CA1096256A - Method and apparatus for control of pressure in internal combustion engines - Google Patents
Method and apparatus for control of pressure in internal combustion enginesInfo
- Publication number
- CA1096256A CA1096256A CA288,708A CA288708A CA1096256A CA 1096256 A CA1096256 A CA 1096256A CA 288708 A CA288708 A CA 288708A CA 1096256 A CA1096256 A CA 1096256A
- Authority
- CA
- Canada
- Prior art keywords
- air
- piston
- chamber
- combustion
- fuel
- 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
- F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
- F02B55/02—Pistons
-
- 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
- F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
- F02F3/28—Other pistons with specially-shaped head
-
- 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
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- 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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
- F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
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- 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)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A piston type internal combustion engine is arranged to use, in a time dependent process, the shock compression and expansion waves generated by the com-bustion of the fuel to pump highly energized compressed air from a reservoir chamber adjacent the combustion chamber and in communication with the latter through a restricted passageway into the combustion zone during the entire combustion process. The combustion chamber, reservoir chamber and passageway are configured to pro-mote controlled pumping of air from the reservoir into the combustion chamber throughout combustion due to the interaction of the compression and expansion waves. The air in the reservoir is fuel-free and is preferably placed in the reservoir during an aspirated intake event by controlling the timing of fuel flow during intake and the mixture of the charge at the intake port. The pre-ferred embodiment provides the reservoir chamber in the piston near its working face and the passageway is an annular gap between a radial lip of an annular member supported above the piston and the cylinder wall. This invention relates to the reservoir chamber geometry, which includes a sloping sidewall extending radially inwardly and downwardly from the annular gap.
A piston type internal combustion engine is arranged to use, in a time dependent process, the shock compression and expansion waves generated by the com-bustion of the fuel to pump highly energized compressed air from a reservoir chamber adjacent the combustion chamber and in communication with the latter through a restricted passageway into the combustion zone during the entire combustion process. The combustion chamber, reservoir chamber and passageway are configured to pro-mote controlled pumping of air from the reservoir into the combustion chamber throughout combustion due to the interaction of the compression and expansion waves. The air in the reservoir is fuel-free and is preferably placed in the reservoir during an aspirated intake event by controlling the timing of fuel flow during intake and the mixture of the charge at the intake port. The pre-ferred embodiment provides the reservoir chamber in the piston near its working face and the passageway is an annular gap between a radial lip of an annular member supported above the piston and the cylinder wall. This invention relates to the reservoir chamber geometry, which includes a sloping sidewall extending radially inwardly and downwardly from the annular gap.
Description
The present invention relates to an apparatus and technique for increasing the efficiency of operation of an internal combustion engine and more particularly to an improved apparatus and technique that permits con-trol of generated pressures and temperatures during combustion of fuel in the combustion chamber of an internal combustion '6~i~S
~,~ engine for ~ h~ predetermined parameters of pressure and temperature within the combustion zone~ in order to~ decrease the amount of pollutants exhausted by the engine during operation.
Efficient conversion of energy into useul work has been the goal of engine designers since the creation of internal combustion engines utilizing the Otto cycle, i.e., reciprocating~rotary, diesel engines and the like~ In,view of the scarcity and high cost of engine fuels, engineers and engine designers have been grappling with the fundamental problems of exhaust emission pollutants and increased fuel economy, yet striving to improve performance in these areas without sacrificing engine performance and efficiency. This has produced internal combustion engines that are operating in a critical compromlse of fuel/air mixture composition, pressure and temperature that results in the engine generating and discharging harmful pollutants (CO, NOX and HC) in order to achieve adequate performance.
To deal with the NOX emissions designers have retarded spark and employed such devices as exhaus-t gas recirculation systems, each which decreases overall engine ` performance, with a resultant decrease in engine performance , .
~,~ engine for ~ h~ predetermined parameters of pressure and temperature within the combustion zone~ in order to~ decrease the amount of pollutants exhausted by the engine during operation.
Efficient conversion of energy into useul work has been the goal of engine designers since the creation of internal combustion engines utilizing the Otto cycle, i.e., reciprocating~rotary, diesel engines and the like~ In,view of the scarcity and high cost of engine fuels, engineers and engine designers have been grappling with the fundamental problems of exhaust emission pollutants and increased fuel economy, yet striving to improve performance in these areas without sacrificing engine performance and efficiency. This has produced internal combustion engines that are operating in a critical compromlse of fuel/air mixture composition, pressure and temperature that results in the engine generating and discharging harmful pollutants (CO, NOX and HC) in order to achieve adequate performance.
To deal with the NOX emissions designers have retarded spark and employed such devices as exhaus-t gas recirculation systems, each which decreases overall engine ` performance, with a resultant decrease in engine performance , .
2~
and which further cause increases in HC and CO emissions.
These increased HC and Co emissions must be cleared up by expensive catalytic converters which in turn require unleaded fuels.
Continued distortion of the combustion process in internal combustion engines can only result in a hodge-po~ge of engine control devices that increase engine manu-~acturing cost and result in low engine performance with low fuel economy.
Realization in both industry and the government that internal combustion engines will require drastic design changes to achieve permissible government pollution standards has resulted in considerable developmental ef~orts to inves-tigate the combustion process. These e~orts have resulted in various techniques such as changing the size and shape of -the combustion chamber, relocation of the spark within the combustion chamber, the use of multiple-source ignition schemes and the use of stratified charge designed combustion chambers.
Various modifications of a combustion chamber shape into a hemispherical chambers with changes in conventional spark locations by designing spark plugs with extended gap designs has reduced HC emissions but this design has mechanical manufacturing difficulties that far outweigh the amount of reduced emissions obtained.
; Another technique presently being utilized is the use of a multiple-source ignition configuration to cause -` creation of a torch-like flame to shoot into a homogeneous-. , . `, . . . . .
. .
- - -. . . . .
'-~3~
lean air/fuel mixture within the combustion chamber with the torch fueled by the same fuel as the main chamber. The torch ignition mixture is mechanically separated from the main chamber by an antechamber constructed in the engine head to open into the main combustion chamber.
Another popular scheme is the stratified charge engine (SC~ con~iguration which can have numerous varia-tions. The basic idea of the SC engine involves introduction o~ a rich, easil~ ignitable mixture in the vicinity of the spark plug and a very lean mixture throughout the rest o~
the chamber, so as to have a differing air/fuel ratio in various areas within the cylinder chamber, rich in some lean in others, with the resulting overall air/fuel ratio considerably leaner than stoichiometric. The burning takes place in stages with a small volume of rich air/fuel mixture being ignited first to create a flame that spreads out into the combustion chamber charged with very lean air/fuel mixture causiny ignition o~ these areas more thoroughly and burning them more completely than in conventional internal combustion engines.
The above are a few of the more pertinent de~ices o~ the numerous proposals that have been set forth to reduce pollution and increase engine and fuel performance. Each has some distinct disadvantage because of lts interaction with other engine parameters inherent in the Otto cycle or diesel cycle engine. In view of this there has been created a need in the industry o~ an internal combustlon engine operating on a gas cycle that has the char~cteristics 2~
of the Otto cycle but which has a process of combustion that is time controlled and will operate with the advan~
ta~e of hi~h compression ratio and fuel rich air ratios with the efficiency and total fuel oxidation of the diesel without its disadvantages of high pressure, high temperature and knock :tendency.
AccordincJly, the present invention has been developed to overcome the specific shortcomings of the above known and similar techniques.and to provide an improved apparatus and technique for generating a heat balanced cycle for internal combustion engines with per-formance, pollution characteristics, and a multifuel burning capability that is not present nor possible with conventional Otto or diesel cycle engines.
The present invention, in its broadest aspect, comprises an improvement for an interna~ combustion engine including a reciprocating piston having a working face moving within a variable volume cylinder that includes a combustion chamber, the working face of the piston located towards said combustion chamber, the improvement comprising:
a fixed volume air chamber located next to the work-ng face of the piston and separated from the combustion chamber at its upper reglon solely by a circumferential gap extending between the working fac~ of -the piston and the adjacent cylinder s.idewall, the gap arranged to permit continuous controlled exchange of compression shock and expansion wave energy between the combustion and air chambers during a combustion reaction of fuel and air in the combustion .
, GZ~i chamber, the length of the air chamber extending along at least a portion of the circumference of the piston beneath its working face and having a radially inner sidewall including a generally sloping portion that e~tends from the piston side edge of thc gap towards the bottom area of the air chamber, said inner sidewall being continuous and uninterrupted over -the entire length of said air chamber, and said sloping portion continuously diverging away from the adjacent cylinder sidewall over its respective length.
. -4a-The general purpose of the invention is -to pro-vide a technique and apparatus to refine the Otto cycle of present internal combustion engines to operate on a heat balanced with pressure exchange cycle that has a time dependent process of combustion for improving engine per-formance and ellminating exhaust pollutants. A balancing chamber or air reservoir is provided that is in communica-j~ tion with the combustion charnber of the internal combus-tion engine through a carefully designed gap; this chamber and gap allows pressure exchange operation on the compres-sion and power stroke of the piston independently of average pressure in the combustion chamber, and through-out the combustion reaction. On the admission or intake stroke, air and fuel are sequentially directly admitted via a valving arrangement into the combustion chamber.
The decrease in pressure caused by atmospheric pressure ; and the receding ~ 5~
piston draws the air and fuel into the combustion chamber with a non-homogeneous charge of fuel and air, that is fuel rich at the top and virtually air a-t the bottom.
~s compression starts,the air, with slight possible fuel contamination, is forced into the balancing chamber via the c~ap, increasing the pressure within the balancing chamber or reservoir as the pressure increases in the combustion chamber by the piston moving toward l'DC. At i~nition ancl burning of the locally fuel-rich mixture the reaction rate is so fast as to drive at quasi con-stant volume (compression) shock wave across the combus-tion chamber and through the gap into the balancin~ cham-ber or reservoir. Simultaneously, expansion waves from the reflected shock waves propagate back across the com-bustion chamber causing a pressure imbalance between thecombustion and reservoir chambers. The air in the reservoir chamber flows out into the combustion chamber throuclh the gap for replenishing the air within the com-bustion chamber for sustainlng complete combustion of the fuel. These expansion-compression waves interact through-out the combustion event and act in an oscillatory manner to clraw or pump air from -the reservoir chamber into the combustion chamber a substantial number of times. An addltional effect of the alternating expansion-compres-sion waves is to cause stirring at the combustion zoneat supersonic througll sonie speeds. Passage o~ weak shock waves in-to the combustion chamber will fractionate the fuel particles, effectively atomizing them for rapid ~ 5 Eii combustion and thus elimina-tes the need of atomization of fuel by carburetors or like devices as fuel -6a-, . . .
is drawn in the combustion chamber.
The reservoir in the combustion chamber is formed by providing a radially extending lip centrally suppor-ted on the piston at a predetermined distance from the piston ~op surface. The peripheral dimension of the lip is slightly less than the diameter of the cylinder in which the piston is disposed so as to form a narrow spaced gap or passageway between -the peripheral edge of the lip and the cylinder wall surface. The lip is heated by the burn-ing gases during the combustion cycle and acts as a heatc~cl~allger to provide heatillg oE CJaSeS ill -the COmbUStiOIl chamber during the compression cycle. Fuel is fed into the combustion chamber by means of a carburetor like or an iniection like system of fuel supply via an intake manifold and intake valve arrangement. An air inlet is provided -to permit atmospheric air to flow directly into the combustion chamber whenever the intake valve opens precedin`g delivery of -the fuel to the combustion chamber to cause substantially fuel free air to be drawn into the combustion chamber ahead of the fuel charge.
For a complete understanding of the nature and f~atures of an embodilllent of the invention, reference sllould be made to the following detailed description ta~en in connection with the accompanying drawings wherein:
Figure 1 shows a pressure-volume diagram of the Otto cycle.
- Figure 2 shows a pressure-volume diagxam oE the Diesel cycle.
2;5~
Figure 3 shows a pressure-volwne diagram of the heat balancecl cycle.
Figure 4 is a cliagra~natic representation of the -7a-`'3 ~
inventive apparatus installed in an internal combus-tion encJine .
Figures ~a and 4b are diagrammatic representa-tions of pressure exchan~e cap shape.
I;`igllre 5 (~-G) are ill~lstrations of the scqucllce - of operation of a heat balanced pressure exchange engine cycle.
Figure 6 is a diagrammatic representation of the inventive apparatus installed in a rotating internal combustion engine.
FicJure 7 is a partial cross-sectional view of the rotor showincJ construction fea-tures of the balancing chamber or reservoir.
A comparison of the three ideal gas cycles, Otto cycle, Diesel cycle and hea-t balanced cycle, follows to provide a better understanding of -the heat balanced cycle technique uti~ized in operation of an in-ternal combustion encJine .
- Referring now to the graph of Fi~ure 1, that illustrates a simplified ideal pressure ~olume diagram o~ an internal comhustion cycle known in the art as the constant volume or Otto cycle. S-tartin~ at point a, air at atmospheric pressure is compressed adiabatically in a cvlinder to point b, heated at constant volume to point c, allowed to expancl adiabatically to point d, and cooled at constant volume to a point a, after which the cycle ls - repeated. Line ab corresponds, e.g., to the compression stroke, bc to the chamical heat inpu= by conversion of .
.
,.~- .
chemical energy to thermal potential, cd to the working stroke, and da to the exhaust of an internal combustion engine. Vl and V2, are respectively the maximum and minimum volumes of air in -the cylinder. The ratio of Vl/V2 is -8a-compression r~tio of the internal combustion engine.
The heat input Q to the cycle is the quantity of heat supplied at cons-tant volume along the line bc~ The LQ e~haust heat, representing the quantity of loss of heat, is removed along da. The following simplified `~ equations represent~ the efficiency of the Otto cycle:
(1) Q = heat added at constant volume LQ = rejected heat (2~ nOtto = AQ ~ LQ
1 o n Otto = efficiency Reference should now be made to Figure 2 which illus- -trates a Diesel cycle of an internal combustion engine for an understanding of its operation with respect to the operation o~ the Otto cycle explained above. The idealized lS air-Diesel cycle starting at point a, air is compressed adiabatically to point b, heated at constant pressure to point c, expanded adiabatically to point d, and cool~d at constant volume to point a. Since there is no fuel in the cylinder of a Diesel engine on the compression stroke, preignition cannot occur and the compression ratios may be much higher than that of an internal combustion engine operating on the Otto cycle. Therefore, somewhat higher efficiencies can be obtained than those obtained for the Otto cycle. The following simplified equations define 2~ the various parameters o~ the Diesel engine cycle:
and which further cause increases in HC and CO emissions.
These increased HC and Co emissions must be cleared up by expensive catalytic converters which in turn require unleaded fuels.
Continued distortion of the combustion process in internal combustion engines can only result in a hodge-po~ge of engine control devices that increase engine manu-~acturing cost and result in low engine performance with low fuel economy.
Realization in both industry and the government that internal combustion engines will require drastic design changes to achieve permissible government pollution standards has resulted in considerable developmental ef~orts to inves-tigate the combustion process. These e~orts have resulted in various techniques such as changing the size and shape of -the combustion chamber, relocation of the spark within the combustion chamber, the use of multiple-source ignition schemes and the use of stratified charge designed combustion chambers.
Various modifications of a combustion chamber shape into a hemispherical chambers with changes in conventional spark locations by designing spark plugs with extended gap designs has reduced HC emissions but this design has mechanical manufacturing difficulties that far outweigh the amount of reduced emissions obtained.
; Another technique presently being utilized is the use of a multiple-source ignition configuration to cause -` creation of a torch-like flame to shoot into a homogeneous-. , . `, . . . . .
. .
- - -. . . . .
'-~3~
lean air/fuel mixture within the combustion chamber with the torch fueled by the same fuel as the main chamber. The torch ignition mixture is mechanically separated from the main chamber by an antechamber constructed in the engine head to open into the main combustion chamber.
Another popular scheme is the stratified charge engine (SC~ con~iguration which can have numerous varia-tions. The basic idea of the SC engine involves introduction o~ a rich, easil~ ignitable mixture in the vicinity of the spark plug and a very lean mixture throughout the rest o~
the chamber, so as to have a differing air/fuel ratio in various areas within the cylinder chamber, rich in some lean in others, with the resulting overall air/fuel ratio considerably leaner than stoichiometric. The burning takes place in stages with a small volume of rich air/fuel mixture being ignited first to create a flame that spreads out into the combustion chamber charged with very lean air/fuel mixture causiny ignition o~ these areas more thoroughly and burning them more completely than in conventional internal combustion engines.
The above are a few of the more pertinent de~ices o~ the numerous proposals that have been set forth to reduce pollution and increase engine and fuel performance. Each has some distinct disadvantage because of lts interaction with other engine parameters inherent in the Otto cycle or diesel cycle engine. In view of this there has been created a need in the industry o~ an internal combustlon engine operating on a gas cycle that has the char~cteristics 2~
of the Otto cycle but which has a process of combustion that is time controlled and will operate with the advan~
ta~e of hi~h compression ratio and fuel rich air ratios with the efficiency and total fuel oxidation of the diesel without its disadvantages of high pressure, high temperature and knock :tendency.
AccordincJly, the present invention has been developed to overcome the specific shortcomings of the above known and similar techniques.and to provide an improved apparatus and technique for generating a heat balanced cycle for internal combustion engines with per-formance, pollution characteristics, and a multifuel burning capability that is not present nor possible with conventional Otto or diesel cycle engines.
The present invention, in its broadest aspect, comprises an improvement for an interna~ combustion engine including a reciprocating piston having a working face moving within a variable volume cylinder that includes a combustion chamber, the working face of the piston located towards said combustion chamber, the improvement comprising:
a fixed volume air chamber located next to the work-ng face of the piston and separated from the combustion chamber at its upper reglon solely by a circumferential gap extending between the working fac~ of -the piston and the adjacent cylinder s.idewall, the gap arranged to permit continuous controlled exchange of compression shock and expansion wave energy between the combustion and air chambers during a combustion reaction of fuel and air in the combustion .
, GZ~i chamber, the length of the air chamber extending along at least a portion of the circumference of the piston beneath its working face and having a radially inner sidewall including a generally sloping portion that e~tends from the piston side edge of thc gap towards the bottom area of the air chamber, said inner sidewall being continuous and uninterrupted over -the entire length of said air chamber, and said sloping portion continuously diverging away from the adjacent cylinder sidewall over its respective length.
. -4a-The general purpose of the invention is -to pro-vide a technique and apparatus to refine the Otto cycle of present internal combustion engines to operate on a heat balanced with pressure exchange cycle that has a time dependent process of combustion for improving engine per-formance and ellminating exhaust pollutants. A balancing chamber or air reservoir is provided that is in communica-j~ tion with the combustion charnber of the internal combus-tion engine through a carefully designed gap; this chamber and gap allows pressure exchange operation on the compres-sion and power stroke of the piston independently of average pressure in the combustion chamber, and through-out the combustion reaction. On the admission or intake stroke, air and fuel are sequentially directly admitted via a valving arrangement into the combustion chamber.
The decrease in pressure caused by atmospheric pressure ; and the receding ~ 5~
piston draws the air and fuel into the combustion chamber with a non-homogeneous charge of fuel and air, that is fuel rich at the top and virtually air a-t the bottom.
~s compression starts,the air, with slight possible fuel contamination, is forced into the balancing chamber via the c~ap, increasing the pressure within the balancing chamber or reservoir as the pressure increases in the combustion chamber by the piston moving toward l'DC. At i~nition ancl burning of the locally fuel-rich mixture the reaction rate is so fast as to drive at quasi con-stant volume (compression) shock wave across the combus-tion chamber and through the gap into the balancin~ cham-ber or reservoir. Simultaneously, expansion waves from the reflected shock waves propagate back across the com-bustion chamber causing a pressure imbalance between thecombustion and reservoir chambers. The air in the reservoir chamber flows out into the combustion chamber throuclh the gap for replenishing the air within the com-bustion chamber for sustainlng complete combustion of the fuel. These expansion-compression waves interact through-out the combustion event and act in an oscillatory manner to clraw or pump air from -the reservoir chamber into the combustion chamber a substantial number of times. An addltional effect of the alternating expansion-compres-sion waves is to cause stirring at the combustion zoneat supersonic througll sonie speeds. Passage o~ weak shock waves in-to the combustion chamber will fractionate the fuel particles, effectively atomizing them for rapid ~ 5 Eii combustion and thus elimina-tes the need of atomization of fuel by carburetors or like devices as fuel -6a-, . . .
is drawn in the combustion chamber.
The reservoir in the combustion chamber is formed by providing a radially extending lip centrally suppor-ted on the piston at a predetermined distance from the piston ~op surface. The peripheral dimension of the lip is slightly less than the diameter of the cylinder in which the piston is disposed so as to form a narrow spaced gap or passageway between -the peripheral edge of the lip and the cylinder wall surface. The lip is heated by the burn-ing gases during the combustion cycle and acts as a heatc~cl~allger to provide heatillg oE CJaSeS ill -the COmbUStiOIl chamber during the compression cycle. Fuel is fed into the combustion chamber by means of a carburetor like or an iniection like system of fuel supply via an intake manifold and intake valve arrangement. An air inlet is provided -to permit atmospheric air to flow directly into the combustion chamber whenever the intake valve opens precedin`g delivery of -the fuel to the combustion chamber to cause substantially fuel free air to be drawn into the combustion chamber ahead of the fuel charge.
For a complete understanding of the nature and f~atures of an embodilllent of the invention, reference sllould be made to the following detailed description ta~en in connection with the accompanying drawings wherein:
Figure 1 shows a pressure-volume diagram of the Otto cycle.
- Figure 2 shows a pressure-volume diagxam oE the Diesel cycle.
2;5~
Figure 3 shows a pressure-volwne diagram of the heat balancecl cycle.
Figure 4 is a cliagra~natic representation of the -7a-`'3 ~
inventive apparatus installed in an internal combus-tion encJine .
Figures ~a and 4b are diagrammatic representa-tions of pressure exchan~e cap shape.
I;`igllre 5 (~-G) are ill~lstrations of the scqucllce - of operation of a heat balanced pressure exchange engine cycle.
Figure 6 is a diagrammatic representation of the inventive apparatus installed in a rotating internal combustion engine.
FicJure 7 is a partial cross-sectional view of the rotor showincJ construction fea-tures of the balancing chamber or reservoir.
A comparison of the three ideal gas cycles, Otto cycle, Diesel cycle and hea-t balanced cycle, follows to provide a better understanding of -the heat balanced cycle technique uti~ized in operation of an in-ternal combustion encJine .
- Referring now to the graph of Fi~ure 1, that illustrates a simplified ideal pressure ~olume diagram o~ an internal comhustion cycle known in the art as the constant volume or Otto cycle. S-tartin~ at point a, air at atmospheric pressure is compressed adiabatically in a cvlinder to point b, heated at constant volume to point c, allowed to expancl adiabatically to point d, and cooled at constant volume to a point a, after which the cycle ls - repeated. Line ab corresponds, e.g., to the compression stroke, bc to the chamical heat inpu= by conversion of .
.
,.~- .
chemical energy to thermal potential, cd to the working stroke, and da to the exhaust of an internal combustion engine. Vl and V2, are respectively the maximum and minimum volumes of air in -the cylinder. The ratio of Vl/V2 is -8a-compression r~tio of the internal combustion engine.
The heat input Q to the cycle is the quantity of heat supplied at cons-tant volume along the line bc~ The LQ e~haust heat, representing the quantity of loss of heat, is removed along da. The following simplified `~ equations represent~ the efficiency of the Otto cycle:
(1) Q = heat added at constant volume LQ = rejected heat (2~ nOtto = AQ ~ LQ
1 o n Otto = efficiency Reference should now be made to Figure 2 which illus- -trates a Diesel cycle of an internal combustion engine for an understanding of its operation with respect to the operation o~ the Otto cycle explained above. The idealized lS air-Diesel cycle starting at point a, air is compressed adiabatically to point b, heated at constant pressure to point c, expanded adiabatically to point d, and cool~d at constant volume to point a. Since there is no fuel in the cylinder of a Diesel engine on the compression stroke, preignition cannot occur and the compression ratios may be much higher than that of an internal combustion engine operating on the Otto cycle. Therefore, somewhat higher efficiencies can be obtained than those obtained for the Otto cycle. The following simplified equations define 2~ the various parameters o~ the Diesel engine cycle:
(3) Q = heat added a-t a constant pressure LQ = heat rejected BQ - LQ
(4) ~Diesel = BQ
~Diesel = efficiency The heat balanced cycle is illustrated by the pressure-volume diagram of Figure 3 drawn from the same heat input S Q. Line ab corresponds to the adiabatic compression bcc' shows the addition of heat with bc corresponding to the part of the heat added at constant volume and cc' to the remaining heat at constant pressure, c'd is the adiabatic expansion and da the exhaust. ~eference to the diagram shows, the quantity of heat Q, added is now divided into two heat quantities, AQ at a constant volume and BQ at a constant pressure, thus maintaining the same quantity of heat Q except that this parameter is divided into two events.
The following simplified equations set forth the relationship of the operating parameters of the heat balanced cycle:
(5~ AQ + BQ = Q
AQ is heat added at a constant volume BQ is heat added at a constant pressure T~erefore:
(6) A ~ B = 1 The balancing ratio is defined as (7) ~ = A
therefore, (8) ~ and ~
The Otto cycle is the limit when A is 1 and the Diesel cycle is the limit when A = O. The variation oE ~ will combine the Otto and Diesel cycles. The efficiency of the , heat balanced cycle ls expressed as:
(9) n = Q ~ LQ = AQ+BQ-L[AO]-L[BQ]
Ao - L~AQ] BQ _ L[BQ]
n ~ Q
n = A AQ - L[QA] BQ - LlBQ]
AQ - L~AQ] sQ - L~nB]
n ~ = - Q + ~- Q
tlO) n~ = A AQ A L[QA] + B BQ - L~QB]
Referring to the efficiency of ~he cycles, ~ = AnV + Bnp;
n = 1 (1) n = 1 (1 ) ~P3~ l Calling v = ~p ~ k and r~ = v.r.
The efficiency of the Controlled heat balaneed cycle is :
(l)X~ (l) k-l aB ~ 1 The effieiency limits of the heat balanced cycle are those of the Otto and Diesel cycles with the same design eompression ratio, or:
~l~ k-l n~ r) when ~ or A ~ 1, Otto cycle ( ) k(a ~ when~ or A -~ O Di . . . ~
Referring now to the drawiny of Figure 4, that shows a diagrammatic representation of an embodiment of a balancing chamber or reservoir formed on a piston for refining the Otto cycle of an internal combustion engine
~Diesel = efficiency The heat balanced cycle is illustrated by the pressure-volume diagram of Figure 3 drawn from the same heat input S Q. Line ab corresponds to the adiabatic compression bcc' shows the addition of heat with bc corresponding to the part of the heat added at constant volume and cc' to the remaining heat at constant pressure, c'd is the adiabatic expansion and da the exhaust. ~eference to the diagram shows, the quantity of heat Q, added is now divided into two heat quantities, AQ at a constant volume and BQ at a constant pressure, thus maintaining the same quantity of heat Q except that this parameter is divided into two events.
The following simplified equations set forth the relationship of the operating parameters of the heat balanced cycle:
(5~ AQ + BQ = Q
AQ is heat added at a constant volume BQ is heat added at a constant pressure T~erefore:
(6) A ~ B = 1 The balancing ratio is defined as (7) ~ = A
therefore, (8) ~ and ~
The Otto cycle is the limit when A is 1 and the Diesel cycle is the limit when A = O. The variation oE ~ will combine the Otto and Diesel cycles. The efficiency of the , heat balanced cycle ls expressed as:
(9) n = Q ~ LQ = AQ+BQ-L[AO]-L[BQ]
Ao - L~AQ] BQ _ L[BQ]
n ~ Q
n = A AQ - L[QA] BQ - LlBQ]
AQ - L~AQ] sQ - L~nB]
n ~ = - Q + ~- Q
tlO) n~ = A AQ A L[QA] + B BQ - L~QB]
Referring to the efficiency of ~he cycles, ~ = AnV + Bnp;
n = 1 (1) n = 1 (1 ) ~P3~ l Calling v = ~p ~ k and r~ = v.r.
The efficiency of the Controlled heat balaneed cycle is :
(l)X~ (l) k-l aB ~ 1 The effieiency limits of the heat balanced cycle are those of the Otto and Diesel cycles with the same design eompression ratio, or:
~l~ k-l n~ r) when ~ or A ~ 1, Otto cycle ( ) k(a ~ when~ or A -~ O Di . . . ~
Referring now to the drawiny of Figure 4, that shows a diagrammatic representation of an embodiment of a balancing chamber or reservoir formed on a piston for refining the Otto cycle of an internal combustion engine
5 to function on a heat balanced with pressure exchange ~our stro~e cycle. An engine housing or block 10 forms a cham-ber for a reciprocating piston 14 that is attached by means of wrist pin 13 to connecting rod 11. A crankshaft 12 is coupled to connecting rod 11 by means of a journal bearing to permit reciprocating motion of piston 14 to be transformed into rotating mechanical energy that may be utilized to drive machinery,an automobile or li~e device, for providing work output.
The inner wall of enyine housing 10, adjacent the wall or piston 1~, forms a cylinder wall 36 that is in contact with rings 15 to provide a gas pressure tight seal between m,oving piston 14 and cylinder wall 36 to prevent the escape of high pressure gases generated by burniny fuel in variable volume combustion chamber 38.
Attached to engine housing 10 is cylinder head 37 form-ing a closed combust~on chamher between the uppermost portion of housing 10 and the inner recessed portions of the head. Cyl;nder head 37 has two ports, exhaust and intake, that open and close by means of operation of exhaust valve 23 and intake valve 28 arranyements, respectively. These valves are opened and closed in time sequence with the reciprocating movement of piston 14 by means of valve lif~ers, push rods, camshafts, and the :i, ,, like, not shown, to allow the in-ternal combustion engine to operate on a four stroke Otto cycle.
-12a-Attached to cylinder head 37 is an intake manifold 27 that forms a closed passageway for allowing the flow of fuel and atmospheric air to combustion chamber 38. An air filter 33 is provided to filter air entering a carburetor like device 29 through venturi 35, that has nozzle or port 41 attached to fuel ~ontainer 32 via a valve and fuel line 31. Air flo~ing through venturi 35 creates a vacuum to draw fuel from fuel container 32 into combustion chamber 38. Carburetor like device 29 may be replaced by other Euel delivery devices, such as fuel injectors or like devices, known to those skilled in the art. A throttle plate 34 attached to a linkage arrangement, not shown, controls the amount of vacuum through venturi 35 by restricting air flow through the venturi for controlling the amount of fuel d~livered to the engil1e. An additional linkage arrangementl now shown, may be coupled to control air flow through air inlet 26 to further control the amount of atmosphexic air delivered to the engine during its operation. Air inlet 25, open to atmospheric air, permits a large volume of air to be delivered to combustion chamber 38 on the intake stroke of the engine prior to delivery of any fuel laden air charge. This air vent is positioned adjacent intake valve 28, as shown, but may be located at any ` f ,~t;J~
`~, position between carburetor device 29, a fuel ~e~t~r or other fuel deliverying device, and the intake valve port of intake valve 28.
A spark pl.ug 24 is attached in cylinder head 37 in a conventional manner, and operates to deliver an electric .
voltage to create a spark ln combustion chamber 3~ in proper timing sequence with other engine elemen-ts to ig-nite fuel within combustion chamber 38, for creating power to drive piston ]4.
A cap like element 19 is centrally attached to piston 14 at its surface face by means of a rivet~ bolt or like fastening device. This cap like portion 19 is of mushroom-like shape with a thickened cylindrical stalk-like center portion that has one of its circular face sur-faces in contact with the circular surface of piston 14.
Integral with the other circular surface of stem-like portion 17 is a relatively thin, radially extending cylin-drical lip 20 having a periphery that is spaced a pre-determined distance from cylinder wall 36 to form a gap 18. ~he remaining exposed surface of piston 14, the dimensional height of the stem-like portion 17, and inner surface of lip 20, form a chamber 16 open to the combus-tion chamber by the clearance gap or passageway 18, de-fined by the inner cylinder wall surface and the edge of lip 20 which may extend the entire outer peripheral distallce of tGp 20 or some predetermined portion, thereof.
Chamber 16 is sealed on its lower side by means o piston rings 15~ The reservoir 16 is thus formed by a portion of tlle top surface of piston 14, an inner surface portion of lip 20, the cylinder sidewall, and the cylindrical wall of stem element 17, and communicates with the combustion chamber through the gap 18.
Although cap like e]ement 19 is described as 1~62, ~ ~
fastened to the piston it is to be understood that cap 19 may be integral with piston 19 and the chamber may be machined or shaped in the piston in the same manner as piston ring grooves. Additionally, it is to be under-stood that although -14a-chamber 16 is shown as formed with parallel sides, the underside of the lip 20 may besloped radially inwardly and downwardly towards the piston top as shown at 42 in Figure 4A or constructed with diametrically opposing sides to form a balancing chamber or reservoir 16 with-out departing from the spirit of the invention. Figures 4A and 4B show cap configurations and combustion chamber geometries, as well as volumes A and B of the combustion chamber at minimum volume and reservoir chamber volume, respectively. As seen in Figure ~A, the reservoir 16 is located just below the working face of the pis-ton and cap (the upper sur~ace of the assembly) and gap 1~ ex-tends circumferentially around at least partially about the piston circumference. For the sake of reference terminology, the "length" of the air chamber 16 and gap 18 is measured along the cylinder circumference, while the "width" is measured across the gap from the cap edge to the cylinder wall. The sloping wall 42 is continuous and uninterrupted along its "length" (in a circurnferential sense) and continuously diverges away from the adjacent cylinder sidewall.
The principle o~ operation of an internal com-bustion engine on the heat balanced-pressure exchange cycle may be best understood by reference to Figuxe 3 which shows a p-v diagram of the ideal theoretical heat balanced-pressure exchange cycle and Figure 5 (A through G) that illustrates the operating sequence of an embodiment of a heat balanced-pressure exchange engine cycle during i-ts four stroke operation. Figure 5A illustrates piston 14 completin~ an exhaust stroke wi-th the exhaust valve 23 about to close, with piston 14 moving upward forcing the S flow of burned gases, depicted by arrows, out through the exhaust valve po.rt through a passageway in exhaust manifold 22. At this point intake valve 28 is closed and no air or fuel is flowing through intake manifold passage-way 27. Air vent 26 located adjacent the inlet valve port has allowed a charge of fuel ~ree air at atmospheric pres-sure to fill the entire volume of the intake passageway in the intake manifold up to and through venturi 35. As intake valve 28 opens, best shown with reference to Figure 5B, piston 14 positioned near top dead center (TDC) moves downwardly enlarging the space at the top of the cylinder, atmospheric air pressure and a decrease in air pressure due to the receding piston draws an inflow o~ air filling the space in the cylinder. The inflow of air first enter-ing the combustion chamber 38 is the charge of air within the -15a-. . ~ ,.
~6~
intake manifold passageway that ls replenished somewhat by air vent 26 beEore sufficient vacuum is generated in venturi 35 to next draw a charge of rich fuel laden air into the cylinder chamber, after the air has first been admitted. As the piston reaches its lowest posi-tion, bottom dead center (BDC), the cylinder space has been filled with a charge varying from rich in fuel near the top to substantially fuel-free near the cap 19 and with-in reservoir 16 As piston 14 reaches its lowermost point of travel within the cylinder, (BDC), the pressure inside the cylinder is still less than atmospheric pressure and additional air and fuel can enter the cylinder, even after the cylinder begins to move upward. Therefore, the intake valve 26 does not close until the crankshaft arm 11 is a predetermined amount of travel past BDC; this is best shown by the illustration of Figure 5C.
After the intake stroke, best shown by reference to Figure 5D, both valves (23,28) are closed and piston 14 moves upward on the cornpression stro~e. Piston 14 compresses and heats the air and fuel in the combustion and reservoir chambers. Throughout the upward movement of piston 14, an accumulation of air with possible slight fuel content occurs in reservoir 16 due to s]ight dif-fusion of fuel through the charge. The air in reservoir16, however, is still maintalned suhstantially fuel-Eree and outside flammability lirnits throughout the cycle.
During operation of the engine, the burning gases heat ~"Y
cap 19 which acts as a heat exchanger and causes heatlng :
of the -16a-~$ ~ '3~
air and fuel charge during compressi,on as the charge flows over and around it, thus providing additional heating of the gases.
Figure 5E illustrates the initiation of combus-tion with piston 14 near TDC and both valves closed.
Piston 14 has compressed the air/fuel charge to give ~reater force to the expanding gases when combustion ~ignition of the fuel) takes place. At this point, a spark ignites the fuel of the charge and it reacts with immediately available oxygen with an explosive force tending to drive piston 14 downward and expand the com-bustion chamber as the pressure in the combustion chamber increases. The pressure increase at quasi-constant volume (combustion) shown as line bc in Figure 3, generates and drives compression (pressure) shock waves across the com-bustion chamber and into reservoir 16, via passageway 18, momentarily co~,mpressing the air in the reservoir 16 against its internal walls. Simultaneously, the expansion ~aves created by interaction of reflected shock waves and ~0 the combustion front propagate in a reverse direction into the space between the'top of cap 19 and cylinder head 37 momentarily decreasing the pressure in combus-tion chamber 38, particularly near -the gap. A pressure imba]ance in the gap area occurs due to the shock compression of the very lean substantially fuel free air in reservoir 16 to p~-essures greater than local pressure in combustion chamber 38, causing the air within chamber 16 -to flow out via passa~eway 18 into combustion chamber 3~, in which a `` ~agli~6Z~
pressure imbalance has occurred. This condition is illustrated with reference to Figure 5F which shows outflow of the heated shock compressed air from reser-voir 16 via passageway 18 into combustion chamber 38 during the compression event. The pressure imbalance condition occurs as a time dependent process and even thou~h the avera~e pressure in the combustion chamber may be higher than the average pressure in the reservoir chamber. The nature of the interaction of shock and expansion waves is such that the pressure imbalance is expected to be locali~ed along the gap area 18.
-17a-r ~
The interaction of the reservoir and the com-bustion chamber is crucially impor-tant for proper heat balanced-pressure exchange engine operation. To provide the necessary oscillating action of the compression and expansion waves during combustion of the fuel as they successively interact within the combustion zone and to provide a pumping action to force substantially fuel free air from chamber 16 requires certain dimensional interrelationship of combustion chamber volume A (at minimum volume), reservoir chamber volume B and passage-way 18 (Figures 4A and 4B) for a par.icular engine con-figuration. In an internal combustion engine the volu-metric balancing ratio of B/~ is normally in a range of fxom .20 to 3. The passageway opening 18 should be .05 to .200 in. (1.27-5.08 mm) measured across its narrow dimension. The lower value typical for standard size cylinder of automobile engines, the higher value tvpical for compression ignitlon engines. The gap, however, must be capable of permitting controlled pas-~0 sage of the oscillating shock waves intO and out of thereservoir, to permit controlled pressure imbalances to occur across the gap, and to control the rate of flow of o~ygen through the gap from the reservoir chamber in response to the fluctuating pressure imbalances, so that o~ygen will be supplied to the combustion chamber in controlled amounts entirely throughout the combustion event, quite independently of overall average pressure conditions in -the cornbustion chamber, or piston position, in the manner of a pumping action.
Table 1 sets forth the pressures and tempera-tures present at designated points on the pressure-volume curves of Figures 1 and 3 in comparison of two identical engines; one operating on a heat balanced cycle and the other on an Otto cycle. The compression ratio selected (y ) was 8 to 1.
-18a-Otto Cycle : Heat Balanced Cycle = o r= 8 ~ = .43 _ .. __ _-- -- -- ' -- -- T--State : Psia : T R : Psia : T R : State S a14.7 600 14.7 600 a a240 1200 240 1200 b e1000 4980 670 2800 e : 670 3070 e' A two-stroke engine cycle that has a similar eombustion cycle as the four stroke but that requires only one revolution of the crankshaft can also be modi-fied to operate on a heat balanced cycle.
The compression stroke of the working piston draws a fresh supply of air into -the crankcase. On the next compression stroke this air is compressed in the combustion chamber and fuel is la-ter injected into the combustion chamber, A cap structurally similar to the one described above operates in the same manner to sustain combustion during the burning of fuel-air charge in the eombustion chamber to cause the engine cycle to be refined to a heat balanced cycle.
The described apparatus used to modify recipro-cating internal combustion engines, that is, to produce power by pistons moving up and down in cylinders for driving a crankshaft which ehanges the up and-down motion to rotary motion, may also be used to improve performance of rotary engines; that is, engines in which power is produced by the action of a rotor -turning inside an oval shaped combustion chamber, e.g. the WA~KLE engine.
-The conventional piston is replaced with a three-sided rotor 60, best shown wi~h reference to Figure 6.
Rotor combustion pockets are rotated past an intake port 51, a spark plug 61 and an exhaust port 67 tQ cause rotating' combustion.- The combustion cycle Eollows the familiar pattern of the conventional four-stroke-cycle, Otto cycle, of an internal combustion engine in the sequence of eventsintake, compression, power and exhaust, as shown in the pressure-volume graph illustrated in Figure 1. Modification of the engine with reservoirs will reine i~s cycle so that it operates on a heat balanced pressure exchange cycle, illustrate~
in Figure 3, in a sïmilar manner as the explanation above with respect to the the reciprocating engine.
Figure 6 illustrates a rotary engine 50 having a rotor 60 that has been modified with a reservoir 66. The -reservoir 66 is formed by partial closing of the normal depressions 68 in the rotor 60 with a shaped plate like member 63, or cap, that extends across d~pression 68, bes~ shswn with reference to Figure 7. An opening or passageway 64 is formed by a surface of the cup-like depression and an elongated lip-- like projection 7~ formed on one edge of plate member 63.
`: 5 Lip-like portion projects inwardly toward the depression to form a tapered restricted opening defining a passageway at ~ne mouth of balancing chamber 66. A substantially smaller opening 65 is located at the rear of reservoir 66 so that the reservoir 66 has a half circle seqmental cross-sectional area that tapers gradually in extending Erom lip 71 to opening 65~ It is to be understood,, .. . _. ....... . .. :.. .. .. _ __ . ........................... .
, ;,t~fi that other shaped chambers may be used as long as the balancing ratio of the volumes, formula 7, is considered.
Although only a single reservoir is shown on rotor 60, it is to be understood that a reservoir of similar design is positioned on each of the other two rotor lobes shown A shaft 62 with appropriate internal and external gearing is connected to rotor 60 for transmission of power to an external load.
Rotary engine 50 has two ported openings, intake 51 and exhaust 67, or intake and exhaust of gases, respectively.
An intake tubular passage 49 formed with a venturi section 48 is attached to the housing of engine 50 and has its other end open to atmospheric air by means of a fil-ter 43~ A fuel supply tank 44 attached by means of fuel line 45 to extend adjacent to venturi 48 draws fuel into engine 50 by a lowered pressure area caused by air flow through venturi 48. An additional air vent 47, closed by filter 46 is positioned between the inlet port 51 and fuel port for supply of atmospheric air to passageway 49. It is -to be understood that other fuel supply means such as fuel ejectors or like fuel delivery devices may be used for supplying fuel to rotary engine 50.
In operation, rotor -~ revolves around its own geometric center; at the same time, internal gears 62, L~
within rotor ~, move its center in an eccentric path.
The result ls all three corners of the rotor lobes are in constant contact with the houlsing walls. A5 rotor ~
re~olves, the three rotor lobes form three moving combustion
The inner wall of enyine housing 10, adjacent the wall or piston 1~, forms a cylinder wall 36 that is in contact with rings 15 to provide a gas pressure tight seal between m,oving piston 14 and cylinder wall 36 to prevent the escape of high pressure gases generated by burniny fuel in variable volume combustion chamber 38.
Attached to engine housing 10 is cylinder head 37 form-ing a closed combust~on chamher between the uppermost portion of housing 10 and the inner recessed portions of the head. Cyl;nder head 37 has two ports, exhaust and intake, that open and close by means of operation of exhaust valve 23 and intake valve 28 arranyements, respectively. These valves are opened and closed in time sequence with the reciprocating movement of piston 14 by means of valve lif~ers, push rods, camshafts, and the :i, ,, like, not shown, to allow the in-ternal combustion engine to operate on a four stroke Otto cycle.
-12a-Attached to cylinder head 37 is an intake manifold 27 that forms a closed passageway for allowing the flow of fuel and atmospheric air to combustion chamber 38. An air filter 33 is provided to filter air entering a carburetor like device 29 through venturi 35, that has nozzle or port 41 attached to fuel ~ontainer 32 via a valve and fuel line 31. Air flo~ing through venturi 35 creates a vacuum to draw fuel from fuel container 32 into combustion chamber 38. Carburetor like device 29 may be replaced by other Euel delivery devices, such as fuel injectors or like devices, known to those skilled in the art. A throttle plate 34 attached to a linkage arrangement, not shown, controls the amount of vacuum through venturi 35 by restricting air flow through the venturi for controlling the amount of fuel d~livered to the engil1e. An additional linkage arrangementl now shown, may be coupled to control air flow through air inlet 26 to further control the amount of atmosphexic air delivered to the engine during its operation. Air inlet 25, open to atmospheric air, permits a large volume of air to be delivered to combustion chamber 38 on the intake stroke of the engine prior to delivery of any fuel laden air charge. This air vent is positioned adjacent intake valve 28, as shown, but may be located at any ` f ,~t;J~
`~, position between carburetor device 29, a fuel ~e~t~r or other fuel deliverying device, and the intake valve port of intake valve 28.
A spark pl.ug 24 is attached in cylinder head 37 in a conventional manner, and operates to deliver an electric .
voltage to create a spark ln combustion chamber 3~ in proper timing sequence with other engine elemen-ts to ig-nite fuel within combustion chamber 38, for creating power to drive piston ]4.
A cap like element 19 is centrally attached to piston 14 at its surface face by means of a rivet~ bolt or like fastening device. This cap like portion 19 is of mushroom-like shape with a thickened cylindrical stalk-like center portion that has one of its circular face sur-faces in contact with the circular surface of piston 14.
Integral with the other circular surface of stem-like portion 17 is a relatively thin, radially extending cylin-drical lip 20 having a periphery that is spaced a pre-determined distance from cylinder wall 36 to form a gap 18. ~he remaining exposed surface of piston 14, the dimensional height of the stem-like portion 17, and inner surface of lip 20, form a chamber 16 open to the combus-tion chamber by the clearance gap or passageway 18, de-fined by the inner cylinder wall surface and the edge of lip 20 which may extend the entire outer peripheral distallce of tGp 20 or some predetermined portion, thereof.
Chamber 16 is sealed on its lower side by means o piston rings 15~ The reservoir 16 is thus formed by a portion of tlle top surface of piston 14, an inner surface portion of lip 20, the cylinder sidewall, and the cylindrical wall of stem element 17, and communicates with the combustion chamber through the gap 18.
Although cap like e]ement 19 is described as 1~62, ~ ~
fastened to the piston it is to be understood that cap 19 may be integral with piston 19 and the chamber may be machined or shaped in the piston in the same manner as piston ring grooves. Additionally, it is to be under-stood that although -14a-chamber 16 is shown as formed with parallel sides, the underside of the lip 20 may besloped radially inwardly and downwardly towards the piston top as shown at 42 in Figure 4A or constructed with diametrically opposing sides to form a balancing chamber or reservoir 16 with-out departing from the spirit of the invention. Figures 4A and 4B show cap configurations and combustion chamber geometries, as well as volumes A and B of the combustion chamber at minimum volume and reservoir chamber volume, respectively. As seen in Figure ~A, the reservoir 16 is located just below the working face of the pis-ton and cap (the upper sur~ace of the assembly) and gap 1~ ex-tends circumferentially around at least partially about the piston circumference. For the sake of reference terminology, the "length" of the air chamber 16 and gap 18 is measured along the cylinder circumference, while the "width" is measured across the gap from the cap edge to the cylinder wall. The sloping wall 42 is continuous and uninterrupted along its "length" (in a circurnferential sense) and continuously diverges away from the adjacent cylinder sidewall.
The principle o~ operation of an internal com-bustion engine on the heat balanced-pressure exchange cycle may be best understood by reference to Figuxe 3 which shows a p-v diagram of the ideal theoretical heat balanced-pressure exchange cycle and Figure 5 (A through G) that illustrates the operating sequence of an embodiment of a heat balanced-pressure exchange engine cycle during i-ts four stroke operation. Figure 5A illustrates piston 14 completin~ an exhaust stroke wi-th the exhaust valve 23 about to close, with piston 14 moving upward forcing the S flow of burned gases, depicted by arrows, out through the exhaust valve po.rt through a passageway in exhaust manifold 22. At this point intake valve 28 is closed and no air or fuel is flowing through intake manifold passage-way 27. Air vent 26 located adjacent the inlet valve port has allowed a charge of fuel ~ree air at atmospheric pres-sure to fill the entire volume of the intake passageway in the intake manifold up to and through venturi 35. As intake valve 28 opens, best shown with reference to Figure 5B, piston 14 positioned near top dead center (TDC) moves downwardly enlarging the space at the top of the cylinder, atmospheric air pressure and a decrease in air pressure due to the receding piston draws an inflow o~ air filling the space in the cylinder. The inflow of air first enter-ing the combustion chamber 38 is the charge of air within the -15a-. . ~ ,.
~6~
intake manifold passageway that ls replenished somewhat by air vent 26 beEore sufficient vacuum is generated in venturi 35 to next draw a charge of rich fuel laden air into the cylinder chamber, after the air has first been admitted. As the piston reaches its lowest posi-tion, bottom dead center (BDC), the cylinder space has been filled with a charge varying from rich in fuel near the top to substantially fuel-free near the cap 19 and with-in reservoir 16 As piston 14 reaches its lowermost point of travel within the cylinder, (BDC), the pressure inside the cylinder is still less than atmospheric pressure and additional air and fuel can enter the cylinder, even after the cylinder begins to move upward. Therefore, the intake valve 26 does not close until the crankshaft arm 11 is a predetermined amount of travel past BDC; this is best shown by the illustration of Figure 5C.
After the intake stroke, best shown by reference to Figure 5D, both valves (23,28) are closed and piston 14 moves upward on the cornpression stro~e. Piston 14 compresses and heats the air and fuel in the combustion and reservoir chambers. Throughout the upward movement of piston 14, an accumulation of air with possible slight fuel content occurs in reservoir 16 due to s]ight dif-fusion of fuel through the charge. The air in reservoir16, however, is still maintalned suhstantially fuel-Eree and outside flammability lirnits throughout the cycle.
During operation of the engine, the burning gases heat ~"Y
cap 19 which acts as a heat exchanger and causes heatlng :
of the -16a-~$ ~ '3~
air and fuel charge during compressi,on as the charge flows over and around it, thus providing additional heating of the gases.
Figure 5E illustrates the initiation of combus-tion with piston 14 near TDC and both valves closed.
Piston 14 has compressed the air/fuel charge to give ~reater force to the expanding gases when combustion ~ignition of the fuel) takes place. At this point, a spark ignites the fuel of the charge and it reacts with immediately available oxygen with an explosive force tending to drive piston 14 downward and expand the com-bustion chamber as the pressure in the combustion chamber increases. The pressure increase at quasi-constant volume (combustion) shown as line bc in Figure 3, generates and drives compression (pressure) shock waves across the com-bustion chamber and into reservoir 16, via passageway 18, momentarily co~,mpressing the air in the reservoir 16 against its internal walls. Simultaneously, the expansion ~aves created by interaction of reflected shock waves and ~0 the combustion front propagate in a reverse direction into the space between the'top of cap 19 and cylinder head 37 momentarily decreasing the pressure in combus-tion chamber 38, particularly near -the gap. A pressure imba]ance in the gap area occurs due to the shock compression of the very lean substantially fuel free air in reservoir 16 to p~-essures greater than local pressure in combustion chamber 38, causing the air within chamber 16 -to flow out via passa~eway 18 into combustion chamber 3~, in which a `` ~agli~6Z~
pressure imbalance has occurred. This condition is illustrated with reference to Figure 5F which shows outflow of the heated shock compressed air from reser-voir 16 via passageway 18 into combustion chamber 38 during the compression event. The pressure imbalance condition occurs as a time dependent process and even thou~h the avera~e pressure in the combustion chamber may be higher than the average pressure in the reservoir chamber. The nature of the interaction of shock and expansion waves is such that the pressure imbalance is expected to be locali~ed along the gap area 18.
-17a-r ~
The interaction of the reservoir and the com-bustion chamber is crucially impor-tant for proper heat balanced-pressure exchange engine operation. To provide the necessary oscillating action of the compression and expansion waves during combustion of the fuel as they successively interact within the combustion zone and to provide a pumping action to force substantially fuel free air from chamber 16 requires certain dimensional interrelationship of combustion chamber volume A (at minimum volume), reservoir chamber volume B and passage-way 18 (Figures 4A and 4B) for a par.icular engine con-figuration. In an internal combustion engine the volu-metric balancing ratio of B/~ is normally in a range of fxom .20 to 3. The passageway opening 18 should be .05 to .200 in. (1.27-5.08 mm) measured across its narrow dimension. The lower value typical for standard size cylinder of automobile engines, the higher value tvpical for compression ignitlon engines. The gap, however, must be capable of permitting controlled pas-~0 sage of the oscillating shock waves intO and out of thereservoir, to permit controlled pressure imbalances to occur across the gap, and to control the rate of flow of o~ygen through the gap from the reservoir chamber in response to the fluctuating pressure imbalances, so that o~ygen will be supplied to the combustion chamber in controlled amounts entirely throughout the combustion event, quite independently of overall average pressure conditions in -the cornbustion chamber, or piston position, in the manner of a pumping action.
Table 1 sets forth the pressures and tempera-tures present at designated points on the pressure-volume curves of Figures 1 and 3 in comparison of two identical engines; one operating on a heat balanced cycle and the other on an Otto cycle. The compression ratio selected (y ) was 8 to 1.
-18a-Otto Cycle : Heat Balanced Cycle = o r= 8 ~ = .43 _ .. __ _-- -- -- ' -- -- T--State : Psia : T R : Psia : T R : State S a14.7 600 14.7 600 a a240 1200 240 1200 b e1000 4980 670 2800 e : 670 3070 e' A two-stroke engine cycle that has a similar eombustion cycle as the four stroke but that requires only one revolution of the crankshaft can also be modi-fied to operate on a heat balanced cycle.
The compression stroke of the working piston draws a fresh supply of air into -the crankcase. On the next compression stroke this air is compressed in the combustion chamber and fuel is la-ter injected into the combustion chamber, A cap structurally similar to the one described above operates in the same manner to sustain combustion during the burning of fuel-air charge in the eombustion chamber to cause the engine cycle to be refined to a heat balanced cycle.
The described apparatus used to modify recipro-cating internal combustion engines, that is, to produce power by pistons moving up and down in cylinders for driving a crankshaft which ehanges the up and-down motion to rotary motion, may also be used to improve performance of rotary engines; that is, engines in which power is produced by the action of a rotor -turning inside an oval shaped combustion chamber, e.g. the WA~KLE engine.
-The conventional piston is replaced with a three-sided rotor 60, best shown wi~h reference to Figure 6.
Rotor combustion pockets are rotated past an intake port 51, a spark plug 61 and an exhaust port 67 tQ cause rotating' combustion.- The combustion cycle Eollows the familiar pattern of the conventional four-stroke-cycle, Otto cycle, of an internal combustion engine in the sequence of eventsintake, compression, power and exhaust, as shown in the pressure-volume graph illustrated in Figure 1. Modification of the engine with reservoirs will reine i~s cycle so that it operates on a heat balanced pressure exchange cycle, illustrate~
in Figure 3, in a sïmilar manner as the explanation above with respect to the the reciprocating engine.
Figure 6 illustrates a rotary engine 50 having a rotor 60 that has been modified with a reservoir 66. The -reservoir 66 is formed by partial closing of the normal depressions 68 in the rotor 60 with a shaped plate like member 63, or cap, that extends across d~pression 68, bes~ shswn with reference to Figure 7. An opening or passageway 64 is formed by a surface of the cup-like depression and an elongated lip-- like projection 7~ formed on one edge of plate member 63.
`: 5 Lip-like portion projects inwardly toward the depression to form a tapered restricted opening defining a passageway at ~ne mouth of balancing chamber 66. A substantially smaller opening 65 is located at the rear of reservoir 66 so that the reservoir 66 has a half circle seqmental cross-sectional area that tapers gradually in extending Erom lip 71 to opening 65~ It is to be understood,, .. . _. ....... . .. :.. .. .. _ __ . ........................... .
, ;,t~fi that other shaped chambers may be used as long as the balancing ratio of the volumes, formula 7, is considered.
Although only a single reservoir is shown on rotor 60, it is to be understood that a reservoir of similar design is positioned on each of the other two rotor lobes shown A shaft 62 with appropriate internal and external gearing is connected to rotor 60 for transmission of power to an external load.
Rotary engine 50 has two ported openings, intake 51 and exhaust 67, or intake and exhaust of gases, respectively.
An intake tubular passage 49 formed with a venturi section 48 is attached to the housing of engine 50 and has its other end open to atmospheric air by means of a fil-ter 43~ A fuel supply tank 44 attached by means of fuel line 45 to extend adjacent to venturi 48 draws fuel into engine 50 by a lowered pressure area caused by air flow through venturi 48. An additional air vent 47, closed by filter 46 is positioned between the inlet port 51 and fuel port for supply of atmospheric air to passageway 49. It is -to be understood that other fuel supply means such as fuel ejectors or like fuel delivery devices may be used for supplying fuel to rotary engine 50.
In operation, rotor -~ revolves around its own geometric center; at the same time, internal gears 62, L~
within rotor ~, move its center in an eccentric path.
The result ls all three corners of the rotor lobes are in constant contact with the houlsing walls. A5 rotor ~
re~olves, the three rotor lobes form three moving combustion
6~
chambers that are constantly changing in volume. This action in each of the three combustion chambers brings about the intake, compression, power and exhaust effect that is similar to the four-stroke cycle of the recipro-cating engine.
Figure 6 illustrates the rotor 60 at intakestroke in the combustion chamber of the rotor lobes equipped with balancing chamber 66. The intake port 51 has been uncovered by moving rotor and the combustion cilamber beyins -to fill with air in passageway 49 and additional atmospheric air supplied by air vent 47.
Immediately thereafter, a fuel rich charge is supplied by means of venturi 48, fuel line 45 and air flowing through air filter 43. The first lean air in the com-bustion chamber flows in reservoir 66 and as the air-fuel charge continues to fill the combustion chamber the fuel rich air extends in a rich to lean mixture from the combustion housing to the rotor surface. As rotor 5b continues it closes the intake port 51 and -the combustion chamber contains the maximum air-fuel charge.
Continued rotation of the rotor decreases the volume of the combus-tion chamber, compressing the air-fuel charge and forcing air into the reservoir 66. A spark plug 61 ignites the compressed charge of gas causing expansion of the gases. Compression shock waves are driven into balancing chamber 66 across yap 18. At the same time the expansion waves created by interaction of reflec-ted shock waves and the combustion front propagate into the ~625~i;
comb~stion chamber. Because a pressure imbalancing occurs due to the shock waves the -22a-j, ;~,, 2~ir$
air within balancing chamber will flow through the gap in a regulated manner into the combustion chamber to supply air to sustain more complete burning. This oscillating action of compression-e~pansion continues a multiplicity of times throughout the combustion cycle and thus supplies air during the entire combustion cycle in timed sequential relationship with the turning of rotor 60 dependent on ratio of the volume of the combus-tion chamber with respect to the volume of the reservoir and the size of passageway 64. The action of the bal-ancing is to supply air and this air is such a lean mixture that no combustion of gases takes place in reservoir 66.
As can be seen from the above description, the present invention provides an apparatus and techniques for providlng control of pressure and temperature in the operation of an internal combustion engine either reci-procating or rotary of spark or compression ignition and two or four stroke configuration in a refined thermo-dynamic cycle by providing a balancin~ chamber and pas-sageway or gap parameters that have a relationship with the combustion chamber volume of the engine. Variation of these parameters within certain limits will allow an engine to operate on a balanced heat cycle that has many of the advantages of both the Otto and Diesel cycles with few or none of their disad~antages. In particular an engine operating on a balanced cycle has better oper-ating engine performance, overall engine speed and load conditions, better fuel economy and less emission of pollutants. These are some of the advantages not found in the prior art technique and devices mentioned -23a-above.
Obviously many modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within S the scope of the appended claims the inventi~n may be practiced o-therwise than as specifically described.
chambers that are constantly changing in volume. This action in each of the three combustion chambers brings about the intake, compression, power and exhaust effect that is similar to the four-stroke cycle of the recipro-cating engine.
Figure 6 illustrates the rotor 60 at intakestroke in the combustion chamber of the rotor lobes equipped with balancing chamber 66. The intake port 51 has been uncovered by moving rotor and the combustion cilamber beyins -to fill with air in passageway 49 and additional atmospheric air supplied by air vent 47.
Immediately thereafter, a fuel rich charge is supplied by means of venturi 48, fuel line 45 and air flowing through air filter 43. The first lean air in the com-bustion chamber flows in reservoir 66 and as the air-fuel charge continues to fill the combustion chamber the fuel rich air extends in a rich to lean mixture from the combustion housing to the rotor surface. As rotor 5b continues it closes the intake port 51 and -the combustion chamber contains the maximum air-fuel charge.
Continued rotation of the rotor decreases the volume of the combus-tion chamber, compressing the air-fuel charge and forcing air into the reservoir 66. A spark plug 61 ignites the compressed charge of gas causing expansion of the gases. Compression shock waves are driven into balancing chamber 66 across yap 18. At the same time the expansion waves created by interaction of reflec-ted shock waves and the combustion front propagate into the ~625~i;
comb~stion chamber. Because a pressure imbalancing occurs due to the shock waves the -22a-j, ;~,, 2~ir$
air within balancing chamber will flow through the gap in a regulated manner into the combustion chamber to supply air to sustain more complete burning. This oscillating action of compression-e~pansion continues a multiplicity of times throughout the combustion cycle and thus supplies air during the entire combustion cycle in timed sequential relationship with the turning of rotor 60 dependent on ratio of the volume of the combus-tion chamber with respect to the volume of the reservoir and the size of passageway 64. The action of the bal-ancing is to supply air and this air is such a lean mixture that no combustion of gases takes place in reservoir 66.
As can be seen from the above description, the present invention provides an apparatus and techniques for providlng control of pressure and temperature in the operation of an internal combustion engine either reci-procating or rotary of spark or compression ignition and two or four stroke configuration in a refined thermo-dynamic cycle by providing a balancin~ chamber and pas-sageway or gap parameters that have a relationship with the combustion chamber volume of the engine. Variation of these parameters within certain limits will allow an engine to operate on a balanced heat cycle that has many of the advantages of both the Otto and Diesel cycles with few or none of their disad~antages. In particular an engine operating on a balanced cycle has better oper-ating engine performance, overall engine speed and load conditions, better fuel economy and less emission of pollutants. These are some of the advantages not found in the prior art technique and devices mentioned -23a-above.
Obviously many modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within S the scope of the appended claims the inventi~n may be practiced o-therwise than as specifically described.
Claims (3)
1. In an internal combustion engine including a reciprocating piston having a working face moving within a variable volume cylinder that includes a combustion chamber, the working face of the piston located towards said combustion chamber, the improvement comprising:
a fixed volume air chamber located next to the working face of the piston and separated from the combustion chamber at its upper region solely by a cir-cumferential gap extending between the working face of the piston and the adjacent cylinder sidewall, the gap arranged to permit continuous controlled exchange of compression shock and expansion wave energy between the combustion and air chambers during a combustion reaction of fuel and air in the combustion chamber, the length of the air chamber extending along at least a portion of the circumference of the piston beneath its working face and having a radially inner sidewall including a generally sloping portion that extends from the piston side edge of the gap towards the bottom area of the air chamber, said inner sidewall being continuous and uninterrupted over the entire length of said air chamber, and said slop-ing portion continuously diverging away from the adjacent cylinder sidewall over its respective length.
a fixed volume air chamber located next to the working face of the piston and separated from the combustion chamber at its upper region solely by a cir-cumferential gap extending between the working face of the piston and the adjacent cylinder sidewall, the gap arranged to permit continuous controlled exchange of compression shock and expansion wave energy between the combustion and air chambers during a combustion reaction of fuel and air in the combustion chamber, the length of the air chamber extending along at least a portion of the circumference of the piston beneath its working face and having a radially inner sidewall including a generally sloping portion that extends from the piston side edge of the gap towards the bottom area of the air chamber, said inner sidewall being continuous and uninterrupted over the entire length of said air chamber, and said slop-ing portion continuously diverging away from the adjacent cylinder sidewall over its respective length.
2. The internal combustion engine as claimed in Claim 1, said piston having an upper compression seal-ing ring, and wherein the air chamber has a generally flat, radially extending bottom wall located just above the compression sealing ring, and said sloping sidewall portion is generally conical and extends between the said bottom wall and the piston side edge of said gap to thereby define a wedge-shaped cross section of said air chamber.
3. The internal combustion engine as claimed in Claim 1, said sloping portion extending fully over said radially inner sidewall from the piston side edge area of the gap to the bottom of the air chamber.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US73396276A | 1976-10-19 | 1976-10-19 | |
| US733,962 | 1976-10-19 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1096256A true CA1096256A (en) | 1981-02-24 |
Family
ID=24949785
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA288,703A Expired CA1133337A (en) | 1976-10-19 | 1977-10-13 | Method and apparatus for control of pressure in internal combustion engines |
| CA288,708A Expired CA1096256A (en) | 1976-10-19 | 1977-10-13 | Method and apparatus for control of pressure in internal combustion engines |
Family Applications Before (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA288,703A Expired CA1133337A (en) | 1976-10-19 | 1977-10-13 | Method and apparatus for control of pressure in internal combustion engines |
Country Status (9)
| Country | Link |
|---|---|
| JP (2) | JPS5351319A (en) |
| BR (2) | BR7706997A (en) |
| CA (2) | CA1133337A (en) |
| DE (2) | DE2745902A1 (en) |
| ES (2) | ES463353A1 (en) |
| FR (2) | FR2368609A1 (en) |
| GB (2) | GB1591125A (en) |
| IT (2) | IT1090516B (en) |
| SE (2) | SE435412B (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4465033A (en) * | 1978-10-25 | 1984-08-14 | Blaser Richard Florencio | Energy conversion cycle for internal combustion engine and apparatus for carrying out the cycle |
| DE2908756C3 (en) * | 1979-03-06 | 1984-08-09 | Spurk, Joseph H., Prof. Dr.-Ing., 6123 Bad König | Externally ignited reciprocating internal combustion engine with a main combustion chamber and a secondary combustion chamber |
| US4485779A (en) * | 1982-12-20 | 1984-12-04 | Spurk Joseph H | Internal combustion piston engine including a cylinder having a main combustion chamber and at least one secondary combustion chamber |
| US4592331A (en) * | 1983-09-23 | 1986-06-03 | Sonex Research Inc. | Combustion process for I.C. engine using a resonating air chamber in a reciprocating piston to induce closed organ pipe resonance in the combustion chamber |
| US4788942A (en) * | 1986-06-30 | 1988-12-06 | Sonex Research, Inc. | Internal combustion engine using dynamic resonating air chamber |
| GB2294976A (en) * | 1994-11-08 | 1996-05-15 | Centrad Marketing Pte Ltd | Rotary internal combustion engine |
| RU2160373C2 (en) * | 1999-01-11 | 2000-12-10 | Яримов Марат Отеллович | Internal combustion engine operation method |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR645974A (en) * | 1927-12-20 | 1928-11-06 | Improvements to pistons and sealing rings | |
| US2187724A (en) * | 1936-11-30 | 1940-01-23 | Herman Howie Uhli | Piston and ring assembly |
| DE2114901A1 (en) * | 1971-03-27 | 1972-09-28 | Hentsch, Erwin, 2800 Bremen | Internal combustion engine with air storage space and fuel injection |
| DE2828749C2 (en) * | 1978-06-30 | 1983-10-20 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Pistons for internal combustion engines |
-
1977
- 1977-10-11 GB GB4223377A patent/GB1591125A/en not_active Expired
- 1977-10-11 GB GB4222577A patent/GB1591124A/en not_active Expired
- 1977-10-12 DE DE19772745902 patent/DE2745902A1/en active Granted
- 1977-10-12 DE DE19772745923 patent/DE2745923A1/en active Granted
- 1977-10-13 CA CA288,703A patent/CA1133337A/en not_active Expired
- 1977-10-13 CA CA288,708A patent/CA1096256A/en not_active Expired
- 1977-10-17 IT IT5143977A patent/IT1090516B/en active
- 1977-10-17 SE SE7711645A patent/SE435412B/en not_active IP Right Cessation
- 1977-10-17 IT IT5143877A patent/IT1090515B/en active
- 1977-10-17 SE SE7711646A patent/SE435413B/en not_active IP Right Cessation
- 1977-10-18 FR FR7731363A patent/FR2368609A1/en active Granted
- 1977-10-18 FR FR7731364A patent/FR2368610A1/en active Granted
- 1977-10-18 BR BR7706997A patent/BR7706997A/en unknown
- 1977-10-19 JP JP12563277A patent/JPS5351319A/en active Granted
- 1977-10-19 ES ES463353A patent/ES463353A1/en not_active Expired
- 1977-10-19 JP JP12563177A patent/JPS5351318A/en active Granted
- 1977-10-19 BR BR7706996A patent/BR7706996A/en unknown
- 1977-10-19 ES ES463354A patent/ES463354A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| BR7706997A (en) | 1978-06-27 |
| ES463354A1 (en) | 1978-07-16 |
| GB1591124A (en) | 1981-06-17 |
| DE2745902A1 (en) | 1978-04-20 |
| JPS6110649B2 (en) | 1986-03-31 |
| BR7706996A (en) | 1978-06-27 |
| CA1133337A (en) | 1982-10-12 |
| FR2368609B3 (en) | 1980-06-27 |
| DE2745923C2 (en) | 1987-10-29 |
| SE435412B (en) | 1984-09-24 |
| SE435413B (en) | 1984-09-24 |
| GB1591125A (en) | 1981-06-17 |
| DE2745902C2 (en) | 1987-01-29 |
| FR2368610B3 (en) | 1980-06-27 |
| ES463353A1 (en) | 1978-07-01 |
| JPS5351319A (en) | 1978-05-10 |
| JPS6110650B2 (en) | 1986-03-31 |
| IT1090515B (en) | 1985-06-26 |
| DE2745923A1 (en) | 1978-04-20 |
| JPS5351318A (en) | 1978-05-10 |
| SE7711646L (en) | 1978-04-20 |
| FR2368609A1 (en) | 1978-05-19 |
| IT1090516B (en) | 1985-06-26 |
| SE7711645L (en) | 1978-04-20 |
| FR2368610A1 (en) | 1978-05-19 |
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