CA2500146A1 - Improved cylinder head - Google Patents
Improved cylinder head Download PDFInfo
- Publication number
- CA2500146A1 CA2500146A1 CA002500146A CA2500146A CA2500146A1 CA 2500146 A1 CA2500146 A1 CA 2500146A1 CA 002500146 A CA002500146 A CA 002500146A CA 2500146 A CA2500146 A CA 2500146A CA 2500146 A1 CA2500146 A1 CA 2500146A1
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- Canada
- Prior art keywords
- combustion
- gas
- valve
- intake
- intake passage
- 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.)
- Abandoned
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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
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0412—Multiple heat exchangers arranged in parallel or in series
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/16—Control of the pumps by bypassing charging air
- F02B37/164—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
- F02B37/166—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine the auxiliary apparatus being a combustion chamber, e.g. upstream of turbine
-
- 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
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/16—Other safety measures for, or other control of, pumps
-
- 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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- 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)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The present invention is an improved cylinder head for an internal combustion engine of the four-cycle type. The improvement is a method to purge the combustion chamber during the exhaust stroke and is comprised of (A) the addition of a second air passage and valve, which caries pumped or compressed air to the combustion chamber; (B) modified valve timing on the intake and (C) a heat shielding buffer zone on the intake.
Using this invention will (1) reduce 'turbo-lag'; (2) increase the useful range of the turbocharger; (3) decrease damage to the turbocharger due to overheating and generally increase the useful life of the turbocharger; (4) decrease pre-combustion; (5) decrease the regulated pollutants NO, CO and Unburned Hydrocarbons; (6) increase volumetric efficiency, power and fuel efficiency with or without a turbocharger and (7) increase the overall useful life of the engine.
Using this invention will (1) reduce 'turbo-lag'; (2) increase the useful range of the turbocharger; (3) decrease damage to the turbocharger due to overheating and generally increase the useful life of the turbocharger; (4) decrease pre-combustion; (5) decrease the regulated pollutants NO, CO and Unburned Hydrocarbons; (6) increase volumetric efficiency, power and fuel efficiency with or without a turbocharger and (7) increase the overall useful life of the engine.
Description
CYL~ER ~A~~ D~YICE
BACKG~tflUND flF CIE ~t't~i~1'i'Ifl~t The subject invention ofa cylinder head device relates to an internal combustion piston engine of the four-cycle type that is equipped with a means of pumping air into the coinb~ustion chamber (such ass a turbocharger, sppercharger or electrically driven blower).
The invention also concerns a method for controlling the airflow into and through the combustion chamber. The invention can be used with many engine con~guxations and parameters and so the flexibility of the design should not be considered a residual result of tire basic design.
When used in conjunction with a single tucharger or duplicity of turbochargers or a turbo-charger in combination with a non-exhaust driven blower or a single nonsexhaust driven blower, the invention should help an engine produce more power and a straighter power curve with lower traces of regulatred missions; and could be well suited for the average commuting sedan. The invention can be used with marry fuels and the forthcoming disclosure is not intended to exclude diesel ignition type combustion.
The cylinder head facilitates the ingestion of fuel and air into the combustion chamber. The cylinder head negotiates the specific applications of peripheral engine technologies {such as electronic fuel injection, turbo charging, emissions control systems, etc) with the basic combustion chamber] therefore the cylinder head is constantly evolving to better accominadate improvements in the specialized peripheral fields.
limply bolting on a different cylinder Bead can facilitate major changes flf engine utility. The present cylinder head should accommodate and better utilize the benefits of old, new and evolving peripheral engine technologies.
The following background w11 explain hour the combined benefits of the turbo-charger and/or blower in conjunction with the cylinder head could be greater than the initial investment for the average consumer; by showing the invention might better utilize tune and space within the combustion chamber, and might better utilizes the exhaust by-product and might reduce regulated emissions.
The diesel engine in a transport truck uses largely differing principles froiti a spark ignition engine in the average Passenger car, howe°°ver using tize Presezit cylinder head invention will endow the already sporty spark ignition engine with some benefits of the powerful transport truck.
The diesel engine does not require a specific air to fuel ratio for successful combustion, which makes possible the practice of forcing large amounts of air through the combustion chamber across the entire RPM range. This allows the diesel engine designer to use the turbo and roots type blower for both scavenging and combustion without separate intake valvesa which has proven to increase power over snore of the engines' RPM
~fl range, increase ovtrall power generation, reduce fuel usage and pollution production.
However the case is not true of the spark ignition type fuels, because a specific fuel to air ratio is necessary for successful combustion. Separation of the purge scavenging) process and the combustion intake process are necessary if combustion chamber purging is to be economically performed in a spark ignition type engine. However, it is known that purging xhe combustion charhber a#~er the power stroke and supercharging the combustion chamber during the intake strcike generally produce positive results no mater what fuel is used.
A design is know which accomplishes the purge arid supercharging (iii ~ spark ignifion engine) process by utilizing the turbocharger and blower in parallel as previously described. It uses a separate intake valve within floe combustion chamber to purge the exhaust from the combustion chamber, wlxre the valve opens after the power stroke; but the design reduces tl~e space available in the combustion chamber for larger intake or exhaust valves, which essentially reduces volumetric e~ciency.
Spark ignition type passenger vehicles equipped with either a turbo-charger or 1~ p09itlve-type blower are available but generally produce limited results.
~1 turbo-charger equipped engine increases power anti fuel savings only during high-load and high rpm, {which is really only during acceleration and white hauling heavy loads), so it can be seen that the common turbocharged engine has not yet adapted to the needs of the average commuter. ~n engine equipped with a positive-type blower increases power output over the entire rpm range but provides little fuel savings and pollution reduction benefits.
Expensive spark ignition type passenger vehicles are available that come equipped with both types of blowers arranged in series formation, where the positive-type blower would increase power during low-load, and the turbo would relieve the positive-type blower during high load {similar to the transport truck). However, the benefits are negligible when one considers that both blower units are useless during idle and slow driving; such configurations are usually reserved for sports vehicles and vehicles with diesel tie engines.
Someone skilled in the art of engine design may conclude that current technology dares not make viable the manufacture of a general-use spark-ignition passenger vehicle equipped with a turbo-charger or blower, which explains why there aren't many available on the market.
Several improvements would be necessary to make such a vehicle feasible; the turbo anchor blower should be useful more of the time or ail the time, and should contribute to reducing regulated pollutants.
30 Following are problems that exist within a four-cycle engine and an explanation of how the present invention can help.
High compression ratios pmtluced by the turbo and blower indu~ee high combustion temperatures which in-turn increases 1\titrogen t~cide pollutants, necessitating high-octane fuels and cooling of the intake-air. ?'he same high combustion temperatures cascade through the exhaust, 513orten~ng the life of the turbocharger ,and the catalytic converter. The purging action (cigars 7 aid 8) and bu#fer zone (~'igur~ Ssj provided by the present invention will reduce combustion and exhaust temperatures throughout the entire RPM range.
Incomplete exhaust evacuation can inhibit the next combustion cycle, causing 40 increased levels of Carbon A~Ionoxide and Unburned Hydro carbon pollutants.
The present cylinder head provides combustion chamber purging (F'igure~ 9 a~td 8~, which will help clear out remaining exhaust:
Fuel may remain unburned or partially burned under certain operating Conditions, producing Unburned Hydrocarbons and Carbon Monoxide pollutants.
The Present cylinder head provides combustion ct~a~nber purging rFigures ~sr~d 8), which will help re-oxygenate high temperature exhaust and help convert the left over Hn~rned Hydrocarbons and Carbon Monoxide into Carbon Dioxide tassuming that the newly introduced air doesn't cool the exhaust too much~> It should be noted that excessive re-oxygenation of the exhaust could harm a catalytic converter if one is employed; Therefore a balance must be made.
Excessive heat absorption into the combustion chamber parts cats cause high combustion temperatures, which contribute to pre-ignition and Nitrogen t~xides pollutant.
The present cylinder head provides combustion chamber purging (Figure ~~rT 8), which ~fl will help cool the combustion chamber parts.
Heat transferred from tile intake-valve to tfite incoming combustion mixture can reduce volumetric efficiency and cause higher combustion temperatures, which can reduce power potential and contribute to Nitrogen t3xides pollutant. The present cylinder head provides a 'Heat-Shielding Buffer-Zone' within the common intake passage StS
as illustrated in Figures S,~,i1,12 ~n~ 13,x, which will reduce heat transference during tire compression cycle, combustion cycle and exhaust cycle.
An engine cannot produce enough exhaust during low load and slow rpm situations, which greatly reduces the patential of a turbo~,harger. The present cylinder head provides combustion chamber purging (Figure ~ ~n~ 8~, which will increa$e the amount of ~o exhaust flow to the turbo-charger, therefore reducing 'turbo-lag' and increasing the turbochargers useful range.
The forthcoming explanation of the preferred embodiment will explain how the invention might best be used, and in doing so the bene~fis of the invention should become apparem to the person skilled in the field. Depending on needs andlor preferences; the invention can be used with or without a turbo-charger, with a duplicity of turbo-chargers;
with fuel injection andlor carburetor, with diesel-ignition type fuels andlor spark-ignition type fuels, with and/or without most emissions control systems available, with andlor without a non-exhaust driven blower, and with many vaiVe Styles. Usefulness of the invention is not limited to passenger vehicles.
$RIEI~ DESCRIPTION OF THE DR~i~VINGS
The invention comprises a method and device for controlfing the airflow into and through the combustion chamber of a four-cycle engine and is characterized by the features defined in the characterizing clauses of claims i,2,3trn~ ~f.
Figure 1 illustrates schematically the design of the invention in its' preferred embodiment.
Figure 2 and 3 illustrates possible turbo-charger and blower arrangements as could be applied in accordance with preferred embodiment of the invention.
Figure ~ illustrates another possible valve arrangement at the junction of the intalte passages S~, S3 and S~ as could be applied in accordance with the preferred embodiment of the invention, however the type of valve or valves used for this junction is not claimed as long as the valve or valves meet tile rer~uirement of the preferred embodiment.
Fig~rre S through ~~l in series starting with Figure S iliust~ how the valve tuning might look in relation to the piston movement and the four-cycle pibcess, but are not meant to limit the invention to the timing displayed, because the limiting factors are described by the clauses within tile preferred embodiment of the invention.
SUMI~R~' OF TAE ~iVEi~T1'IO~
As illustrated in F";gtrre l, the preferred embodiment of the cylinder head device consisting of a passage as indicated by numeral reference S~, wl;ich is used to transport air 9fl from the atmosphere uito the direction of the combustion chamber S8 for combustion; and also consisting of another passage as indicated by numeral refei~nce S3, which is used to transport air from the atmosphere into the combustion chamber Sd for purging;
and also consisti~ig of a common passage as indicated by numeral reference S6, which at one end the combustion-air uitake passage S4 acid purge-air intake pS3 connect to become one, and the opposite end of the common passage connecting to the combustion chamber S~j where the common passage S~ is used to transport both combustion-air and purge-air to the combustion chamber S8; and also consisting ofa secoiidaiy intake valve as indicated by numeral reference ~ which is dined to separate and control the junction of the combustion-air intake passage S~ and the purge-air intake passage S3 so that the secondary 20 intake valve 1 is timed to close the combustion-air intake passage ~S'~ and open the purge-air intake passage S3 to allow purge-a~ into the common intake passage Sa during the exhaust cycle, and will alternatively close the purge-air intake passage S3 and open the combustion-as intake passage S~ to allow ~eombustion-air into the common Bite passage Sd during the intake cycle, where the secondary intake valve 1 could be a duplicity of valves as illustrated by (~'ig 4) or it could resemble a rigid flap (as illustrated throughout 1V1 siinpliCityj and Should be designed t0 prevent leakSge while in either dosed pt3sltion,.
and where pressure differences could exchange during the secondary valves' 1 transition from one closed position to the next; and can also consist of a heat-shielding buffer gone within the eoinmon intake passage Sfi which would shield the next cycle of waiting 3fl combustion-air from the high temperature nearest the combustion chamber by timing the secondary intake valve l to close the combustion-air intake passage S~d at or near the end of the intake-cycle until at or near the beginning of the next intake-cycle; and also consisting of a primary intake valve as indicated by numeral reference ~ which is used to control the junCtlfln of the commoir-intake passage Sf and the combustion chamber S8 and could be in the form of a poppet valve and which is timed to open during the intake-cycle and close during the compression and power cycles] and the primary intake valve ~Z could be timed to open in-pact or in-full when the piston 9 is at the top of its' exhaust-stroke so that purge-air can flow through the combustion-chambers SS clearance-space, and the primary uitake naive Z could be tuned to open in-part or in-fiiii during or imniediateiy after exhaust-biow-down or any time during the exhaust-cycle or any time .near the bottom of the piston power stroke so that purge-gas can flow through the combustion-chamber S8; and the primary uitake valve Z could have a post-combustion back-#lo~wprevention function which would be used during exhaust purguig on the upstroke of the piston 9 exhaust-cycle which may be necessary if the force of the purge-air is not great enough to overcome the pistons ~
opposing force, by restricting the space with which the purge-air can #low through the primary intake valve opening the purge-air could obtain a higher entrance velocity into the combustion chamber SS; and also consisting of a primary exhaust valve as indicated by numeral reference 3 which is used to control the junction of the exhaust-passage S7 and the combustion chamber S8 and could be in the form of a poppet valve and is timed to operate using the four-cycle principle of the combustion process; and also consisting of an exhaust-gas passage as indicated by numeral reference S~, which is used to transport exhaust from the combustion chamber S8 to an exhaust system; and also consisting of a portion of the combustion chamber commonly known as the 'clearance space' as indicated by numeral 4fl reference S8; and also consisting of an acceptable means of actuation as indicated by numeral reference i0, which contrnls the motion and timing of the valves l,Z
and 3, which could be in the form of a camsha#~ or a duplicity of actuators; and also consisting of a piston as indicated by numeral reference 9, where the piston 9 is not part of the invention, but the position and tinning of the valves 1,2 and 3 iii relation to the piston 9 within the corribustion cycle is cluimecl.
The components of the 4-cycle engine known as the Intake cycle, compression cycle, Combustion cycle, and lrxhaust cycle are not defined by industry as simply the position that the piston is in at any given time relative to Top-Dead-Center or Hottom-Deed-Center. Rather, the iudividu~l cycle is eitic uutii iii the necessa~
ccmponerits of each cycle are completed to produce the desired result for that cycle, and so it may be that one or more of the components of a cycle may overlap one or more of tl~e components of the next cycle. The invention as claimed is described by specifying the timing of the ccmpt~ncnt in question in relation to the p~rticuiar cycle in qucstic~n, end ~~ the timing of other components not mentioned are not being claimed except that the four cycle system be maintained.
BACKG~tflUND flF CIE ~t't~i~1'i'Ifl~t The subject invention ofa cylinder head device relates to an internal combustion piston engine of the four-cycle type that is equipped with a means of pumping air into the coinb~ustion chamber (such ass a turbocharger, sppercharger or electrically driven blower).
The invention also concerns a method for controlling the airflow into and through the combustion chamber. The invention can be used with many engine con~guxations and parameters and so the flexibility of the design should not be considered a residual result of tire basic design.
When used in conjunction with a single tucharger or duplicity of turbochargers or a turbo-charger in combination with a non-exhaust driven blower or a single nonsexhaust driven blower, the invention should help an engine produce more power and a straighter power curve with lower traces of regulatred missions; and could be well suited for the average commuting sedan. The invention can be used with marry fuels and the forthcoming disclosure is not intended to exclude diesel ignition type combustion.
The cylinder head facilitates the ingestion of fuel and air into the combustion chamber. The cylinder head negotiates the specific applications of peripheral engine technologies {such as electronic fuel injection, turbo charging, emissions control systems, etc) with the basic combustion chamber] therefore the cylinder head is constantly evolving to better accominadate improvements in the specialized peripheral fields.
limply bolting on a different cylinder Bead can facilitate major changes flf engine utility. The present cylinder head should accommodate and better utilize the benefits of old, new and evolving peripheral engine technologies.
The following background w11 explain hour the combined benefits of the turbo-charger and/or blower in conjunction with the cylinder head could be greater than the initial investment for the average consumer; by showing the invention might better utilize tune and space within the combustion chamber, and might better utilizes the exhaust by-product and might reduce regulated emissions.
The diesel engine in a transport truck uses largely differing principles froiti a spark ignition engine in the average Passenger car, howe°°ver using tize Presezit cylinder head invention will endow the already sporty spark ignition engine with some benefits of the powerful transport truck.
The diesel engine does not require a specific air to fuel ratio for successful combustion, which makes possible the practice of forcing large amounts of air through the combustion chamber across the entire RPM range. This allows the diesel engine designer to use the turbo and roots type blower for both scavenging and combustion without separate intake valvesa which has proven to increase power over snore of the engines' RPM
~fl range, increase ovtrall power generation, reduce fuel usage and pollution production.
However the case is not true of the spark ignition type fuels, because a specific fuel to air ratio is necessary for successful combustion. Separation of the purge scavenging) process and the combustion intake process are necessary if combustion chamber purging is to be economically performed in a spark ignition type engine. However, it is known that purging xhe combustion charhber a#~er the power stroke and supercharging the combustion chamber during the intake strcike generally produce positive results no mater what fuel is used.
A design is know which accomplishes the purge arid supercharging (iii ~ spark ignifion engine) process by utilizing the turbocharger and blower in parallel as previously described. It uses a separate intake valve within floe combustion chamber to purge the exhaust from the combustion chamber, wlxre the valve opens after the power stroke; but the design reduces tl~e space available in the combustion chamber for larger intake or exhaust valves, which essentially reduces volumetric e~ciency.
Spark ignition type passenger vehicles equipped with either a turbo-charger or 1~ p09itlve-type blower are available but generally produce limited results.
~1 turbo-charger equipped engine increases power anti fuel savings only during high-load and high rpm, {which is really only during acceleration and white hauling heavy loads), so it can be seen that the common turbocharged engine has not yet adapted to the needs of the average commuter. ~n engine equipped with a positive-type blower increases power output over the entire rpm range but provides little fuel savings and pollution reduction benefits.
Expensive spark ignition type passenger vehicles are available that come equipped with both types of blowers arranged in series formation, where the positive-type blower would increase power during low-load, and the turbo would relieve the positive-type blower during high load {similar to the transport truck). However, the benefits are negligible when one considers that both blower units are useless during idle and slow driving; such configurations are usually reserved for sports vehicles and vehicles with diesel tie engines.
Someone skilled in the art of engine design may conclude that current technology dares not make viable the manufacture of a general-use spark-ignition passenger vehicle equipped with a turbo-charger or blower, which explains why there aren't many available on the market.
Several improvements would be necessary to make such a vehicle feasible; the turbo anchor blower should be useful more of the time or ail the time, and should contribute to reducing regulated pollutants.
30 Following are problems that exist within a four-cycle engine and an explanation of how the present invention can help.
High compression ratios pmtluced by the turbo and blower indu~ee high combustion temperatures which in-turn increases 1\titrogen t~cide pollutants, necessitating high-octane fuels and cooling of the intake-air. ?'he same high combustion temperatures cascade through the exhaust, 513orten~ng the life of the turbocharger ,and the catalytic converter. The purging action (cigars 7 aid 8) and bu#fer zone (~'igur~ Ssj provided by the present invention will reduce combustion and exhaust temperatures throughout the entire RPM range.
Incomplete exhaust evacuation can inhibit the next combustion cycle, causing 40 increased levels of Carbon A~Ionoxide and Unburned Hydro carbon pollutants.
The present cylinder head provides combustion chamber purging (F'igure~ 9 a~td 8~, which will help clear out remaining exhaust:
Fuel may remain unburned or partially burned under certain operating Conditions, producing Unburned Hydrocarbons and Carbon Monoxide pollutants.
The Present cylinder head provides combustion ct~a~nber purging rFigures ~sr~d 8), which will help re-oxygenate high temperature exhaust and help convert the left over Hn~rned Hydrocarbons and Carbon Monoxide into Carbon Dioxide tassuming that the newly introduced air doesn't cool the exhaust too much~> It should be noted that excessive re-oxygenation of the exhaust could harm a catalytic converter if one is employed; Therefore a balance must be made.
Excessive heat absorption into the combustion chamber parts cats cause high combustion temperatures, which contribute to pre-ignition and Nitrogen t~xides pollutant.
The present cylinder head provides combustion chamber purging (Figure ~~rT 8), which ~fl will help cool the combustion chamber parts.
Heat transferred from tile intake-valve to tfite incoming combustion mixture can reduce volumetric efficiency and cause higher combustion temperatures, which can reduce power potential and contribute to Nitrogen t3xides pollutant. The present cylinder head provides a 'Heat-Shielding Buffer-Zone' within the common intake passage StS
as illustrated in Figures S,~,i1,12 ~n~ 13,x, which will reduce heat transference during tire compression cycle, combustion cycle and exhaust cycle.
An engine cannot produce enough exhaust during low load and slow rpm situations, which greatly reduces the patential of a turbo~,harger. The present cylinder head provides combustion chamber purging (Figure ~ ~n~ 8~, which will increa$e the amount of ~o exhaust flow to the turbo-charger, therefore reducing 'turbo-lag' and increasing the turbochargers useful range.
The forthcoming explanation of the preferred embodiment will explain how the invention might best be used, and in doing so the bene~fis of the invention should become apparem to the person skilled in the field. Depending on needs andlor preferences; the invention can be used with or without a turbo-charger, with a duplicity of turbo-chargers;
with fuel injection andlor carburetor, with diesel-ignition type fuels andlor spark-ignition type fuels, with and/or without most emissions control systems available, with andlor without a non-exhaust driven blower, and with many vaiVe Styles. Usefulness of the invention is not limited to passenger vehicles.
$RIEI~ DESCRIPTION OF THE DR~i~VINGS
The invention comprises a method and device for controlfing the airflow into and through the combustion chamber of a four-cycle engine and is characterized by the features defined in the characterizing clauses of claims i,2,3trn~ ~f.
Figure 1 illustrates schematically the design of the invention in its' preferred embodiment.
Figure 2 and 3 illustrates possible turbo-charger and blower arrangements as could be applied in accordance with preferred embodiment of the invention.
Figure ~ illustrates another possible valve arrangement at the junction of the intalte passages S~, S3 and S~ as could be applied in accordance with the preferred embodiment of the invention, however the type of valve or valves used for this junction is not claimed as long as the valve or valves meet tile rer~uirement of the preferred embodiment.
Fig~rre S through ~~l in series starting with Figure S iliust~ how the valve tuning might look in relation to the piston movement and the four-cycle pibcess, but are not meant to limit the invention to the timing displayed, because the limiting factors are described by the clauses within tile preferred embodiment of the invention.
SUMI~R~' OF TAE ~iVEi~T1'IO~
As illustrated in F";gtrre l, the preferred embodiment of the cylinder head device consisting of a passage as indicated by numeral reference S~, wl;ich is used to transport air 9fl from the atmosphere uito the direction of the combustion chamber S8 for combustion; and also consisting of another passage as indicated by numeral refei~nce S3, which is used to transport air from the atmosphere into the combustion chamber Sd for purging;
and also consisti~ig of a common passage as indicated by numeral reference S6, which at one end the combustion-air uitake passage S4 acid purge-air intake pS3 connect to become one, and the opposite end of the common passage connecting to the combustion chamber S~j where the common passage S~ is used to transport both combustion-air and purge-air to the combustion chamber S8; and also consisting ofa secoiidaiy intake valve as indicated by numeral reference ~ which is dined to separate and control the junction of the combustion-air intake passage S~ and the purge-air intake passage S3 so that the secondary 20 intake valve 1 is timed to close the combustion-air intake passage ~S'~ and open the purge-air intake passage S3 to allow purge-a~ into the common intake passage Sa during the exhaust cycle, and will alternatively close the purge-air intake passage S3 and open the combustion-as intake passage S~ to allow ~eombustion-air into the common Bite passage Sd during the intake cycle, where the secondary intake valve 1 could be a duplicity of valves as illustrated by (~'ig 4) or it could resemble a rigid flap (as illustrated throughout 1V1 siinpliCityj and Should be designed t0 prevent leakSge while in either dosed pt3sltion,.
and where pressure differences could exchange during the secondary valves' 1 transition from one closed position to the next; and can also consist of a heat-shielding buffer gone within the eoinmon intake passage Sfi which would shield the next cycle of waiting 3fl combustion-air from the high temperature nearest the combustion chamber by timing the secondary intake valve l to close the combustion-air intake passage S~d at or near the end of the intake-cycle until at or near the beginning of the next intake-cycle; and also consisting of a primary intake valve as indicated by numeral reference ~ which is used to control the junCtlfln of the commoir-intake passage Sf and the combustion chamber S8 and could be in the form of a poppet valve and which is timed to open during the intake-cycle and close during the compression and power cycles] and the primary intake valve ~Z could be timed to open in-pact or in-full when the piston 9 is at the top of its' exhaust-stroke so that purge-air can flow through the combustion-chambers SS clearance-space, and the primary uitake naive Z could be tuned to open in-part or in-fiiii during or imniediateiy after exhaust-biow-down or any time during the exhaust-cycle or any time .near the bottom of the piston power stroke so that purge-gas can flow through the combustion-chamber S8; and the primary uitake valve Z could have a post-combustion back-#lo~wprevention function which would be used during exhaust purguig on the upstroke of the piston 9 exhaust-cycle which may be necessary if the force of the purge-air is not great enough to overcome the pistons ~
opposing force, by restricting the space with which the purge-air can #low through the primary intake valve opening the purge-air could obtain a higher entrance velocity into the combustion chamber SS; and also consisting of a primary exhaust valve as indicated by numeral reference 3 which is used to control the junction of the exhaust-passage S7 and the combustion chamber S8 and could be in the form of a poppet valve and is timed to operate using the four-cycle principle of the combustion process; and also consisting of an exhaust-gas passage as indicated by numeral reference S~, which is used to transport exhaust from the combustion chamber S8 to an exhaust system; and also consisting of a portion of the combustion chamber commonly known as the 'clearance space' as indicated by numeral 4fl reference S8; and also consisting of an acceptable means of actuation as indicated by numeral reference i0, which contrnls the motion and timing of the valves l,Z
and 3, which could be in the form of a camsha#~ or a duplicity of actuators; and also consisting of a piston as indicated by numeral reference 9, where the piston 9 is not part of the invention, but the position and tinning of the valves 1,2 and 3 iii relation to the piston 9 within the corribustion cycle is cluimecl.
The components of the 4-cycle engine known as the Intake cycle, compression cycle, Combustion cycle, and lrxhaust cycle are not defined by industry as simply the position that the piston is in at any given time relative to Top-Dead-Center or Hottom-Deed-Center. Rather, the iudividu~l cycle is eitic uutii iii the necessa~
ccmponerits of each cycle are completed to produce the desired result for that cycle, and so it may be that one or more of the components of a cycle may overlap one or more of tl~e components of the next cycle. The invention as claimed is described by specifying the timing of the ccmpt~ncnt in question in relation to the p~rticuiar cycle in qucstic~n, end ~~ the timing of other components not mentioned are not being claimed except that the four cycle system be maintained.
Claims (4)
1. An improved cylinder head for an internal combustion piston engine of the four-cycle type, comprising;
(a) at least one passage that carries a source of air (atmospheric gas) into the direction of the cylinder for the purpose of use as part of the fuel/air mixture for combustion, and is described as the Combustion-gas Intake Passage, and where the combustion-gas pressure is not specified;
(b) another passage that is not for and is separate from the 'combustion-gas intake passage', that is at least one passage that carries a source of pumped or pressurized air or other gas (not gasoline) into the direction of the cylinder for tile purpose of purging the cylinder, and is described as the Purge-gas Intake Passage;
(c) at least one passage that connects the combustion chamber to the 'purge-gas intake passage' .and 'combustion-gas intake passage' for the purpose of directing the combustion-gas and/or purge-gas from the 'purge-gas and combustion-gas intake passages' to the combustion chamber, and is described as the Common Intake Passage or simply the 'Intake Port' as commonly known;
(d) at least one valve or a duplicity of valves controlling the junction where the 'purge-gas intake passage' and 'combustion-gas intake passage' meet the 'common intake passage', and is described as the Secondary Intake Valve(s), wherein the 'secondary intake valve' is tinned to close the 'combustion-gas intake passage' and open the 'purge-gas intake passage' to allow purge-gas into the 'common intake passage' during the exhaust cycle, and will alternatively close the 'purge-gas intake passage' and open the 'combustion-gas intake passage' to allow combustion-gas into the 'common intake passage' during the intake cycle, and where the said junction may be controlled by more than one valve for the purpose of separating fine 'combustion-gas intake passage valve' function from the 'purge-gas intake passage valve' function;
(e) at least one valve controlling the junction where the combustion chamber and the 'common intake passage' meet, and timed to accommodate the four-cycle combustion process, and is described as the Primary Intake Valve or simply the 'Intake Valve' as commonly known;
(f) at least one passage that connects the combustion chamber to an exhaust system, and is caned the 'Exhaust Port' as commonly known, with at least one valve controlling the junction at the combustion chamber and the 'exhaust port' which is timed to accommodate the four-cycle combustion process and is described as the 'Exhaust Valve' as commonly known;
fig) where waive overlap associated with the timing of the 'purge-gas intake and combustion gas intake valves' may be present, and where valve overlap associated with the timing of the 'primary intake and exhaust valves' may be present; with 'valve overlap' being the term commonly used to describe the state of two or more passages sharing a common space and the valves being in an open position simultaneously; in the case of a single flap valve which operates two passages simultaneously, any position between opened and closed would constitute valve overlap.
(a) at least one passage that carries a source of air (atmospheric gas) into the direction of the cylinder for the purpose of use as part of the fuel/air mixture for combustion, and is described as the Combustion-gas Intake Passage, and where the combustion-gas pressure is not specified;
(b) another passage that is not for and is separate from the 'combustion-gas intake passage', that is at least one passage that carries a source of pumped or pressurized air or other gas (not gasoline) into the direction of the cylinder for tile purpose of purging the cylinder, and is described as the Purge-gas Intake Passage;
(c) at least one passage that connects the combustion chamber to the 'purge-gas intake passage' .and 'combustion-gas intake passage' for the purpose of directing the combustion-gas and/or purge-gas from the 'purge-gas and combustion-gas intake passages' to the combustion chamber, and is described as the Common Intake Passage or simply the 'Intake Port' as commonly known;
(d) at least one valve or a duplicity of valves controlling the junction where the 'purge-gas intake passage' and 'combustion-gas intake passage' meet the 'common intake passage', and is described as the Secondary Intake Valve(s), wherein the 'secondary intake valve' is tinned to close the 'combustion-gas intake passage' and open the 'purge-gas intake passage' to allow purge-gas into the 'common intake passage' during the exhaust cycle, and will alternatively close the 'purge-gas intake passage' and open the 'combustion-gas intake passage' to allow combustion-gas into the 'common intake passage' during the intake cycle, and where the said junction may be controlled by more than one valve for the purpose of separating fine 'combustion-gas intake passage valve' function from the 'purge-gas intake passage valve' function;
(e) at least one valve controlling the junction where the combustion chamber and the 'common intake passage' meet, and timed to accommodate the four-cycle combustion process, and is described as the Primary Intake Valve or simply the 'Intake Valve' as commonly known;
(f) at least one passage that connects the combustion chamber to an exhaust system, and is caned the 'Exhaust Port' as commonly known, with at least one valve controlling the junction at the combustion chamber and the 'exhaust port' which is timed to accommodate the four-cycle combustion process and is described as the 'Exhaust Valve' as commonly known;
fig) where waive overlap associated with the timing of the 'purge-gas intake and combustion gas intake valves' may be present, and where valve overlap associated with the timing of the 'primary intake and exhaust valves' may be present; with 'valve overlap' being the term commonly used to describe the state of two or more passages sharing a common space and the valves being in an open position simultaneously; in the case of a single flap valve which operates two passages simultaneously, any position between opened and closed would constitute valve overlap.
2 A cylinder tread as defined in claim 1, wherein the primary intake valve is timed to perform an exhaust-purging function, whereby the primary intake valve is designed to open in-full or in-part during or immediately after exhaust blow down and/or any time during the exhaust cycle or any time near the bottom of the piston power stroke, then close in-full during the compression and combustion cycles, and is described as the Purge Timing.
3 A cylinder head as defined in claim 2, wherein the primary intake valve is timed to perform a post-combustion back-flow-prevention function, whereby the primary intake valve is designed to open in-full or in-part during or immediately after exhaust blow down and/or any time during the exhaust cycle, then close in-full or in-part during the up-stroke of the piston in the exhaust cycle.
4 A cylinder mead as defined in claim 1, 2 or 3 and/or any combination thereof, wherein the 'common intake passage' can be used to shield the next cycle of incoming combustion-gas from the high temperature closest to the combustion chamber, by closing the 'combustion-gas intake valve' at or near the end of the intake cycle until at or near the beginning of the next intake cycle, and is described as the Heat Shielding Buffer Zone.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002500146A CA2500146A1 (en) | 2005-03-10 | 2005-03-10 | Improved cylinder head |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002500146A CA2500146A1 (en) | 2005-03-10 | 2005-03-10 | Improved cylinder head |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2500146A1 true CA2500146A1 (en) | 2006-09-10 |
Family
ID=36998125
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002500146A Abandoned CA2500146A1 (en) | 2005-03-10 | 2005-03-10 | Improved cylinder head |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2500146A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011086069A1 (en) * | 2010-01-14 | 2011-07-21 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Fresh gas supply device for an internal combustion engine and method for operating said type of fresh gas supply device |
| US20130232971A1 (en) * | 2012-03-12 | 2013-09-12 | Ford Global Technologies, Llc | Turbocharger compressor inlet flow control |
| CN109973205A (en) * | 2017-12-15 | 2019-07-05 | 翰昂汽车零部件有限公司 | The passive check valve of integral type in charge air entrance case |
-
2005
- 2005-03-10 CA CA002500146A patent/CA2500146A1/en not_active Abandoned
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2011086069A1 (en) * | 2010-01-14 | 2011-07-21 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Fresh gas supply device for an internal combustion engine and method for operating said type of fresh gas supply device |
| CN102713196A (en) * | 2010-01-14 | 2012-10-03 | 克诺尔商用车制动系统有限公司 | Fresh gas supply device for an internal combustion engine and method for operating said type of fresh gas supply device |
| CN102713196B (en) * | 2010-01-14 | 2015-11-25 | 克诺尔商用车制动系统有限公司 | For the live gas supplier of internal-combustion engine and the method for this live gas supplier of operation |
| US9708967B2 (en) | 2010-01-14 | 2017-07-18 | Knorr-Bremse Systeme Fuer Nutzfahrzeuge Gmbh | Fresh gas supply device for an internal combustion engine and method of operating same |
| KR101794365B1 (en) * | 2010-01-14 | 2017-11-06 | 크노르-브렘제 시스테메 퓌어 누츠파조이게 게엠베하 | Fresh gas supply device for an internal combustion engine and method for operating said type of fresh gas supply device |
| US20130232971A1 (en) * | 2012-03-12 | 2013-09-12 | Ford Global Technologies, Llc | Turbocharger compressor inlet flow control |
| US9243550B2 (en) * | 2012-03-12 | 2016-01-26 | Ford Global Technologies, Llc | Turbocharger compressor inlet flow control |
| CN109973205A (en) * | 2017-12-15 | 2019-07-05 | 翰昂汽车零部件有限公司 | The passive check valve of integral type in charge air entrance case |
| US10760475B2 (en) | 2017-12-15 | 2020-09-01 | Hanon Systems | Integrated passive one way valve in charge air inlet tank |
| CN109973205B (en) * | 2017-12-15 | 2021-06-22 | 翰昂汽车零部件有限公司 | Integrated passive one-way valve in a charge air inlet box |
| DE102018221527B4 (en) | 2017-12-15 | 2022-03-31 | Hanon Systems | Integrated passive one-way valve in charge air intake tank |
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