GB2140504A - I.C. engine cylinder charge intake passages - Google Patents

I.C. engine cylinder charge intake passages Download PDF

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Publication number
GB2140504A
GB2140504A GB08330167A GB8330167A GB2140504A GB 2140504 A GB2140504 A GB 2140504A GB 08330167 A GB08330167 A GB 08330167A GB 8330167 A GB8330167 A GB 8330167A GB 2140504 A GB2140504 A GB 2140504A
Authority
GB
United Kingdom
Prior art keywords
engine
sub
negative pressure
suction
valve
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.)
Granted
Application number
GB08330167A
Other versions
GB2140504B (en
GB8330167D0 (en
Inventor
Norio Suzuki
Takeshi Mukai
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to GB08330167A priority Critical patent/GB2140504B/en
Publication of GB8330167D0 publication Critical patent/GB8330167D0/en
Publication of GB2140504A publication Critical patent/GB2140504A/en
Application granted granted Critical
Publication of GB2140504B publication Critical patent/GB2140504B/en
Expired legal-status Critical Current

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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
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/20—Feeding recirculated exhaust gases directly into the combustion chambers or into the intake runners
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/52—Systems for actuating EGR valves
    • F02M26/55—Systems for actuating EGR valves using vacuum actuators
    • 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

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)

Abstract

An outlet 17 which directs gas to swirl in the combustion chamber 11 is connected by a passage 30, 31 to the carburettor 2 upstream of the throttle valve 4 and by a passage 20, 32 to the engine exhaust passage 21. Valves 24, 35 responsive to intake passage vacuum may control flow to the outlet 17. The valve 24 may be controlled in response to other engine operating conditions. <IMAGE>

Description

SPECIFICATION Engine equipped with sub-suction path In the present invention which relates to an engine equipped with a sub-suction path, said sub-suction path smaller in diameter is provided separately from a main suction path and a jet flow ejected through said sub suction path causes a swirl (or turbulence) in the cylinder, thereby improving the combustibility of a lean mix.
It is well-known that various harmful elements are contained in the emission of the engine. It is therefore mandatory under law to hold down the emitted volume of these harmful elements to specified extents. A number of methods have been devised and practically applied to reduce the harmful contents in the emission gas. A method of making the mixed gas lean and burning such a lean mix is one of the effective means conceivable for this purpose, but the conventional mechanism in this method to assure satisfactory combustion of the lean mix is so complicated that its simplification has been a pending problem.
Summary of the invention The object of the present invention is to provide an engine with a sub-suction path that can burn a lean mix in a simple mechanism.
According to the present invention there is provided an engine with a sub-suction path, characterized in that in addition to a main suction path leading from a carburetor to a suction port of a cylinder, a sub-suction path of smaller diameter is provided, its outlet being located just before a suction valve and its inlet being connected to upstream side, where the pressure is high, of a throttle valve of the carburetor to an EGR pipe.
The present invention will be described further, by way of exampie, with reference to the accompanying drawings, in which: Figure 1 is a schematic section view of an embodiment of an internal combustion engine having a sub-suction path; Figure 2 (a) is a schematic plan view showing the opening direction of the sub-suction path shown in Figure 1 into a combustion chamber. Figures 2(b) to (d) show modifications of Figure 2(a); Figure 3 is a schematic section view of a second embodiment of an internal combustion engine having a sub-suction path; Figure 4 is a schematic section view of an embodiment of an internal combustion engine having a sub-suction path in accordance with the present invention; and Figure 5 is a schematic section view of a variation of the embodiment of the present invention shown in Figure 4.
The present invention has been accomplished as a solution to the pending problem mentioned above.
Referring to the attached drawings, Figure 1 illustrates a first embodiment in which 1 is an air cleaner; 2 is a carburetor; 3 being its venturi; 4 is a throttle valve; 5 is an engine, 6 being its cylinder head; 7 is a main suction path; and 8 is an exhaust path.
The carburetor 2 communicates with the main suction path 7.9 is a cylinder; 10 is a piston; and 11 is a combustion chamber. In the main suction path 7 at the cylinder head 6 and at the opening ofthe exhaust path 8 into the combustion chamber 11 there are installed valve seats 12, 13, where a suction valve 14 and an exhaust valve 15 are arranged to be operated by cams not shown so that they can attach to or detach from said valve seats repeatedly.
16 is a sub-suction path, which, being provided separately from the main suction path 7, has a smaller diameter and a less wide sectional area than the main suction path 7. The outlet of said subsuction path 16 is located just behind the suction valve 14 provided at the opening of the main suction path 7 and its inlet is located upstream of the throttle valve 4 of the carburetor 2, where the pressure is high.
Said inlet may be located upstream oftheventuri 3, as indicated by a broken line in the drawing. The outlet from the sub-suction path 16 communicates with a pipe 17 driven into the cylinder head 6, thereby constituting a jet hole. Said pipe 17 may be screwed into the cylinder head 6 instead of being driven in; or it may be formed by casting. Instead of using the pipe 17 like this, the outlet from the sub-suction path 16may be simply constituted by a hole; and its location may be at the valve seat 12, which is lower than the location in Figure 1.
Figures 2 (a) to (d) illustrate the opening directions of the sub-suction path into the combustion chamber and they indicate the angle of the outlet of the sub-suction path 16 to the cylinder 9 or the angle of the pipe 17 to the cylinder 9. In the illustration 2 (a), the main suction path 7 and the sub-suction path 16 are arranged vertically one above the other, the outlet of the sub-suction path 16 being directed approximately toward the spark plug 18. Thereby, the jet flow going in the arrow direction from the sub-suction path 16 into the combustion chamber 11 generates a swirl.
In the illustration 2 (b), the location of the subsuction path 16 is staggered from that of the main suction path 7, with the outlet of said path 16 bent in the direction of the wall surface of the cylinder 9; and thereby the jet flow goes in the arrow direction.
In the illustration 2 (c) the outlet of the sub-suction path 16 is directed slightly inside as compared with the illustration 2 (b); and thereby the jet flow moves in the arrow direction.
In the illustration 2 (d), unlike (b) or (c), the outlet of the sub-suction path 16 is directed in the direction between the spark plug 18 and the exhaust path 8; and thereby the jet flow moves as indicated by the arrow. In any of these cases, a swirl (or turbulence) develops and a scavenging around the spark plug takes place. (The illustration on Figures 2 (a) to (d) is applicable to the embodiments in Figures 3 to 5).
In these cases the angle of the sub-suction path 16 in the vertical direction to the combustion chamber 11 of the cylinder 9 is so arranged, as indicated by an arrow mark with a broken line in Figure 1, that the jet flow may approximately point toward the combustion chamber 11 when the suction valve 14 opens.
In an engine with this arrangement, a high pressure mixed gas is ejected into the combustion chamber 11 when the suction valve 14 is opened.
Since the sub-suction path 16 has a smaller diameter and a less wide sectional area, the flow velocity increases, causing a violent swirl (or turbulence), which assures satisfactory burning of even a lean mix.
Figure 3 illustrates a second embodiment. In this embodiment an EGR valve 19 is provided, its inlet connected midway in the exhaust path 21 through the EGR pipe 20 and its outlet being connected to the sub-suction path 16.22 is an emission gas purifier.
Said EGR valve 19 has its valve 24 opened when the diaphragm 23 is exposed to a negative pressure, said negative pressure being conveyed via the pipe 25 to the portion just above the throttle valve 4 of the carburettor 2.
In an engine with this arrangement, a negative pressure which is variable with the open degree of the throttle valve 4 actuates the diaphragm 23; when the negative pressure exceeds a specific limit, the valve 24 begins to open, thereby ejecting a portion of the exhaust gas into the combustion chamber 11 through the subsuction path 16. Under a light loading with a high negative pressure of suction (boost pressure), the exhaust gas recycle rate (EGR rate) rises, making the combustion liable to instability; however, the sub-section path 16 having a smaller diameter and accordingly the jet flow velocity being high, the swirl becomes strong and in consequence the stability of combustion is restored.
Figure 4 illustrates an embodiment in accordance with the invention. In this embodiment, in addition to the EGR valve 19 a gas flow-rate control valve 29 to control the air (or mixed gas) is provided, the inlet side of said valve 29 being located downstream of the venturi 3 through the pipe 30 and the outlet side of it being connected to the sub-section path 16 through the pipe 31. Meanwhile the sub-suction path 16 connects to the outlet side of the EGR valve 19 through the pipe 32 which branches out from the pipe 31. The gas flow-rate control valve 29 is connected through the pipe 33 so that it can act by a boost pressure working in the main suction path 7, 34 being a diaphragm and 35 being the valve assembly. Thus in the engine, exhaust gas and air (or mixed gas) are admitted into the sub-suction path 16, thereby causing a swirl (or turbulence) in the combustion chamber.
Figure 5 illustrates a variation of the embodiment of the invention shown in Figure 4. In this case, instead of using an air control valve, the outlet side ofthe EGR valve 19 is located through the pipe 36 midway in the sub-suction path 16 which connects downstream of the venturi 3 to just behind the suction valve 14. Thereby the EGR valve 19 has its junction on the control side connected via the pipe 37 to a signal booster not shown, so that said valve 19 can act depending on the conditions such as the temperature of the engine-cooling water, the engine revolutions or the load. In this engine too, the fluid to cause a swirl (or turbulence) in the combustion chamber 11 will be both the exhaust gas and air.
Such being the constitution of the invention, a swirl (or turbulence) can be effectively produced within the cylinder by a simple mechanism, thereby enhancing the combustibility of a lean mix and minimizing the harmful content of the emission gas.

Claims (6)

1. Engine with a sub-suction path, characterised in that in addition to a main suction path leading from a carburetor to a suction port of a cylinder, a sub-suction path of smaller diameter is provided, its outlet being located just before a suction valve and its inlet being connected to upstream side, where the pressure is high, of a throttle valve of the carburetor and to an EGR pipe.
2. Engine of claim 1, wherein said outlet is directed toward a combustion chamber in a cylinder head.
3. Engine of claim 2, characterised in that an EGR valve with its open degree controllable by a negative pressure of suction upstream of the throttle valve of the carburetor is provided between the exhaust gas return pipe and the sub-suction path; and a gas flow-rate control valve with its open degree control able by a negative pressure of suction downstream of the throttle valve of the carburetor is provided midway in a path or pipe which communicates said sub-suction path with an upstream point of higher pressure than upstream of the carburetor or upstream of the throttle valve of the carburetor.
4. Engine of claim 2, characterised in that an EGR valve with its open degree controllable by a negative pressure introduced into its negative pressure chamber is provided between the sub-suction path and the EGR pipe; and said negative pressure chamber of the EGR valve is connected to the negative pressure chamber of a negative pressure generator which detects the engine temperature revolutions and load and thereby generates a negative pressure.
5. Engine of either claim 18 or claim 19, characterised in that said EGR pipe is connected to the exhaust pipe upstream of the emission gas purifier.
6. Engine with a sub-suction path as claimed in claim 1 constructed and arranged to operate substantially as herein described with reference to and as illustrated in Figures 4 and 5 of the accompanying drawings.
6. Engine with a sub-suction path, substantially as herein described, with reference to and as illustrated in the accompanying drawings.
New claims or amendments to claims filed on 13 June1984 Superseded Claims New or amended claims CLAIMS
1. An internal combustion engine including a main suction or induction path leading from a carburetor to a suction port of a cylinder of the engine and a sub-suction or secondary induction path of smaller diameter than the main suction path, the sub-suction path providing a fluid jet to cause turbulence in the engine cylinder, the outlet of the sub-suction path being located immediately upstream of the suction port and the inlet thereof being connected to an exhaust gas recycling pipe, the exhaust gas recycling pipe also being connected to the main suction path upstream of the throttle valve of the carburetor.
2. An engine as claimed in claim 1 wherein the outlet of the sub-suction path is directed toward the combustion chamber of the cylinder in a cylinder head.
3. An engine as claimed in claim 2, wherein an exhaust gas recycle valve is provided between the exhaust gas recycle pipe and the sub-suction path, the opening of the valve, in use, being controlled by a negative pressure of suction upstream of the throttle valve of the carburetor, and wherein a gas flowrate control valve is provided in a conduit connecting the sub-suction path to a point upstream of the throttle valve of the carburetor, the control valve being controlled, in use, by a negative pressure of suction downstream of the throttle valve of the carburetor.
4. An engine as claimed in claim 2, wherein an exhaust gas recycling valve is provided between the sub-suction path and the exhaust gas recycling pipe, the opening of the valve, in use, being controlled by a negative pressure introduced into its negative pressure chamber, the negative pressure chamber of the exhaust gas recycling valve being connected to a negative pressure chamber of a negative pressure generator which detects conditions prevailing in the engine and generates a negative pressure when appropriate.
5. Engine of either claim 3 or claim 4, characterised in that said EGR pipe is connected to the exhaust pipe upstream of an emission gas purifier.
GB08330167A 1983-11-11 1983-11-11 I.c. engine cylinder charge intake passages Expired GB2140504B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB08330167A GB2140504B (en) 1983-11-11 1983-11-11 I.c. engine cylinder charge intake passages

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB08330167A GB2140504B (en) 1983-11-11 1983-11-11 I.c. engine cylinder charge intake passages

Publications (3)

Publication Number Publication Date
GB8330167D0 GB8330167D0 (en) 1983-12-21
GB2140504A true GB2140504A (en) 1984-11-28
GB2140504B GB2140504B (en) 1985-06-19

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GB08330167A Expired GB2140504B (en) 1983-11-11 1983-11-11 I.c. engine cylinder charge intake passages

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0514236A1 (en) * 1991-05-14 1992-11-19 Regie Nationale Des Usines Renault S.A. Method for introducing additional gas for an internal combustion engine
EP1878892A2 (en) * 2006-07-07 2008-01-16 Yamaha Hatsudoki Kabushiki Kaisha Spark ignition type multi-cylinder engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0514236A1 (en) * 1991-05-14 1992-11-19 Regie Nationale Des Usines Renault S.A. Method for introducing additional gas for an internal combustion engine
FR2676505A1 (en) * 1991-05-14 1992-11-20 Renault METHOD FOR INTRODUCING ADDITIONAL GASES FOR AN INTERNAL COMBUSTION ENGINE AND DEVICE FOR CARRYING OUT SAID METHOD.
EP1878892A2 (en) * 2006-07-07 2008-01-16 Yamaha Hatsudoki Kabushiki Kaisha Spark ignition type multi-cylinder engine
EP1878892A3 (en) * 2006-07-07 2013-01-16 Yamaha Hatsudoki Kabushiki Kaisha Spark ignition type multi-cylinder engine

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Publication number Publication date
GB2140504B (en) 1985-06-19
GB8330167D0 (en) 1983-12-21

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Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 19980627