CA1213481A - Stratified charge combustion system and method for gaseous fuel internal combustion engines - Google Patents
Stratified charge combustion system and method for gaseous fuel internal combustion enginesInfo
- Publication number
- CA1213481A CA1213481A CA000432835A CA432835A CA1213481A CA 1213481 A CA1213481 A CA 1213481A CA 000432835 A CA000432835 A CA 000432835A CA 432835 A CA432835 A CA 432835A CA 1213481 A CA1213481 A CA 1213481A
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- Prior art keywords
- ignition source
- valve assembly
- gaseous fuel
- combustion chamber
- cylinder
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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
ABSRACT OF THE DISCLOSURE
A stratified charge combustion system is disclosed for use in a gaseous fuel internal combustion engine.
The stratified charge combustion system comprises a combustion chamber, an ignition source in communication with the combustion chamber, and a gaseous fuel injection valve assembly in communication with the combustion chamber and in spaced relationship from the ignition source. The valve assembly has a directing means adjacent to the combustion chamber for inducing gaseous fuel to flow selectively toward the ignition source when the valve assembly is opened.
A stratified charge combustion system is disclosed for use in a gaseous fuel internal combustion engine.
The stratified charge combustion system comprises a combustion chamber, an ignition source in communication with the combustion chamber, and a gaseous fuel injection valve assembly in communication with the combustion chamber and in spaced relationship from the ignition source. The valve assembly has a directing means adjacent to the combustion chamber for inducing gaseous fuel to flow selectively toward the ignition source when the valve assembly is opened.
Description
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BACKGROUND OF THE INVENT ON
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This invention relates generally to gaseous fuel internal combustion engines. More particularly, this invention concerns a novel stratified charge combustion apparatus and method for use in such engines.
Conventional liquid fuel internal combustion engines burn a homogeneous mixture of air and fuel supplied Jo the combustion chamber from a mixing device, such as a car-barter. To achieve ignition of this homogeneous mixture, the air-to-fuel ratio must be maintained within a rota-lively narrow range, which prevents optimum combustion of the air/fuel mixture over the full range of operating levels. For example, if the engine is operating at a low power output, the air intake must be throttled to reduce the amount of air taken into the combustion chamber, thereby maintaining the air to-fuel ratio within the ignitable range. Throttling the air intake, however, 20 results in increased friction horsepower and increased pumping losses, thereby reducing engine efficiency.
In contrast, by concentrating fuel in the vicinity of the ignition source, stuffed charge internal combustion 25 engines maintain the air-to-fuel ratio near the ignition source within the ignitable range. Combustion is thus possible in a stratified charge combustion system even though the overall artful ratio may run well outside the ignitable limits. The resulting oxygen-rich environ-30 mint of the combustion chamber produces more complete r combustion of the fuel. The stratified charge liquid fuel combustion engine thus can run more efficiently and also exhaust less emissions than conventional liquid fuel internal combustion engines.
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Additionally, because the air-to-fuel ratio is high in those portions of the combustion chamber remote from ¦ the ignition source, stratified charge liquid fuel come bastion systems alleviate the problem of detonation. This permits the utilization of higher compression ratios compared to compression ratios of standard homogeneous mixture internal combustion engines. Higher compression ratios, in turn, yield lower fuel consumption, and thus will lower engine operating costs and conserve energy.
The advantages of stratified charge internal combs-lion have long been known and practiced in liquid fuel internal combustion engines. Different methods have been used to create a fuel rich mixture in the vicinity of the ignition source. For example, United States Patent No.
BACKGROUND OF THE INVENT ON
.
This invention relates generally to gaseous fuel internal combustion engines. More particularly, this invention concerns a novel stratified charge combustion apparatus and method for use in such engines.
Conventional liquid fuel internal combustion engines burn a homogeneous mixture of air and fuel supplied Jo the combustion chamber from a mixing device, such as a car-barter. To achieve ignition of this homogeneous mixture, the air-to-fuel ratio must be maintained within a rota-lively narrow range, which prevents optimum combustion of the air/fuel mixture over the full range of operating levels. For example, if the engine is operating at a low power output, the air intake must be throttled to reduce the amount of air taken into the combustion chamber, thereby maintaining the air to-fuel ratio within the ignitable range. Throttling the air intake, however, 20 results in increased friction horsepower and increased pumping losses, thereby reducing engine efficiency.
In contrast, by concentrating fuel in the vicinity of the ignition source, stuffed charge internal combustion 25 engines maintain the air-to-fuel ratio near the ignition source within the ignitable range. Combustion is thus possible in a stratified charge combustion system even though the overall artful ratio may run well outside the ignitable limits. The resulting oxygen-rich environ-30 mint of the combustion chamber produces more complete r combustion of the fuel. The stratified charge liquid fuel combustion engine thus can run more efficiently and also exhaust less emissions than conventional liquid fuel internal combustion engines.
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Additionally, because the air-to-fuel ratio is high in those portions of the combustion chamber remote from ¦ the ignition source, stratified charge liquid fuel come bastion systems alleviate the problem of detonation. This permits the utilization of higher compression ratios compared to compression ratios of standard homogeneous mixture internal combustion engines. Higher compression ratios, in turn, yield lower fuel consumption, and thus will lower engine operating costs and conserve energy.
The advantages of stratified charge internal combs-lion have long been known and practiced in liquid fuel internal combustion engines. Different methods have been used to create a fuel rich mixture in the vicinity of the ignition source. For example, United States Patent No.
3,318,292 to Hide discloses various embodiments of a liquid fuel stratification awry system. Particularly, - several of the described embodiments illustrate a fuel injector thaw directs the liquid fuel against a wall of the combustion chamber where it is vaporized and subset quaintly transported to the ignition source by the turbo-- lent motion of combustion air in the combustion chamber.
In another embodiment, a liquid fuel is injected against at least one surface of an air intake port, intake passage, or intake valve where it is vaporized and carried into the combustion chamber by the incoming air Another method of creating fuel charge stratification j is shown in US. Patent No 3,911,873 to Dave. This 1 30 method involves a variable internal combustion engine valve operating system, one embodiment of which illustrates a shrouded valve or directing the flow of a corroborated fuel/air mixture toward a spark plug A further example ' ' I ~2~3~
is shown in US. Patent No. 3,154,059 to Witzky et at., which discloses an injection system in which liquid fuel I is injected near the periphery of swirling air in the _ combustion chamber to create a rich fuel/air mixture near the ignition source.
US. Patent NO. 3j809,039 to Alquist also directed to stratified charge liquid fuel internal combustion engines, discloses a park ignition system in which a rich fuel/air mixture is passed into a precombustion chamber where it is spark ignited. The ignited rich fuel/air mixture then .
Jo induces ignition of a lean fuel/air mixture in the main combustion chamber.
In present commercial gaseous fuel internal cowboys-lion engines, the gaseous fuel is introduced into the combustion chamber in one of two ways. First, the combs-lion air and gaseous fuel may enter the combustion chamber together through either intake valves or intake ports.
Second, the combustion air may be admitted separately J through either intake valves or intake ports. The gaseous fuel is then separately injected into the combustion chamber by a gaseous fuel injection YalveO Typically, the valve is non-directional; that is, the gaseous fuel is injected 360~ around the valve, creating a roughly cone shaped dispersion of the gaseous fuel in the combustion chamber. occasionally, a directional fuel injection valve is used to inject the gaseous fuel at less than 1803 around the valve.
on Dual chamfer combustion systems, illustrated by the Fairbanks Morse MYOPIA. Model 8-1/8 Spark Ignited Energy Cell Gaseous Fuel Engine, have been used in gaseous fuel internal combustion engines A rich homogeneous fuel/air .
Jo I
mixture is spark ignited in a precombustion chamber. This ignited rich fuel/air mixture then induces ignition of a 1 lean fuel/air mixture in the main combustion chamber.
This type of combustion system is sometimes referred to as 5 a stratified charge system.
In all these commercially available gaseous fuel engines, however, the fuel injection system is designed to achieve a homogeneous mixture of the gaseous fuel and the 10 combustion air in the main combustion chamber at the time of ignition. Even when a separate gaseous fuel injection valve is used r location of valves in the combustion chamber, the directional orientation of the valves, and the angle of the valves is designed to direct the gaseous 15 fuel toward the center of the combustion chamber. Thus, present gaseous fuel internal combustion engines possess many of the disadvantages of homogeneous charge liquid fuel internal combustion engines, including inefficient fuel con5umptionc which results in higher fuel costs and 20 produces greater amounts of air pollutants.
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SUMMARY OF THE INVENTION
By means of the present invention there is provided 25 a combustion system for use in gaseous fuel internal combustion engines that is substantially free of the 7 disadvantages of the prior art The stratified charge combustion system of the present invention includes i a hollow cylinder having an inside surface and two sun-30 faces opposed to each other and in spaced relationship along the longitudinal axis of the cylinder. At least one of these opposed surfaces is the top surface of a piston that is positioned in the cylinder to move reciprocatingly along the longitudinal axis of the cylinder. The two 35 opposed surfaces and the inside surface of the cylinder I
define a combustion chamber. In communication with the combustion chamber is an ignition source and a gaseous fuel injection valve assembly which is in spaced relationship from the ignition source. A portion of the surfaces defining the combustion chamber extend between the valve assembly and the ignition source. The valve assembly has a directing means adjacent to the combustion chamber for inducing an injected gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces, which define the combustion chamber extending between the valve assembly and the ignition source, as the gaseous fuel flows to the ignition source.
The present invention thus provides for the first time a combustion system which produces a controlled stratified charge in a single combustion chamber a gaseous fuel internal combustion engine. Therefore, the twin advantages of low fuel consumption and low pollutant emissions which have been obtained utilizing a stratified charge combustion system in liquid fuel internal combustion engines will now be available in gaseous fuel internal combustion engines.
In one embodiment of the invention, one of the opposed surfaces is the top surface of a piston, and the other opposed surface is the generally concave inside surface of a cylinder head. Both the ignition source and the valve assembly are mounted in the cylinder head. When the valve assembly is opened, the directing means preferably induces the gaseous fuel to strike a curved transitional surface, which is integral with the inside surface of the cylinder head and adjacent the valve assembly, at such an angle and speed that the gaseous fuel aerodynamically clings to the inside surface of the cylinder head as the gaseous fuel flows to the ignition source. The directing means is preferably a shrouded seat.
Because the gaseous fuel is induced to follow the inside surface of the cylinder head, it is only minimally affected by air turbulence within the combustion chamber. More I
, specifically, the portion of gaseous fuel flow nearest to the inside surface of the cylinder head will provide a much richer fuel/air ratio and the portion of the gaseous fuel flow which is further from that surface will result in a much leaner fuel/
air ratio. Thus, the limited diffusion of the gaseous fuel stream as it flows toward the ignition source, combined with the limited natural mixing of the combustion air and the gaseous fuel in the cylinder, produces a gradient of mixture strength which is very rich near the ignition source and very lean in those portions of the combustion chamber where there is no gaseous fuel flow.
In another aspect of the invention, the directing means induces the gaseous fuel to impinge on the inside surface of the cylinder head at such an angle that following initial impingement the gaseous fuel flows along the inside surface of the cylinder head to the ignition source. In a further aspect of the invention, the directing means induces the gaseous fuel to flow in a substantially direct line across the combustion chamber to the ignition source.
A method aspect of this invention relates to the manner of injecting a gaseous fuel into the combustion chamber of a gaseous fuel internal combustion engine. This is accomplished by injecting gaseous fuel into the combustion chamber and then inducing the gaseous fuel to aerodynamically cling to and follow the contour of the portion of surfaces, which define the come bastion chamber and extend between the valve assembly and the ignition source, as the gaseous fuel flows to the ignition source.
Some of the more important features of the present invention have thus been summarized rather broadly in order that the detailed description thereof that follows I
may be better understood, and in order that the contribu-lion to the art may be better appreciated. There are, of i course, additional features of the invention that will be ; described hereinafter and which will also form the subject of the claims appended hereto.
BRIEF Description OF THE DRAWINGS
Figure 1 is a vertical cross-sectional view of one embodiment of the gaseous fuel stratified charge combs-lion system of the present invention.
Figure 2 is a detailed cutaway view of one embody-mint of the gaseous fuel injection valve assembly of the present invention.
Figure 3 is a cross-sectional view of the valve assembly of Figure 2, taken along line 3--3.
Figure 4 is a top view of the valve guide of the valve assembly of Figure 2, taken along line 4 4.
Figure 5 is a horizontal cross-~ectional view ox the combustion chamber of the embodiment of Figure 1, taken along line 5-5.
Figure 6 it a detailed cutaway view of an alternative ! gaseous fuel injection valve assembly of the present invention having a shrouded teat.
! 30 - Figure 7 is a detailed cutaway view of an alternative gaseous fuel injection valve assembly of the present invention having a capped seat.
Figure 8 it a fragmentary cross-sectional view of an alternative embodiment of the gaseous fuel stratified 3 charge combustion system of the present invention in which the gaseous fuel it induced to impinge on the inside sun-5 face of the cylinder head, appearing with Figures 1-4 & 9.
Figure 9 is a fragmentary cross-sectional view of an alternative embodiment of the gaseous fuel stratified charge combustion system of the present invention in which the gaseous fuel is induced to flow directly across the lo combustion chamber to the ignition source, appearing with Figures l-4 and I
Figure 10 is a vertical cross-sectional view of an alternative embodiment of the gaseous fuel stratified _ charge combustion system of the present invention having a flat cylinder head.
Figure 11 is a horizontal cross-sectional view of the alternative embodiment of Figure 10, taken along line 1 1 -I 1 .
Figure 12 is a vertical Ross sectional view of an alternative embodiment of the gaseous fuel stratified charge combustion system of the present invention having two opposed pistons.
Figure 13 is a horizontal cross-sectional view of the alternative embodiment of Figure 12, taken along line 3 25 13-13.
-DESCRIPTION OF THE PREFERRED EMBODIMENT
_ throughout the following description, similar refer-once numerals refer to similar emanate in all figures of the drawing.
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I, --1 o--As used throughout this application, the term "gaseous fuel is intended to include all elements, compounds, and mixtures thereof that exist substantially completely in the gaseous state under the conditions existing at the injection valve at the time of fuel injection Such elements and compounds would include, but no be limited to, hydrogen, carbon monoxide, methane ethanes propane, butane, and heavier hydrocarbon fuels.
Referring to Figure 1, there is shown one embodiment of a gaseous fuel stratified charge combustion system 10 of the present invention incorporated into a two cycle internal combustion engine. the stratified charge combs-lion system 10 comprises a cylinder 12 having an inside surface 13, a piston 14 reciprocatingly positioned in cylinder 72 and having a top surface 16, and a cylinder head 18 enclosing the end of cylinder 12 and having a concave inside surface 20. Inside surface 13 of cylinder 12~ top surface 16 of piston 14, and concave inside sun-face 20 of cylinder head 18 define a combustion chamber 22. An ignition source 24 is centrally mounted in Solon-don head 18 and communicates with combustion chamber 22.
As shown, ignition source 24 is a spark plug, although either a pilot injection of liquid fuel oil ignited by the heat of compression or a precombustion chamber which en utilizes its own fuel supply and ignition source could also be used. A fuel injection valve assembly 26 is mounted in cylinder head 18 adjacent cylinder 12 and is in communication with combustion chamber 22.
' 30 Referring now to the detail sectional view of figure 2, one embodiment of gaseous fuel injection valve assembly 26 includes a valve cage 28 adapted for mounting in cylinder head 18 by inserting a cylindrical. lower portion 30 ox valve cage 28 into a cylindrical bore 32 that ..
L34~
extends through cylinder head 18 and into combustion chamber 22. A curved and flared transitional surface 34 ,' communicates between bore 32 and inside surface 20 of cylinder head 18 to provide a smooth transition prom bore .: 5 32 into combustion chamber 22. Anchoring means 35, such as the nut and bolt shown in Figure 2, Sirius valve cage 28 to cylinder head 18.
A fuel intake passage 36 which extends through valve cage 28, has an entrance port 38 at its upstream end adapted to receive a gaseous fuel manifold OWE At the downstream end of intake passage 36 is an inlet port 42 which opens into combustion chamber 22 and through which gaseous fuel slow into the combustion chamber is controlled by a valve 44. Inlet port 42 his a straight cylindrical wall portion 46 of circular cross-section that terminates at an annular valve seat 48 which is oonven-tonally beveled at a suitable angle such as 4$) to the axis of inlet port 42.
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Valve 44 includes a valve head 50 which is convent tonally generally frustoconical in shape. Valve head 50 has a valve face 52 on one side which faces combustion chamber 22 and a valve back 54 on its opposite wide. An annular valve seating portion 56 is formed on valve ~2C~ 54 to cooperate with valve seat 48 whereby valve head 50 is adapted to engage tightly valve sea 48. Extending from and integral with valve back 54 is an elongated valve stem 5B which is concentric with the axis of valve head 50 and reciprocatingly positioned in a valve guide bore 60.
Valve guide bore 60, which extends through valve cage 28 to inlet port 42, is coaxial with the axis of inlet port 42. An upper portion 62 of valve stem 58 protrudes beyond valve guide bore 60. Projecting from valve back 54 is .
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Jo ~12-a valve shroud 64 concentric to the axis of valve 44 and extending around a predetermined circumferential extent of valve head 50. -I
:¦ 5 As more clearly shown in Figure 3, valve shroud 64 extends about 180~ around valve head 50. Referring once again to Figure 2, when valve 44 is in an open position shroud 64; valve stem 58, valve back 54, valve seat I
and transition surface 34 cooperate to form a fuel flow lo passage 56 from inlet port 42 into combustion chamber 22.
As best seen in Figures 2 and I gaseous fuel inject lion valve assembly 26 includes a valve guide 68 having a circular portion 70 and an arm portion 72 extending from .. 15 circular portion 70. A cord truncated circular hole 74 in circular portion 70 engages a guide portion 76 of upper portion 62 of valve stem 58, also of truncated circular cross-sectiont to align valve shroud 64 circumferential away from ignition source 24. A threaded portion 78 of valve stem 58 extends above valve guide 6B and has a diameter smaller than that of guide portion 76 in order to pass freely through truncated circular hole 74 of valve owe 25, Still referring to Figures 2 and 4, a valve guide retainer 80 is an angled plate having a horizontal leg 82 j which is abutted against and secured to valve cage 28.
1 Extending upward from horizontal leg 82 is a vertical leg 84 which is slotted at its upper end to form a yoke 8b. Yoke 86 horizontally retain arm portion 72 of valve guide 68 and permits limited vertical movement of valve guide 68. Wright it, the bottom of yoke By defines the isle open position so valve 44. A seen in Figure 2, a coil spring 88 bear against circular portion 70 of valve guide I and against horizontal leg 82 of guide retainer 80 to ,, I, ~2~l3~ &
bias valve 44 into the closed position (not shown). A nut 90 is threaded onto threaded portion 78 of valve stem So to retain coil spring 88 and valve glide 68~
Referring now to Figures 1 and I operative of this embodiment is shown at the time of fuel injection in a two cycle gaseous fuel internal combustion engine. Gaseous fuel injection is timed to begin near the closing of he exhaust ports trot shown) by piston 14 on the compression stroke. Injection of gaseous fuel is timed to end before compression pressure in combustion chamber 22 exceeds the gaseous fuel supply pressure First; valve 44 is opened to permit a gaseous fuel 92 to enter combustion chamber 22. As gaseous fuel 92 passes through fuel passage 66, it _ 15 trikes transitional surface 34 at an angle and speed such that gaseous Eel go aerodynamically clings to the contour of transitional surface 34 and inside surface 20 of cylinder head 18 as it flows to ignition Bounce 24. A
shown in Figure 5, limited diffusion of gaseous fuel 92 occurs as it flows along inside surface 20. This limited diffusion along with the limited natural mixing of gaseous fuel 92 with air in the combustion chamber, produces a gradient ox fuel/air mixture strength. That is, the portion of gaseous fuel flow nearest to the inside surface 20 produces a richer fuel/air ratio, and the portion of the gaseous fuel flow remote from the inside , surface 20 yields a leaner fuel/air ratio. During the ! remaining portion of the compression stroke and before ignition occurs, stratification of the fuel/air mixture Jo 30 will continue, producing in the area of ignition source 24 a pocket of rich fuel/air mixture suitable for easy, felt-able and consistent ignition. At points in combustion amber distant from ignition source 24, the fuel/air mixture is Weaner.
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inures 6 and 7 depict alternative directional valve designs that can be used in place of the shrouded valve ! shown in the embodiment of Figures 1, 2 and JO In Figure 6, the directing means is a seat shroud 94 project-; 5 in below valve seat 48 a distance greater than the maxim mum open position of valve 44. As shown, seat shroud 94 extends about 180 around the circumference of valve head 50. A capped seat configuration is illustrated in Figure I in which a cap 96 encloses valve 44. An orifice 98 in cap 96 opens toward transitional surface 34 to induce proper flow of gaseous fuel OWE
Referring now to Figures 8 and 9, shown are alterna-live gaseous fuel flow streams that may be produced in _ 15 directing gaseous fuel 92 to flow toward ignition source 24. Although a capped seat is shown, it can be apprise-axed that either a shrouded seat, as shown in Figure 6, or a shrouded valve, as shown in Figure 2, could also be used simply by locating valve seat 48 at or inside the contour ) pa of inside surface 20 of cylinder head 18.
In Figure it gaseous fuel 92 is directed just inside and generally tangential to inside surface 20 of cylinder head 18. Thus, a transitional surface 34 is not required in this embodiment gaseous fuel 92 then flows along the curvature of inside surface 20 until it reaches ignition o'er 24.
Again, in Figure 9, transitional surface 34 is not needed. Instead, gaseous fuel 9X is induced to flow directly across combustion chamber 22 to ignition Bounce 24 without relying on inside surface 20 of cylinder head 18 to direct it there.
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~15-Figures 10 and 11 illustrate an alternative to the combustion chamber embodiment shown in Figure 1. This design utilizes a cylinder head 18 having a substantially flat inside surface 20 with four valves 100, 102, 104 and 06 and a piston 14 having a Mexican hat-shaped top sun-face 16 or a flat top surface 16 (not shown). If valves 100~ 102, 104 and 106 are exhaust valves with the system utilizing air intake ports (not shown) in cylinder 12 the system is a two cycle combustion system. If, on the other hand, valves 100 and 102 are air intake valves end valves 104 and 106 are exhaust valves, the system is a four cycle combustion system. Gaseous fuel injection it timed to begin on the compression stroke near the closing of intake valves 100, 102 on the four cycle system and near the closing of exhaust valves 1001 102r 104 and 106 on the two cycle system. Ignition source 24 is centrally mounted on cylinder head 18, and injection valve assembly 26 is also mounted in cylinder head 18 adjacent the cylinder 12.
. , Each of the three flow streams depicted in Figures 1, 8 and 9 can else be used in this design of the combustion J chamber. That is, gaseous fuel 92 may be induced to aerodynamically cling to inside surface 20 of cylinder head 18 as gaseous fuel 92 flows to ignition source 24;
gaseous fuel 92 may be induced to impinge on inside surfs of cylinder head 18 at such an angle that, following initial impingement, gaseous fuel 92 flows along I; inside surface 20 of cylinder head to to ignition source 24; or guises fuel 92 may be induced to slow in a sub Stan-i 30 tidally direct line across combustion chamber 22 to ignition source 24. Further, the directing means may be zither a shrouded valve, a shrouded seat, or a capped seat.
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Figures 12 and 13 illustrate another embodiment of the gaseous fuel stratified charge combustion system of . the present invention having a pair of opposed piston 14 operating on a two strove cycle. Although piston 14 as shown have Mexican hat top surfaces 16, a flat surface may also be used. Valve assembly 26 and ignition source 24 are mounted in cylinder 12 an appropriate distance apart, here shown as approximately 90. A redundant ignition source 108 may be present in this embodiment if an existing gaseous fuel internal combustion engine is retrofitted with a valve assembly 26 according to the present invention. Figure 13 illustrates a flow stream in which gaseous fuel 92 is induced to aerodynamically cling to inside surface 13 of cylinder 12 as gaseous fuel 92 flows to the ignition source 24. However the flow streams illustrated in Figures 8 and 9 are also both applicable to this embodiment. Likewise although the directing means illustrated in Figures 12 and 13 is a shrouded seat, a shrouded valve or a capped seat could also be used .
The foregoing description has been directed to particular embodiments of the invention in accordance with the requirements of the patent statutes for the purposes of illustration and explanation. It will be apparent, however, to those skilled in this art what many modifica-lions and changes in the apparatus and procedures set forth will be possible without departing from the scope and spirit of the invention. It is intended that the following claims be interpreted to embrace all such modification and changes.
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In another embodiment, a liquid fuel is injected against at least one surface of an air intake port, intake passage, or intake valve where it is vaporized and carried into the combustion chamber by the incoming air Another method of creating fuel charge stratification j is shown in US. Patent No 3,911,873 to Dave. This 1 30 method involves a variable internal combustion engine valve operating system, one embodiment of which illustrates a shrouded valve or directing the flow of a corroborated fuel/air mixture toward a spark plug A further example ' ' I ~2~3~
is shown in US. Patent No. 3,154,059 to Witzky et at., which discloses an injection system in which liquid fuel I is injected near the periphery of swirling air in the _ combustion chamber to create a rich fuel/air mixture near the ignition source.
US. Patent NO. 3j809,039 to Alquist also directed to stratified charge liquid fuel internal combustion engines, discloses a park ignition system in which a rich fuel/air mixture is passed into a precombustion chamber where it is spark ignited. The ignited rich fuel/air mixture then .
Jo induces ignition of a lean fuel/air mixture in the main combustion chamber.
In present commercial gaseous fuel internal cowboys-lion engines, the gaseous fuel is introduced into the combustion chamber in one of two ways. First, the combs-lion air and gaseous fuel may enter the combustion chamber together through either intake valves or intake ports.
Second, the combustion air may be admitted separately J through either intake valves or intake ports. The gaseous fuel is then separately injected into the combustion chamber by a gaseous fuel injection YalveO Typically, the valve is non-directional; that is, the gaseous fuel is injected 360~ around the valve, creating a roughly cone shaped dispersion of the gaseous fuel in the combustion chamber. occasionally, a directional fuel injection valve is used to inject the gaseous fuel at less than 1803 around the valve.
on Dual chamfer combustion systems, illustrated by the Fairbanks Morse MYOPIA. Model 8-1/8 Spark Ignited Energy Cell Gaseous Fuel Engine, have been used in gaseous fuel internal combustion engines A rich homogeneous fuel/air .
Jo I
mixture is spark ignited in a precombustion chamber. This ignited rich fuel/air mixture then induces ignition of a 1 lean fuel/air mixture in the main combustion chamber.
This type of combustion system is sometimes referred to as 5 a stratified charge system.
In all these commercially available gaseous fuel engines, however, the fuel injection system is designed to achieve a homogeneous mixture of the gaseous fuel and the 10 combustion air in the main combustion chamber at the time of ignition. Even when a separate gaseous fuel injection valve is used r location of valves in the combustion chamber, the directional orientation of the valves, and the angle of the valves is designed to direct the gaseous 15 fuel toward the center of the combustion chamber. Thus, present gaseous fuel internal combustion engines possess many of the disadvantages of homogeneous charge liquid fuel internal combustion engines, including inefficient fuel con5umptionc which results in higher fuel costs and 20 produces greater amounts of air pollutants.
~.~
SUMMARY OF THE INVENTION
By means of the present invention there is provided 25 a combustion system for use in gaseous fuel internal combustion engines that is substantially free of the 7 disadvantages of the prior art The stratified charge combustion system of the present invention includes i a hollow cylinder having an inside surface and two sun-30 faces opposed to each other and in spaced relationship along the longitudinal axis of the cylinder. At least one of these opposed surfaces is the top surface of a piston that is positioned in the cylinder to move reciprocatingly along the longitudinal axis of the cylinder. The two 35 opposed surfaces and the inside surface of the cylinder I
define a combustion chamber. In communication with the combustion chamber is an ignition source and a gaseous fuel injection valve assembly which is in spaced relationship from the ignition source. A portion of the surfaces defining the combustion chamber extend between the valve assembly and the ignition source. The valve assembly has a directing means adjacent to the combustion chamber for inducing an injected gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces, which define the combustion chamber extending between the valve assembly and the ignition source, as the gaseous fuel flows to the ignition source.
The present invention thus provides for the first time a combustion system which produces a controlled stratified charge in a single combustion chamber a gaseous fuel internal combustion engine. Therefore, the twin advantages of low fuel consumption and low pollutant emissions which have been obtained utilizing a stratified charge combustion system in liquid fuel internal combustion engines will now be available in gaseous fuel internal combustion engines.
In one embodiment of the invention, one of the opposed surfaces is the top surface of a piston, and the other opposed surface is the generally concave inside surface of a cylinder head. Both the ignition source and the valve assembly are mounted in the cylinder head. When the valve assembly is opened, the directing means preferably induces the gaseous fuel to strike a curved transitional surface, which is integral with the inside surface of the cylinder head and adjacent the valve assembly, at such an angle and speed that the gaseous fuel aerodynamically clings to the inside surface of the cylinder head as the gaseous fuel flows to the ignition source. The directing means is preferably a shrouded seat.
Because the gaseous fuel is induced to follow the inside surface of the cylinder head, it is only minimally affected by air turbulence within the combustion chamber. More I
, specifically, the portion of gaseous fuel flow nearest to the inside surface of the cylinder head will provide a much richer fuel/air ratio and the portion of the gaseous fuel flow which is further from that surface will result in a much leaner fuel/
air ratio. Thus, the limited diffusion of the gaseous fuel stream as it flows toward the ignition source, combined with the limited natural mixing of the combustion air and the gaseous fuel in the cylinder, produces a gradient of mixture strength which is very rich near the ignition source and very lean in those portions of the combustion chamber where there is no gaseous fuel flow.
In another aspect of the invention, the directing means induces the gaseous fuel to impinge on the inside surface of the cylinder head at such an angle that following initial impingement the gaseous fuel flows along the inside surface of the cylinder head to the ignition source. In a further aspect of the invention, the directing means induces the gaseous fuel to flow in a substantially direct line across the combustion chamber to the ignition source.
A method aspect of this invention relates to the manner of injecting a gaseous fuel into the combustion chamber of a gaseous fuel internal combustion engine. This is accomplished by injecting gaseous fuel into the combustion chamber and then inducing the gaseous fuel to aerodynamically cling to and follow the contour of the portion of surfaces, which define the come bastion chamber and extend between the valve assembly and the ignition source, as the gaseous fuel flows to the ignition source.
Some of the more important features of the present invention have thus been summarized rather broadly in order that the detailed description thereof that follows I
may be better understood, and in order that the contribu-lion to the art may be better appreciated. There are, of i course, additional features of the invention that will be ; described hereinafter and which will also form the subject of the claims appended hereto.
BRIEF Description OF THE DRAWINGS
Figure 1 is a vertical cross-sectional view of one embodiment of the gaseous fuel stratified charge combs-lion system of the present invention.
Figure 2 is a detailed cutaway view of one embody-mint of the gaseous fuel injection valve assembly of the present invention.
Figure 3 is a cross-sectional view of the valve assembly of Figure 2, taken along line 3--3.
Figure 4 is a top view of the valve guide of the valve assembly of Figure 2, taken along line 4 4.
Figure 5 is a horizontal cross-~ectional view ox the combustion chamber of the embodiment of Figure 1, taken along line 5-5.
Figure 6 it a detailed cutaway view of an alternative ! gaseous fuel injection valve assembly of the present invention having a shrouded teat.
! 30 - Figure 7 is a detailed cutaway view of an alternative gaseous fuel injection valve assembly of the present invention having a capped seat.
Figure 8 it a fragmentary cross-sectional view of an alternative embodiment of the gaseous fuel stratified 3 charge combustion system of the present invention in which the gaseous fuel it induced to impinge on the inside sun-5 face of the cylinder head, appearing with Figures 1-4 & 9.
Figure 9 is a fragmentary cross-sectional view of an alternative embodiment of the gaseous fuel stratified charge combustion system of the present invention in which the gaseous fuel is induced to flow directly across the lo combustion chamber to the ignition source, appearing with Figures l-4 and I
Figure 10 is a vertical cross-sectional view of an alternative embodiment of the gaseous fuel stratified _ charge combustion system of the present invention having a flat cylinder head.
Figure 11 is a horizontal cross-sectional view of the alternative embodiment of Figure 10, taken along line 1 1 -I 1 .
Figure 12 is a vertical Ross sectional view of an alternative embodiment of the gaseous fuel stratified charge combustion system of the present invention having two opposed pistons.
Figure 13 is a horizontal cross-sectional view of the alternative embodiment of Figure 12, taken along line 3 25 13-13.
-DESCRIPTION OF THE PREFERRED EMBODIMENT
_ throughout the following description, similar refer-once numerals refer to similar emanate in all figures of the drawing.
I
I, --1 o--As used throughout this application, the term "gaseous fuel is intended to include all elements, compounds, and mixtures thereof that exist substantially completely in the gaseous state under the conditions existing at the injection valve at the time of fuel injection Such elements and compounds would include, but no be limited to, hydrogen, carbon monoxide, methane ethanes propane, butane, and heavier hydrocarbon fuels.
Referring to Figure 1, there is shown one embodiment of a gaseous fuel stratified charge combustion system 10 of the present invention incorporated into a two cycle internal combustion engine. the stratified charge combs-lion system 10 comprises a cylinder 12 having an inside surface 13, a piston 14 reciprocatingly positioned in cylinder 72 and having a top surface 16, and a cylinder head 18 enclosing the end of cylinder 12 and having a concave inside surface 20. Inside surface 13 of cylinder 12~ top surface 16 of piston 14, and concave inside sun-face 20 of cylinder head 18 define a combustion chamber 22. An ignition source 24 is centrally mounted in Solon-don head 18 and communicates with combustion chamber 22.
As shown, ignition source 24 is a spark plug, although either a pilot injection of liquid fuel oil ignited by the heat of compression or a precombustion chamber which en utilizes its own fuel supply and ignition source could also be used. A fuel injection valve assembly 26 is mounted in cylinder head 18 adjacent cylinder 12 and is in communication with combustion chamber 22.
' 30 Referring now to the detail sectional view of figure 2, one embodiment of gaseous fuel injection valve assembly 26 includes a valve cage 28 adapted for mounting in cylinder head 18 by inserting a cylindrical. lower portion 30 ox valve cage 28 into a cylindrical bore 32 that ..
L34~
extends through cylinder head 18 and into combustion chamber 22. A curved and flared transitional surface 34 ,' communicates between bore 32 and inside surface 20 of cylinder head 18 to provide a smooth transition prom bore .: 5 32 into combustion chamber 22. Anchoring means 35, such as the nut and bolt shown in Figure 2, Sirius valve cage 28 to cylinder head 18.
A fuel intake passage 36 which extends through valve cage 28, has an entrance port 38 at its upstream end adapted to receive a gaseous fuel manifold OWE At the downstream end of intake passage 36 is an inlet port 42 which opens into combustion chamber 22 and through which gaseous fuel slow into the combustion chamber is controlled by a valve 44. Inlet port 42 his a straight cylindrical wall portion 46 of circular cross-section that terminates at an annular valve seat 48 which is oonven-tonally beveled at a suitable angle such as 4$) to the axis of inlet port 42.
I
Valve 44 includes a valve head 50 which is convent tonally generally frustoconical in shape. Valve head 50 has a valve face 52 on one side which faces combustion chamber 22 and a valve back 54 on its opposite wide. An annular valve seating portion 56 is formed on valve ~2C~ 54 to cooperate with valve seat 48 whereby valve head 50 is adapted to engage tightly valve sea 48. Extending from and integral with valve back 54 is an elongated valve stem 5B which is concentric with the axis of valve head 50 and reciprocatingly positioned in a valve guide bore 60.
Valve guide bore 60, which extends through valve cage 28 to inlet port 42, is coaxial with the axis of inlet port 42. An upper portion 62 of valve stem 58 protrudes beyond valve guide bore 60. Projecting from valve back 54 is .
I
Jo ~12-a valve shroud 64 concentric to the axis of valve 44 and extending around a predetermined circumferential extent of valve head 50. -I
:¦ 5 As more clearly shown in Figure 3, valve shroud 64 extends about 180~ around valve head 50. Referring once again to Figure 2, when valve 44 is in an open position shroud 64; valve stem 58, valve back 54, valve seat I
and transition surface 34 cooperate to form a fuel flow lo passage 56 from inlet port 42 into combustion chamber 22.
As best seen in Figures 2 and I gaseous fuel inject lion valve assembly 26 includes a valve guide 68 having a circular portion 70 and an arm portion 72 extending from .. 15 circular portion 70. A cord truncated circular hole 74 in circular portion 70 engages a guide portion 76 of upper portion 62 of valve stem 58, also of truncated circular cross-sectiont to align valve shroud 64 circumferential away from ignition source 24. A threaded portion 78 of valve stem 58 extends above valve guide 6B and has a diameter smaller than that of guide portion 76 in order to pass freely through truncated circular hole 74 of valve owe 25, Still referring to Figures 2 and 4, a valve guide retainer 80 is an angled plate having a horizontal leg 82 j which is abutted against and secured to valve cage 28.
1 Extending upward from horizontal leg 82 is a vertical leg 84 which is slotted at its upper end to form a yoke 8b. Yoke 86 horizontally retain arm portion 72 of valve guide 68 and permits limited vertical movement of valve guide 68. Wright it, the bottom of yoke By defines the isle open position so valve 44. A seen in Figure 2, a coil spring 88 bear against circular portion 70 of valve guide I and against horizontal leg 82 of guide retainer 80 to ,, I, ~2~l3~ &
bias valve 44 into the closed position (not shown). A nut 90 is threaded onto threaded portion 78 of valve stem So to retain coil spring 88 and valve glide 68~
Referring now to Figures 1 and I operative of this embodiment is shown at the time of fuel injection in a two cycle gaseous fuel internal combustion engine. Gaseous fuel injection is timed to begin near the closing of he exhaust ports trot shown) by piston 14 on the compression stroke. Injection of gaseous fuel is timed to end before compression pressure in combustion chamber 22 exceeds the gaseous fuel supply pressure First; valve 44 is opened to permit a gaseous fuel 92 to enter combustion chamber 22. As gaseous fuel 92 passes through fuel passage 66, it _ 15 trikes transitional surface 34 at an angle and speed such that gaseous Eel go aerodynamically clings to the contour of transitional surface 34 and inside surface 20 of cylinder head 18 as it flows to ignition Bounce 24. A
shown in Figure 5, limited diffusion of gaseous fuel 92 occurs as it flows along inside surface 20. This limited diffusion along with the limited natural mixing of gaseous fuel 92 with air in the combustion chamber, produces a gradient ox fuel/air mixture strength. That is, the portion of gaseous fuel flow nearest to the inside surface 20 produces a richer fuel/air ratio, and the portion of the gaseous fuel flow remote from the inside , surface 20 yields a leaner fuel/air ratio. During the ! remaining portion of the compression stroke and before ignition occurs, stratification of the fuel/air mixture Jo 30 will continue, producing in the area of ignition source 24 a pocket of rich fuel/air mixture suitable for easy, felt-able and consistent ignition. At points in combustion amber distant from ignition source 24, the fuel/air mixture is Weaner.
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I
inures 6 and 7 depict alternative directional valve designs that can be used in place of the shrouded valve ! shown in the embodiment of Figures 1, 2 and JO In Figure 6, the directing means is a seat shroud 94 project-; 5 in below valve seat 48 a distance greater than the maxim mum open position of valve 44. As shown, seat shroud 94 extends about 180 around the circumference of valve head 50. A capped seat configuration is illustrated in Figure I in which a cap 96 encloses valve 44. An orifice 98 in cap 96 opens toward transitional surface 34 to induce proper flow of gaseous fuel OWE
Referring now to Figures 8 and 9, shown are alterna-live gaseous fuel flow streams that may be produced in _ 15 directing gaseous fuel 92 to flow toward ignition source 24. Although a capped seat is shown, it can be apprise-axed that either a shrouded seat, as shown in Figure 6, or a shrouded valve, as shown in Figure 2, could also be used simply by locating valve seat 48 at or inside the contour ) pa of inside surface 20 of cylinder head 18.
In Figure it gaseous fuel 92 is directed just inside and generally tangential to inside surface 20 of cylinder head 18. Thus, a transitional surface 34 is not required in this embodiment gaseous fuel 92 then flows along the curvature of inside surface 20 until it reaches ignition o'er 24.
Again, in Figure 9, transitional surface 34 is not needed. Instead, gaseous fuel 9X is induced to flow directly across combustion chamber 22 to ignition Bounce 24 without relying on inside surface 20 of cylinder head 18 to direct it there.
3~8~
~15-Figures 10 and 11 illustrate an alternative to the combustion chamber embodiment shown in Figure 1. This design utilizes a cylinder head 18 having a substantially flat inside surface 20 with four valves 100, 102, 104 and 06 and a piston 14 having a Mexican hat-shaped top sun-face 16 or a flat top surface 16 (not shown). If valves 100~ 102, 104 and 106 are exhaust valves with the system utilizing air intake ports (not shown) in cylinder 12 the system is a two cycle combustion system. If, on the other hand, valves 100 and 102 are air intake valves end valves 104 and 106 are exhaust valves, the system is a four cycle combustion system. Gaseous fuel injection it timed to begin on the compression stroke near the closing of intake valves 100, 102 on the four cycle system and near the closing of exhaust valves 1001 102r 104 and 106 on the two cycle system. Ignition source 24 is centrally mounted on cylinder head 18, and injection valve assembly 26 is also mounted in cylinder head 18 adjacent the cylinder 12.
. , Each of the three flow streams depicted in Figures 1, 8 and 9 can else be used in this design of the combustion J chamber. That is, gaseous fuel 92 may be induced to aerodynamically cling to inside surface 20 of cylinder head 18 as gaseous fuel 92 flows to ignition source 24;
gaseous fuel 92 may be induced to impinge on inside surfs of cylinder head 18 at such an angle that, following initial impingement, gaseous fuel 92 flows along I; inside surface 20 of cylinder head to to ignition source 24; or guises fuel 92 may be induced to slow in a sub Stan-i 30 tidally direct line across combustion chamber 22 to ignition source 24. Further, the directing means may be zither a shrouded valve, a shrouded seat, or a capped seat.
.__ I
Figures 12 and 13 illustrate another embodiment of the gaseous fuel stratified charge combustion system of . the present invention having a pair of opposed piston 14 operating on a two strove cycle. Although piston 14 as shown have Mexican hat top surfaces 16, a flat surface may also be used. Valve assembly 26 and ignition source 24 are mounted in cylinder 12 an appropriate distance apart, here shown as approximately 90. A redundant ignition source 108 may be present in this embodiment if an existing gaseous fuel internal combustion engine is retrofitted with a valve assembly 26 according to the present invention. Figure 13 illustrates a flow stream in which gaseous fuel 92 is induced to aerodynamically cling to inside surface 13 of cylinder 12 as gaseous fuel 92 flows to the ignition source 24. However the flow streams illustrated in Figures 8 and 9 are also both applicable to this embodiment. Likewise although the directing means illustrated in Figures 12 and 13 is a shrouded seat, a shrouded valve or a capped seat could also be used .
The foregoing description has been directed to particular embodiments of the invention in accordance with the requirements of the patent statutes for the purposes of illustration and explanation. It will be apparent, however, to those skilled in this art what many modifica-lions and changes in the apparatus and procedures set forth will be possible without departing from the scope and spirit of the invention. It is intended that the following claims be interpreted to embrace all such modification and changes.
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I.
, .,
Claims (20)
1. A stratified charge combustion system for use in a gaseous fuel internal combustion engine comprising:
(a) a hollow cylinder having an inside surface, and having two surfaces opposed to each other and in spaced relationship along the longitudinal axis of the cylinder, at least one of the opposed sur-faces being the top surface of a piston positioned in the cylinder to move reciprocatingly along the longitudinal axis of the cylinder;
(b) a combustion chamber defined by the two opposed surfaces and the inside surface of the cylinder;
(c) an ignition source in communication with the combustion chamber; and (d) a gaseous fuel injection valve assembly in communication with the combustion chamber and in spaced relationship from the ignition source, a portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source, the valve assembly having a directing means adjacent to the com-bustion chamber for inducing an injected gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
(a) a hollow cylinder having an inside surface, and having two surfaces opposed to each other and in spaced relationship along the longitudinal axis of the cylinder, at least one of the opposed sur-faces being the top surface of a piston positioned in the cylinder to move reciprocatingly along the longitudinal axis of the cylinder;
(b) a combustion chamber defined by the two opposed surfaces and the inside surface of the cylinder;
(c) an ignition source in communication with the combustion chamber; and (d) a gaseous fuel injection valve assembly in communication with the combustion chamber and in spaced relationship from the ignition source, a portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source, the valve assembly having a directing means adjacent to the com-bustion chamber for inducing an injected gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
2. The stratified charge combustion system according to claim 1, wherein:
(a) the system further comprises a curved transitional surface integral with the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source and adjacent the valve assembly; and (b) the directing means directs the gaseous fuel to strike the curved transitional surface at such an angle and speed that the gaseous fuel is induced to aerody-namically cling to and follow the contour of the curved transitional surface and the portion of the surfaces defining the combustion chamber extending between he valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
(a) the system further comprises a curved transitional surface integral with the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source and adjacent the valve assembly; and (b) the directing means directs the gaseous fuel to strike the curved transitional surface at such an angle and speed that the gaseous fuel is induced to aerody-namically cling to and follow the contour of the curved transitional surface and the portion of the surfaces defining the combustion chamber extending between he valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
3. The stratified charge combustion system according to claim 1, wherein the directing means directs the gaseous fuel to strike the portion of the surface defining the combustion chamber extending between the valve assembly and the ignition source at such an angle and speed that the gaseous fuel is induced to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
4. The stratified charge combustion system according to claim 1, wherein:
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
5. The stratified charge combustion system according to claim 2, wherein:
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) The ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) The ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
6. The stratified charge combustion system according to claim 3, wherein:
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source is mounted in the cylinder head;
(d) the valve assembly is mounted in the cylinder head; and (e) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
7. The stratified charge combustion system according to claim 4, wherein the inside surface of the cylinder head is generally concave.
8. The stratified charge combustion system according to claim 5, wherein the inside surface of the cylinder head is generally concave.
9. The stratified charge combustion system according to claim 6, wherein the inside surface of the cylinder head is generally concave.
10. The stratified charge combustion system according to claim 4, wherein the inside surface of the cylinder head is generally flat.
11. The stratified charge combustion system according to claim 5, wherein the inside surface of the cylinder head is generally flat.
12. The stratified charge combustion system according to claim 6, wherein the inside surface of the cylinder head is generally flat.
13. The stratified charge combustion system according to claim 1, wherein:
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
14. The stratified charge combustion system according to claim 2, wherein:
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
15. The stratified charge combustion system according to claim 3, wherein:
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
(a) each opposed surface is the top surface of a piston;
(b) the ignition source is mounted in the cylinder;
(c) the valve assembly is mounted in the cylinder and lies generally in the same transverse plane as the ignition source; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
16. A method for producing stratified charge combustion in a gaseous fuel internal combustion engine, which has a combustion chamber defined by the inside surface of a hollow cylinder and two surfaces opposed to each other and in spaced relationship along the longitudinal axis of the cylinder, at least one of the opposed surfaces being the top surface of a piston positioned in the cylinder to move reciprocatingly along the longitudinal axis of the cylinder, an ignition source in communication with the combus-tion chamber, and a gaseous fuel injection valve assembly in communication with the combustion chamber and in spaced relation-ship from the ignition source, a portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source, comprising the steps of:
(a) injecting a gaseous fuel into the combustion chamber;
and (b) inducing the gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
(a) injecting a gaseous fuel into the combustion chamber;
and (b) inducing the gaseous fuel to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
17. The method of claim 16, wherein the gaseous fuel is directed to strike a curved transitional surface integral with the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source and adjacent the valve assembly at such an angle and speed that the gaseous fuel is induced to aerodynamically cling to and follow the contour of the curved transitional surface and the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
18. The method of claim 16, wherein the gaseous fuel is directed to strike the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source at such an angle and speed that the gaseous fuel is induced to aerodynamically cling to and follow the contour of the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source as the gaseous fuel flows to the ignition source.
19. The method of claim 16, 17 or 18 wherein:
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source and injection valve assembly are mounted in the cylinder head; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
(a) one opposed surface is the top surface of a piston;
(b) the other opposed surface is the inside surface of a cylinder head;
(c) the ignition source and injection valve assembly are mounted in the cylinder head; and (d) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder head.
20. The method of claim 16, 17 or 18, wherein:
(a) each opposed surface is the top surface of a piston;
(b) the ignition source and injection valve assembly are mounted in the cylinder in substantially the same transverse plane; and (c) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
(a) each opposed surface is the top surface of a piston;
(b) the ignition source and injection valve assembly are mounted in the cylinder in substantially the same transverse plane; and (c) the portion of the surfaces defining the combustion chamber extending between the valve assembly and the ignition source is the inside surface of the cylinder.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US40841182A | 1982-08-16 | 1982-08-16 | |
| US408,411 | 1982-08-16 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1213481A true CA1213481A (en) | 1986-11-04 |
Family
ID=23616184
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000432835A Expired CA1213481A (en) | 1982-08-16 | 1983-07-20 | Stratified charge combustion system and method for gaseous fuel internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1213481A (en) |
-
1983
- 1983-07-20 CA CA000432835A patent/CA1213481A/en not_active Expired
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