EP0438252A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP0438252A1
EP0438252A1 EP91300249A EP91300249A EP0438252A1 EP 0438252 A1 EP0438252 A1 EP 0438252A1 EP 91300249 A EP91300249 A EP 91300249A EP 91300249 A EP91300249 A EP 91300249A EP 0438252 A1 EP0438252 A1 EP 0438252A1
Authority
EP
European Patent Office
Prior art keywords
chamber
combustion chamber
engine
compression ratio
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP91300249A
Other languages
German (de)
English (en)
Inventor
Takuya Matsumoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0438252A1 publication Critical patent/EP0438252A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke

Definitions

  • This invention relates to an internal combustion engine with a variable compression ratio.
  • the invention allows the varying of the compression ratio of a cylinder of the engine.
  • Another known scheme for varying the compression ratio is to use a connecting rod which is connected to the piston pin position, thus changing the upper dead point position by raising or lowering the position of the piston, in order to change the volume of the combustion chamber.
  • a decrease in compression ratio was produced in order to prevent knocking and to obtain an effective engine design.
  • a decrease in compression ratio is generally associated with an increase in combustion chamber volume, and the use of a large combustion chamber in order to prevent knocking resulted in a low expansion coefficient obtained from the explosion of the fuel in the chamber, and also a lower output.
  • an internal combustion engine having a combustion chamber, an auxiliary chamber which communicates with the combustion chamber and a valve which is operable to open and close communication between the combustion chamber and the auxiliary chamber, to vary the compression ratio of the engine.
  • the auxiliary chamber is preferably mounted so as to communicate with a cylinder combustion chamber, and when the valve between the combustion chamber and the auxiliary chamber is open during the compression stroke, compressed air/fuel mixture will flow into the auxiliary chamber.
  • the amount of air/fuel mixture inside the combustion chamber decreases only to the amount of the inflow, and when the valve is closed during an explosion, the actual compression ratio will be reduced in inverse proportion to the amount that has passed into the auxiliary chamber.
  • the compression ratio is 10:1 when an auxiliary chamber that has the same internal volume as the combustion chamber is in communication with the combustion chamber, then it is possible to change the compression ratio from 5:1 to 10:1 by closing the valve to decrease the amount that has passed into the auxiliary chamber.
  • the air/fuel mixture contained in the auxiliary chamber may be either returned to the mixture intake passage, or may be returned to the combustion chamber when the valve is next opened during the induction stroke so that this mixture can be used again.
  • a piston 2 travels in a cylinder 1.
  • An air intake valve 3 closes an air intake passage leading into the combustion chamber 6, and an exhaust valve 4 closes an exhaust passage leading out of the combustion chamber.
  • a conventional spark plug is shown at 5.
  • An auxiliary chamber 7 is connected to the combustion chamber 6 by a communication passage 8, and the passage 8 is closed by a valve 10 which closes onto a valve seat 9.
  • a knock sensor which produces a signal between the induction stroke and the compression stroke, or alternatively other means of control, can be used to select the optimum time period for which the valve 10 remains closed.
  • the valve 10 can be opened also during the exhaust stroke.
  • This bypass passage between the auxiliary chamber and the mixture intake may also include a valve to control flow through the passage.
  • the effect of this invention is that part of the air/fuel mixture sucked into the cylinder flows into the auxiliary chamber.
  • the compression ratio between the bottom dead centre and top dead centre positions of the piston is substantially lower than it would be without the presence of the auxiliary chamber.
  • the passage 8 is closed during combustion, the volume of the combustion chamber is changed so that it is possible to obtain an actual variable compression ratio that corresponds to the amount of the inflow into the auxiliary chamber.
  • the air/fuel mixture that flowed into the auxiliary chamber can be returned to the cylinder during the next induction stroke to be re-used.
  • this volume of mixture can be returned through a bypass pipe into the engine intake. In either case, this volume of mixture can be used again during the next cylinder cycle, rather than being wasted, which makes it possible to obtain high efficiency of fuel consumption because the overall design is efficient.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP91300249A 1990-01-16 1991-01-14 Moteur à combustion interne Withdrawn EP0438252A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP756190A JPH03213631A (ja) 1990-01-16 1990-01-16 可変圧縮比エンジン
JP7561/90 1990-01-16

Publications (1)

Publication Number Publication Date
EP0438252A1 true EP0438252A1 (fr) 1991-07-24

Family

ID=11669218

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91300249A Withdrawn EP0438252A1 (fr) 1990-01-16 1991-01-14 Moteur à combustion interne

Country Status (2)

Country Link
EP (1) EP0438252A1 (fr)
JP (1) JPH03213631A (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0670417A2 (fr) * 1991-08-27 1995-09-06 Mazda Motor Corporation Moteur à pistons à allumage à étincelle
US5862790A (en) * 1997-09-10 1999-01-26 Ford Global Technologies, Inc. Method of generating turbulence with intra-cycle cooling for spark ignition engines
US5878714A (en) * 1997-09-10 1999-03-09 Ford Global Technologies, Inc. Turbulence generation with intra-cycle cooling for spark ignition engines

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4556877B2 (ja) * 2006-01-23 2010-10-06 トヨタ自動車株式会社 可変圧縮比内燃機関
JP5525311B2 (ja) * 2010-03-31 2014-06-18 本田技研工業株式会社 副室付き内燃機関

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0095252A2 (fr) * 1982-05-25 1983-11-30 Ford Motor Company Limited Moteur à combustion interne

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0095252A2 (fr) * 1982-05-25 1983-11-30 Ford Motor Company Limited Moteur à combustion interne

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 6, no. 240 (M-174)(1118) 27 November 1982, & JP-A-57 137635 (FUJI JUKOGYO) 25 August 1982, *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0670417A2 (fr) * 1991-08-27 1995-09-06 Mazda Motor Corporation Moteur à pistons à allumage à étincelle
EP0670417A3 (fr) * 1991-08-27 1995-10-25 Mazda Motor Moteur à pistons à allumage à étincelle.
US5862790A (en) * 1997-09-10 1999-01-26 Ford Global Technologies, Inc. Method of generating turbulence with intra-cycle cooling for spark ignition engines
US5878714A (en) * 1997-09-10 1999-03-09 Ford Global Technologies, Inc. Turbulence generation with intra-cycle cooling for spark ignition engines

Also Published As

Publication number Publication date
JPH03213631A (ja) 1991-09-19

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