area (Sin) of the suction ~ -~ aperture 8 should preferably be within the range Or 0.03 Va -1~ through 0.15 Vaj and the area (Sd) Or the discharge aperture 9 should prererably be within the range o~ 0.024 Va through 0.12 Va. It wlll also be understood that the ratio Sin/Sd ," - . ~ ,.
, ' ' ,i , 109~1856 should be within the range between 0.8 and 2.2, and that the area (Sin) should preferably be sllghtly larger than the area (Sd). In addition, it is necessary that the relatlve relationship between the volume of the trap chamber
BACKG~OUND OP T~ ENTION
The present invention relates ~enerally to an lnternal combustion en~lne~ and more partlcularly to an en~ine havin~ a main ar,d an auxiliary combustion chamber, as uell as an intake valve to control the supply of air-fuel ~ixture into the main and auxiliary combustion chambers.
For the purpose of reducin~ the amount of harmful exhaust gas from internal combustion en~ines, particularly rrom car englnes, there have been pro~osed diverse types of improvements of the lnternal combustion engines. One resultin~ lnternal combustlon en~lne is of the type in which a main and an auxiliary combustlon chamber are dlsposed ln each c~linder so that a stratified combustion of an air- -ruel mlxture takes place ln each cylinder of the internal combustlon engine. l~ith the internal combustion en~ine having maln and auxiliary combustion chambers, there have been proposed di~ferent types o~ arrangements for carrying out the supply of the air-fuel mixture lnto the ~ain and .T ' auxiliary combustion chambers. Among these different arrangements, one has been proposed by the present inventors, -~ ~ in whlch arran~ement the alr-fuel mixture ls introduced lnto the maln and auxillary combustion chambers through a common intake port and, therefore, a sin~le intake valve -j provlded in the common intake port operates to control the , , ~ - 25 duratlon o~ the suppl~ o~ the air-~uel mixture to both t : :
chambers. This type of air-~uel mixture supply arran~e~ent~
i ha~ brought about a practical advantage that the structure , ~ ,. .
~ and the assembly Or an internal combustlon en~ine-can be -~
:. , .
ery simp1e.
~ 3 The lnternal combustlon englne lncludin~ the air-ruel r. ~ ~ 2 ~
' 5~
mixture supply arrangement of the type described above is c~aracterized in that t~e auxiliary com~ustion chamber is formed with a suction aperture through which the auxiliary combustion c~amber receives the air-fuel mixture supplied via the intake port during the intake stroke, and a discharge aperture throug~ which residual gas in the auxiliary combus-tion chamber is discharged or exhausted. Thus, positive exhaustion of the residual gas from the auxiliary combustion cham~er as well as ~illing of a fresh air-fuel mixture into the entire space of the auxiliary combustion chamber are aiways attained.
The internal combustion engine o~ the type described ~`f above is also c~aracterized in that the engine ma~ have such a modified arrangement that the afore-mentioned auxiliary , combustion chamber is furnished with an air-fuel mixture richer than that for the main combustion chamber as necessary.
T~e moaified arrangement may be realized by providing the internal combustion engine with a separate passage~ay for ~ enabling the introduction of the richer air-fuel mixture into ; 20 the auxiliary combustion chamber. In this case, the separate passageway will be arranged so as to also open into the intake ~ port provided for lean air-fuel mixture or air to be intro-;~ duced into the main combustion chamber. The modified arrange-ment may also be realized by providing the internal combustion engine with a fuel injection nozzle installed in the intake port.
~ The internal combustion engines of the type des-.~
cribed above are disclosed in, for example, Canadian Patents 016,434 and 997,639. However, it should be noted that in the , ~ .
,, ,~ - 3 -s t -internal combustion engines of the type described above, the volume of each auxiliary c~mbustion chamber and the areas of the suction and diseharge apertures must appro-priately be selected so that stabilized combustion of the air-fuel mixture is achieved. Particularly, the sizes or areas of the above-mentioned suction and discharge apertures of the auxiliary combustion chamber must be such that the exhaustion of the residual gases from the auxiliary combustion chamber is promoted during the intake stroke of the engines.
This is because the completeness of the exhaustion of the residual gas rom the auxiliary combustion chamber has a large influence of the stability of the operation of internal combustion engines. In other words, it should be ;understood that when the exhaustion from the auxiliary combustion chamber i8 incomplete, failure of ignition of the rich air-fuel mixture within the auxiliary combustion chamber will often occur with the result that the operation of the internal combustion engine becomes unstable. -~
SUMMARY OF THE INVENTION
The principal ob~ect of the present invention is to ~ -eliminate the drawback encounteret with the already proposed ~
internal combustion engines with the air-fuel mixture ~ --supply arrangement of the type described above. -~ Another ob~ect of the present invention is to provide --`~ annlnternal combustion engine in which stable combustion of -- -a lean-air-fuel mixture is achieved, thereby efficiently realizing clean exhaust gas from the internal combustion engine.
~ ~ A further ob~ect of the present invention is to c~ s 30 provlte an lnternal combustlon engine in which the choice i' ~,.. ...
~, ' ., , 10~18S Ei of the volume of the above-mentioned auxiliary combustion chamber, and the sizes of the suction and discharge apertures provided for the auxiliary combustion chamber is based on experiments conducted on the operation o an example of an internal combustion engine.
The prior art discloses a torch ignition type internal combustion engine, in which the volume of the auxiliary combustion chamber and the size of the torch aperture are chosen to be within specified values. However, t 10 the choice of the volume of the auxiliary combustion chamber "~ and of the size of the torch aperture in the publicly dis-closed torch ignition type internal combustion engine are intended only for enhancement of the so-called torch effect.
Thus, the torch ignition type internal combustion engine should be distinguished from the internal combustion engine embodying the present i~vention.
In accordance with a preferred embodiment of the`
present invention, there is provided an internal combustion engine including: a main combustion chamber which is defined ~ 20 by a cylinder, a piston movably fitted in the cylinder, and a ; ~ cylinder head with an intake port mounted on the cylinder; a trap chamber intercommunicating with the main combustion J chamber and having a limited volume of space separated from said main combustion chamber, the trap chamber being provided ; with at least a suction aperture through which an air-fuelmixture is supplied into the space of said trap chamber, and at least a discharge aperture for discharging residual gas ~ from 8aid trap chamber into said main combustion chamber;
i ~S an ignition plug having electrodes exposed to said trap ~ 30 chamber, and; an intake valve for closing and opening said ' $, " ,t ~ - 5 -." ~
104185ti intake port through which both said main combustion and said trap chambers-are supplied with the air-fuel mixture, wherein said limited volume of space of said trap chamber is selected so as to be within a range between 0.03 and 0.13 times the total volume of said limited volume of said trap chamber and the volume of said main combustion chamber when said piston is at the top dead center; said suction aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.03 and 0.15 square centimeters per each cubic centimeter of said volume of said trap chamber, and; said , discharge aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.024 and 0.12 square centimeters per each , cubic centimeter of said volume of said trap chamber.
The present invention will be understood from the ;~ ensuing description and claims taken in connection with the accompanying drawings, forming a part of this application, in which:
Fig. 1 is a cross-sectional elevation view of an internal combustion engine embodying the present invention;
Fig. 2 is a partial cross-sectional view taken along the line II-II of Fig. l;
~ Fig. 3 is a cross-sectional elevation view of .J another internal combustion engine embodying the present invention;
Fig. 4 is a cross-sectional elevation view of a "1 .
;
- Sa -104~8S~
further internal combustion engine embodying the present invention, and;
Figs. 5 through 7 are diagrams illustrating results of experiments with respect to the internal combustion engine of the present invention, respectively.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figs. 1 and 2 showing an internal combustion engine according to one embodiment of the present ` invention, the engine is provided with a main combustion chamber l~and an auxlliary combustion chamber 2 which is usually referred to as trap chamber. An ignition plug 3 ; is mounted on the en8ine so that electrodes 3a of the ignition plug 3 are exposed to the trap chamber 2. The main combustion chamber 1 is defined by?a cylinder 4 a piston 5 slidably fitted in the cylinder 4, and a cylinder head 6 located at the top of the cylinder 4. The trap chamber 2 is defined within a hollow cup element 7 which is ~- mounted on the cylinter head 6. The cup element 7 is `' pro~ected into the main combustion chamber 1 and is provided with a suction aperture 8 and a discharge aperture 9 formed - in the pro~ecting part of the cup element 7. The suct~on `~ aperture 8, whlch permits an air-fuel mixture supplied during the suction stroke of the piston 5 to pass into the -~ trap chamber 2, opens in the main combustion chamber 1 ; ~toward an intake port 10 which opens in the inner surface of the cylinder head 6. The discharge aperture 9 which serves to discharge resldual gas fr~m the trap chamber 2, op~ns ln the main combustlon chamber 2 toward the top surface of the plston 5. It should be understood that durlng the co~bustlon stroke ofCthe engine, both suction , ',~ ,:
,~
-6_ and discharge apertures 8 and 9 act as torch apertures. In the trap chamber 2, a separating wall 11 is formed as a partition between the apertures 8 and 9. A suction pas-sageway 12, which is formed in the cylinder head 6, is curved downwardly toward the main combustion chamber 2 at its downstream portion. The suction aperture 8 of the trap chamber 2 is located on an inward extension of an outer radial inner surface of the curved portion of the suction passageway. The inner end of the suction passageway 12 is connected to the intake port 10 where an intake valve 13, ~ -. .
;~ comprising a valve member 13a and a valve stem 13b, is -positioned so as to open and close the intake port 10. The suction passageway 12 allows the supply of an air-fuel -mixture into the~main combustion chamber 1 and the suction aperture 8 of the trap chamber 2, respectively, through the opened intake port 10 during the suction stro~e of the piston 5. It should be appreciated that while the air-fuel mixture flows through the suction passageway 12~ the mixture ':A
`~ undergoes centrifugal action at the downwardly curved .~ 20 portion of the suction passageway 12. As a result, a rich air-fuel ~ixture component is urged to the upper part of 3 tbe flow of the air-fuel mixture within the suction passage-way 12. Thus, the rich air-fuel mixture, flowing along the upper part of the inner wall of the downwardly curved portion of the suction p~ssageway 12, is then supplied into the suction sperture 8 of the trap chamber 2. The outer end of the suction passageway 12 is connedted to an intake ~ ~ manifold 14 to which a carburetor 15 is connected.
; In the engine having the construction as described f 30 above~ the air~fuel mixture produced by the single carburetor -' ~
,: - .
, 104~856 15 is sucked into the main combustion chamber 1 and the trap chamber 2 of each cylinder 4 through the single suction passageway 12 during the suction stroke of the engine. The duration of the supply of the air-fuel mixture to both chambers l and 2 is controlled by the intake valve 13.
That is, in response to the opening and closing operation of the single intake valve 13, an intermittent supply of the air-fuel mixture to the main combustion chamber 1 and the trap chamber 2 is carried out. Further, as previously described, the air-fuel mixture is separated into a richer air-fuel mixture component and a leaner air-fuel mixture component under the centrifugal aetion which the air-fuel mixture undergoes when it flows past the curved suction passageway 12. Thus, the rich air-fuel mixture component is sucked into the trap ehamber 2, while the~lean air-fuel mixture component is sucked into the main combustion chamber 1. While each mixture component is being sucked into the ~;l corresponding chamber, residual gas is discharged from the trap chamber 2 through the discharge aperture 9 owing to the pumping action exerted by the~piston 5 moving downwardly in the cylinder 4 during the intake stroke. As a result, a fresh and rich air-fuel mixture sucked through the suction -~
aperture 8, flows into the trap chamber 2. It should be J understood that the flow of the rich air-fuel mixture is substantially guided by the separating wall ll into the -region ad~acent to the electrotes 3a of the ignition plug j 3. Thu8 the trap chamber 2 is completely scavenged and then filled with the fresh and rich air-fuel mixture with certainty. The air-fuel mlxture, which is subsequently compressed by the compression stroke of the piston 5, is , . .
, :
.. . .
104185~
lgnlted by a spark of the lgnltion plug 3 withln the trap chamber 2, whereby torch ~ets are spurted through both apertures 8 and 9 into the maln combustlon chamber 1 so that the combustlon Or the lean alr-fuel mlxture withln sald maln combustlon chamber 1 can be deflnltely attalned.
Thus, ln each cyllnder 4, a stable combustion Or the lean alr-~uel mixture takes place by vlrtue Or the torch lgnltlon so that clean exhaust emission ~rom the lnternal combustlon engine ls achleved.
A description of the arrangement o~ an lnternal combustlon englne accordlng to another embodlment o~ the present lnventlon wlll be herelnbelow presented wlth reference ~-to Flg. 3. It should be noted that ln the englne of Flg.
3, llke elements or parts as those of the englne of Flgs. 1 and 2 are deslgnated by the same reference numerals. In ' the englne o~ Flg. 3, a maln carburetor 15A, whlch ls "~ intercommunicated wlth the suction passageway 12, produces a lean air-~uel mixture to be supplled lnto the main com-bustlon chamber 1 of each cyllnder 4 through the suctlon passageway 12 and the intake port 10. A secondary carburetor l~B, whlch ls lntercommunicated wlth a secondary passageway ~, 20, produces an alr-fuel mixture rlcher than that produced by the maln carburetor 15A, and supplles the rlch-alr-fuel , mlxture lnto the passageway 20.~ The secondary passageway -20, ~ormed ln the cyllnder head 6 ad~acent to the suction - ~
passageway 12, has its one end opening 20a located ad~acent ~.
to the lntake port 10. Thus, the rlch alr-fuel mlxture 8upplied lnto the secondary passageway 20 is suckea into , ' the trap chamber 2 through the openlng 20a, the lntake port ~ 30 10, and the suctlon aperture 8 when the lntake port 10 ls '~ _ g _ ~ ' ' .
~ ~ ," ' .
,, ; ' ' ~r~
, lO~SS~
opened by the lntake valve 13. It wlll be seen from Plg, 3 that the suction aperture 8 ls located adJacent to and ~aces the openlng 20a of the secondary passageway 20 ror the rlch alr-ruel mlxture. It wlll also be under~tood from Fig. 3 that the discharge aperture 9 opens toward the top sur~ace of the plston 5. It should now be appreclated that the constructlon o~ the englne descrlbed above ensure~ the ~uctlon of the rich air-~uel mixture lnto the trap chamber -~ 2. As a result, sure lgnltlon of the lean alr-fuel mlxture wlthin the maln combustlon chamber 1, owlng to the torch Jets spurted from the trap chamber 2 throu~h both apertures ; 8 and 9, ls guaranteed.
A descrlption of the lnternal combustion engine according to the thlrd embodiment of the present inventlon will now be presented wlth reference to Flg. 4.
As ls seen ~rom Flg. 4, the constructlon o~ the . .
englne of the thlrd embodiment is very slmilar to that Or the englne o~ the flrst embodlment shown ln Flgs. 1 and 2 . i~ . . .
Thus, llke elements or parts are deslgnated by the same ~ 20 rererence numerals. However, the important dlfference rrom `~ the ~irst embodiment resldes ln the fact that a fuel inJectlon ~ . ..
nozzle 30 ls lnstalled in the suctlon passageway 12 through whlch alr or a lean alr-fuel mlxture ls dellvered lnto the -maln combustlon chamber 1. The fuel lnJection nozzle 30 ~ -.
ln~ects a rlch alr-fuel mlxture toward the suctlon aperture 8 Or the trap chamber 2 durlng the suctlon stroke Or the pl8ton 5. The ruel In~ectlon nozzle 30 shown ln Flg. 4 ls -the electro-magnetlcally operated type by whlch fuel is lntermlttently inJected. However, a contlnuously lnJectlng ty~e o~ the inJectlon nozzle may be employed and wlll ::
' ' ' ' ; .:
....
v~' ~ . .:
` ' ', , .
'~/ ' ' ' ' '' '' '"' ''' '' '" "" " ' '' '' '' '' ' ,, ,' :, , .
10418S~
result ln the same operatlon as the above-mentioned inter-mlttently inJectlng fuel in~ection nozzle 30.
The ~oregoing descriptlons were directed to the three arrangements of the lnternal combustion englne embodylng the present invention. Wlth respect to these arrangements, the volume of the trap chamber is an important factor ln causlng an optlnum combustlon withln the main combustion chamber 1. Also, the slzes o~ both suction and discharge apertures 8 and 9 Or the trap chamber 2, which produce torch ~ets from the trap chamber 2 into the maln combustlon chamber 1, are important ~actors to acquire a proper torch ef~ect and stable combustion within the main combustion ~ -chamber 1. Thererore, determination or choice of the extent Or the volume o~ the trap chamber 2 and of the slzes Or the suction and discharge apertures 8 and 9 must be such that an optinum and stable combustion Or the alr-fuel mixture wlthin the main combustlon chamber 1 will take place. Purther, lt is necessary to take into consideration not only the size Or the discharge aperture ~ but also the -.1 . .. .
'. 20 slze o~ the suction aperture 8 in achieving comp~ete scaveng- -lng Or the trap chamber 2. In additlon, the ratio between the area Or the suction aperture 8 and the area of the dlscharge aperture 9 has a great effect on the completeness the scavenging Or the trap chamber 2. Thus, said ratlo must be selected on the basis Or experiments so as to be ~-~; wlthln a properly determined range. The results Or the :
~ éxperlments perrormed are shown ln the diagrams Or Flgs. 5, s 6 and 7. ~ , ;~ The example o~ the internal combustion engine used , 30 ~or perrormlng the experiments was of the type in which the . ~ .
, - 11 - .
"
,. . .. ..
lO~l~S6 number of cylinders ls four and the total plston dis-placement ls 2000 cublc centlmeters. Each cyllnder was provlded with the lnternal arrangement as shown ln Flg. 3.
Further, the operatlng condltlons of the engine durlng the experlments were as follows.
The number of rotatlons of the engine = 2,000 (r.p.m.) The degree of the lntake vacuum s 240 millmeter Hg The average air-fuel ratlo of the air-fuel ratios of the maln combustlon and the trap chamber ~he quality of the experlmental results was ascertalned ~ based on the general evaluation of the measured results Or:
- 15 ~1) the amount of generation of harmful components contained wlthln the exhaust gas, such as nitrogen oxides, carbon monoxide, and hydrocarbon; (11) the fuel consumption, and;
~lil) the rate Or change in combustlon which is an analogous ---factor to the rate Or change in torque o~ the englne and 18 lndlcative Or the degree of stability of the operation of , an lnternal combustlon engine.
In Flgs. 5 through 7, the circle mark " O" lndicates - that the engine operation is Or the best quality where the amount of generatlon of harmful exhau~t components is quite 8mall, the ~uel consumptlon ls superior, and the rate of change ln combustlon ls small. The triangle mark "~"
lndlcates that the englne operation is of a good and accept-able quallty, whlle the cross mark ~IX~ lndicates that the eng~ne operatlon i8 of an lnferlor and unacceptable quallty.
Plg. 5 lndlcates the results o~ the experiments when the . ~ , ' . .
; t"~
10~18S~6 relatlonship between the volume (Va) Or the trap chamber 2 and the area (Sln) of the suction aperture 8 Or the trap chamber 2 was changed, whlle the area (Sd) of the d$~charge aperture 9 and the volume (Va) were maintalned at a constant relatlonship as shown by the equation Sd=o~o6 va. The abscissa of Flg. 5 shows the volume of the trap chamber 2, and the ordlnate of Fig. 5 shows the area of the suction aperture 8 as viewed from the dlrectlon corresponding to the rlowing direction of the alr-fuel mixture lnto the trap chamber 2. Flg. 6 similarly shows the results of the experiments when the relationship between the volume (Va) of the trap chamber 2 and the area (Sd) of the discharge aperture 9 was changed, while the area (Sin) of the suction :aperture 8 and the volume Or the trap chamber 2 were main-talned at a constant relatlonship lndicated by the equation Slns0.06-Va. Further, Fig. 7 lndlcates the results Or the experlments when the relatlonship between the area ~Sinj of .
the suctlon aperture 8 and the area (Sd) of the discharge ~ :
aperture 9 was changed, while the volume of the trap chamber - 20 2 18 maintalned at a given extent. In Flg. 7, it should be noted that the scales Or the abscissa and the ordinate show the values Or Sin/Va and Sd/Va, respectively. From the --results shown ln Figs. 5 through 7, it will be understood that the volume (Va) Or the trap chamber 2 should pre-~erably be wlthin the range of two cublc centimeter through -elght cubic centimeter, the area (Sin) of the suction ~ -~ aperture 8 should preferably be within the range Or 0.03 Va -1~ through 0.15 Vaj and the area (Sd) Or the discharge aperture 9 should prererably be within the range o~ 0.024 Va through 0.12 Va. It wlll also be understood that the ratio Sin/Sd ," - . ~ ,.
, ' ' ,i , 109~1856 should be within the range between 0.8 and 2.2, and that the area (Sin) should preferably be sllghtly larger than the area (Sd). In addition, it is necessary that the relatlve relationship between the volume of the trap chamber
2 and the volume of the main combustion chamber 1 be taken lnto conslderation. In the actual comparlson, the ratios of the above-mentloned varlous volumes of the trap chamber 2 to the total volume of the main combustion 1 and the trap chambers 2, which is deflned when the piston 5 ls at lts top dead center (TDC), ranged between 0.03 and 0.13.
Consequently, lt was understood that the ratio of the volume of the trap chamber 2 to the volume Or the main combustion chamber 1 should desirably be within the range of 0.03 and 0.13 for every engine embodying the present inventlon. ~-It was also conf'lrmed that the results of the above-mentloned experlments are appllcable to lnternal combustion englnes of the present lnventlon which have a dlfferent internal arrangement from that of the engine used for the above-mentioned experiments.
It should be understood that due to the above- -~ mentloned determination of the volumes-of the main combustion .` and trap chambers and of the sizes of the suction and -discharge apertures, cleaning of the exhaust gases from lnternal combustion englnes as well as enhancement of the t, ~uel consumptlon and stable combustlon of the lean alr-fuel --mlxture can be achleved. In some internal combustion ~- englnes embodying the present lnvention, a plural number of suctlon and discharge apertures may be provided ~or the trap chamber 2. In thls case, the entire area of the ',' .
~ - 14 -" ,~,-'' ''' , . ".
~, ~, ,.. ,, ,~., ;"", ~. ", , ,."~, ,", " . , ",, , ,,! ,, " , , ,, :, plural suction apertures and the entlre area Or the pluraldischarge apertures should meet the condltions obtained from the above-explalned experlments.
,~
` '.':' ' '''''' :
,. .
. . . - .
~I .
, . .
,' ...
.:
,~- .".' .':'.
.~ ~ ' - ,' , ,,.,:~ '.. ' ,,~ :,.` .~ , -. .':
~-. . .
~"'" '` ' .; ~, , , , .
,.,., , ~,, : ' , ,~
~.< ~ ' ~:' ~ ' -.
;:
'~, ` .,., - 15 _ ~ j ~,f ,.,;,. . .
, , ~ ,..... ... .. ....
Consequently, lt was understood that the ratio of the volume of the trap chamber 2 to the volume Or the main combustion chamber 1 should desirably be within the range of 0.03 and 0.13 for every engine embodying the present inventlon. ~-It was also conf'lrmed that the results of the above-mentloned experlments are appllcable to lnternal combustion englnes of the present lnventlon which have a dlfferent internal arrangement from that of the engine used for the above-mentioned experiments.
It should be understood that due to the above- -~ mentloned determination of the volumes-of the main combustion .` and trap chambers and of the sizes of the suction and -discharge apertures, cleaning of the exhaust gases from lnternal combustion englnes as well as enhancement of the t, ~uel consumptlon and stable combustlon of the lean alr-fuel --mlxture can be achleved. In some internal combustion ~- englnes embodying the present lnvention, a plural number of suctlon and discharge apertures may be provided ~or the trap chamber 2. In thls case, the entire area of the ',' .
~ - 14 -" ,~,-'' ''' , . ".
~, ~, ,.. ,, ,~., ;"", ~. ", , ,."~, ,", " . , ",, , ,,! ,, " , , ,, :, plural suction apertures and the entlre area Or the pluraldischarge apertures should meet the condltions obtained from the above-explalned experlments.
,~
` '.':' ' '''''' :
,. .
. . . - .
~I .
, . .
,' ...
.:
,~- .".' .':'.
.~ ~ ' - ,' , ,,.,:~ '.. ' ,,~ :,.` .~ , -. .':
~-. . .
~"'" '` ' .; ~, , , , .
,.,., , ~,, : ' , ,~
~.< ~ ' ~:' ~ ' -.
;:
'~, ` .,., - 15 _ ~ j ~,f ,.,;,. . .
, , ~ ,..... ... .. ....
Claims (7)
1. An internal combustion engine including: a main combustion chamber which is defined by a cylinder, a piston movably fitted in the cylinder, and a cylinder head with an intake port mounted on the cylinder; a trap chamber intercommunicating with the main combustion chamber and having a limited volume of space separated from said main combustion chamber, the trap chamber being provided with at least a suction aperture through which an air-fuel mixture is supplied into the space of said trap chamber, and at least a discharge aperture for discharging residual gas from said trap chamber into said main combustion chamber;
an ignition plug having electrodes exposed to said trap chamber, and; an intake valve for closing and opening said intake port through which both said main combustion and said trap chambers are supplied with the air-fuel mixture, herein said limited volume of space of said trap chamber is selected so as to be within a range between 0.03 and 0.13 times the total volume of said limited volume of said trap chamber and the volume of said main combustion chamber when said piston is at the top dead center; said suction aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.03 and 0.15 square centimeters per each cubic centimeter of said volume of said trap chamber, and; said discharge aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.024 and 0.12 square centimeters per each cubic centimeter of said volume of said trap chamber.
an ignition plug having electrodes exposed to said trap chamber, and; an intake valve for closing and opening said intake port through which both said main combustion and said trap chambers are supplied with the air-fuel mixture, herein said limited volume of space of said trap chamber is selected so as to be within a range between 0.03 and 0.13 times the total volume of said limited volume of said trap chamber and the volume of said main combustion chamber when said piston is at the top dead center; said suction aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.03 and 0.15 square centimeters per each cubic centimeter of said volume of said trap chamber, and; said discharge aperture of said trap chamber is provided with an opening area whose size is selected so as to be within a range between 0.024 and 0.12 square centimeters per each cubic centimeter of said volume of said trap chamber.
2. An internal combustion engine as defined in claim 1 wherein the ratio of said opening area of said suction aperture to that of said discharge aperture is selected so as to be within a range between 0.8 and 2.2.
3. An internal combustion engine as defined in claim 1, wherein said engine comprises a carburetor and a suction passageway horizontally extending from the carburetor to the main combustion chamber via the intake port, said suction passageway being provided for allowing the air-fuel mixture to flow from the carburetor to said intake port and having a curved portion thereof formed in said cylinder head at the portion adjacent to said intake port, said suction aperture of said trap chamber being located on an inward extension of an outer radial inner surface of said curved portion, said curved portion guiding a rich air-fuel mixture component of said air-fuel mixture into said trap chamber through said suction aperture.
4. An internal combustion engine as defined in claim 1, wherein said trap chamber is provided with a separating wall formed as a partition between said suction and discharge apertures.
5. An internal combustion engine as defined in claim 1, wherein said engine further comprises a separate suction passageway having an opening located at said intake port, said separate suction passageway being provided for separately introducing a rich air-fuel mixture different from the air-fuel mixture into said trap chamber through said suction aperture when said intake valve opens.
6. An internal combustion engine as defined in claim 1, wherein said engine comprises a suction passageway for introducing air into said main combustion chamber and a fuel injection nozzle installed in said suction passageway.
7. An internal combustion engine as defined in claim 6, wherein said fuel injection nozzle injects a fuel toward said suction aperture of said trap chamber.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP50106389A JPS5229511A (en) | 1975-09-01 | 1975-09-01 | Internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1041856A true CA1041856A (en) | 1978-11-07 |
Family
ID=14432330
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA245,165A Expired CA1041856A (en) | 1975-09-01 | 1976-02-04 | Internal combustion engine |
Country Status (10)
| Country | Link |
|---|---|
| JP (1) | JPS5229511A (en) |
| CA (1) | CA1041856A (en) |
| CS (1) | CS209486B2 (en) |
| DD (1) | DD124397A5 (en) |
| DE (1) | DE2604442B2 (en) |
| FR (1) | FR2322263A1 (en) |
| GB (1) | GB1530636A (en) |
| IT (1) | IT1055308B (en) |
| PL (1) | PL106759B1 (en) |
| SU (1) | SU579932A3 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5598029A (en) * | 1979-01-19 | 1980-07-25 | Sumitomo Heavy Ind Ltd | Reclaimer with fixed quantity delivery controller |
| JPS62107122A (en) * | 1985-11-05 | 1987-05-18 | Kobe Steel Ltd | Automatic dredging device of bucket elevator type dredger |
| JPH062980Y2 (en) * | 1987-02-21 | 1994-01-26 | 住友重機械工業株式会社 | Reclaimer's load detection device |
| RU2531834C1 (en) * | 2014-01-10 | 2014-10-27 | Николай Борисович Болотин | Prechamber of internal combustion engine |
| DE102019131360B4 (en) * | 2019-11-20 | 2024-05-02 | Bayerische Motoren Werke Aktiengesellschaft | Cylinder head for a spark-ignited reciprocating piston internal combustion engine |
-
1975
- 1975-09-01 JP JP50106389A patent/JPS5229511A/en active Pending
-
1976
- 1976-02-04 GB GB4444/76A patent/GB1530636A/en not_active Expired
- 1976-02-04 CA CA245,165A patent/CA1041856A/en not_active Expired
- 1976-02-05 DE DE2604442A patent/DE2604442B2/en not_active Withdrawn
- 1976-02-17 IT IT20234/76A patent/IT1055308B/en active
- 1976-02-18 SU SU7602323955A patent/SU579932A3/en active
- 1976-02-26 DD DD191549A patent/DD124397A5/xx unknown
- 1976-02-28 PL PL1976187583A patent/PL106759B1/en unknown
- 1976-03-03 FR FR7606751A patent/FR2322263A1/en active Granted
- 1976-03-03 CS CS761386A patent/CS209486B2/en unknown
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5229511A (en) | 1977-03-05 |
| IT1055308B (en) | 1981-12-21 |
| FR2322263B1 (en) | 1978-08-25 |
| SU579932A3 (en) | 1977-11-05 |
| DE2604442B2 (en) | 1978-12-07 |
| FR2322263A1 (en) | 1977-03-25 |
| DE2604442A1 (en) | 1977-03-10 |
| PL106759B1 (en) | 1980-01-31 |
| DD124397A5 (en) | 1977-02-16 |
| AU1078176A (en) | 1977-08-11 |
| CS209486B2 (en) | 1981-12-31 |
| GB1530636A (en) | 1978-11-01 |
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