GB1560516A - Cylinder head for an internal combustion engine - Google Patents
Cylinder head for an internal combustion engine Download PDFInfo
- Publication number
- GB1560516A GB1560516A GB19563/77A GB1956377A GB1560516A GB 1560516 A GB1560516 A GB 1560516A GB 19563/77 A GB19563/77 A GB 19563/77A GB 1956377 A GB1956377 A GB 1956377A GB 1560516 A GB1560516 A GB 1560516A
- Authority
- GB
- United Kingdom
- Prior art keywords
- combustion chamber
- ratio
- angle
- guide wall
- increased
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/26—Cylinder heads having cooling means
- F02F1/36—Cylinder heads having cooling means for liquid cooling
- F02F1/38—Cylinder heads having cooling means for liquid cooling the cylinder heads being of overhead valve type
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
- F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F1/00—Cylinders; Cylinder heads
- F02F1/24—Cylinder heads
- F02F2001/244—Arrangement of valve stems in cylinder heads
- F02F2001/247—Arrangement of valve stems in cylinder heads the valve stems being orientated in parallel with the cylinder axis
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Spark Plugs (AREA)
Description
(54) CYLINDER HEAD FOR AN INTERNAL COMBUSTION ENGINE
(71) We, TOYO KOGYO Co. LTD., a
Japanese Body Corporate of 3-1, Shinchi,
Fuchu-cho, Aki-gun, Hiroshima-ken, Japan, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: The present invention relates to a cylinder head construction for an internal combustion engine.
In an effort to reduce atmospheric pollution due to exhaust gas of internal combustion engines, there have recently been proposed various types of engines of the socalled lean combustion mixture type in which the air-fuel ratio in the mixture employed in the combustion process is comparatively high. However, making the air-fuel ratio high brings the mixture close to the limit of inflammability on the lean side, and problems of misfiring or knocking are particularly severe in lean mixture engines, in addition to which these engines are noted for low economy and decreased performance.
Cylinder head constructions are described in detail hereafter which permit a lean combustion mixture to be employed, but avoid problems of knocking or ignition failure.
These constructions avoid incomplete combustion of an air-fuel mixture and permit efficient engine performance to be maintained despite use of a lean combustion mixture.
They are simple in construction and can readily be incorporated into internal combustion engines at low cost.
The present invention provides a cylinder head including a hemispheric or multi-hemispheric combustion chamber having a valved intake port for entry of an air-fuel mixture therethrough, an ignition port for receiving an ignition means, a valved exhaust port for the exit of exhaust gas from the combustion chamber, and a guide wall forming part of the surface of the combustion chamber and having a side wall surface, an inner end and an outer end, the side wall surface being adjacent the inlet port, and having a curved portion which is generally parallel to an adjacent minor portion of the periphery of the intake port, the outer and inner ends being respectively nearer to the periphery of the combustion chamber and nearer to the axis of the combustion chamber the ratio of the distance between the said inner end and the axis of the combustion chamber to the base radius of the combustion chamber being from 0.1 to 0.7, and the angle between a line extending from the outer end of the guide wall to the axis of the combustion chamber and a line extending from the central point of the ignition port to the axis of the combustion chamber being less than 1800 when measured in such a sense that the angle at least substantially excludes the guide wall.
By a "minor portion" of the periphery of the intake port is meant less than 50%.
The present invention employs a hemispheric or multi-hemispheric combustion chamber. It is known that, when a combustion chamber having this shape is employed, it is possible to locate the spark plug so that once combustion of an air-fuel mixture has started, the flame front has a relatively short distance to travel to burn all parts of the mixture, and there are no remote pockets of gas liable to detonate and cause knocking. To ensure that combustion of the air fuel mixture may proceed rapidly and completely even when a lean mixture is employed, a guide wall is provided located near the air intake port and causes the airfuel mixture to swirl in the combustion chamber, whereby there is produced a suitable degree of turbulence in the charge of the air-fuel.Although such a wall imparts swirl, and therefore, permits effective ignition and improves combustion of the main mass of the charge in a combustion chamber, subsequent to ignition of the charge, the wall is obviously a hindrance to flame-propagation, and it is possible for the wall to define pockets in which combustion of the charge is incomplete, with consequent increased emission of hydrocarbons in exhaust gas.
The inventors accordingly undertook research to determine optimum disposition of such a guide wall with respect to other elements of a cylinder head. Cylinder head constructions are specifically described with reference to the accompanying drawings in which suitable swirl is imparted to the airfuel mixture entering the combustion chamber, but at the same time increase of the unburned fraction of the mixture and accompanying increase of pollutant emission is prevented.
A better understanding of the present invention may be had from the following full description of several preferred em bodiments thereof when read in reference to the attached drawings, in which like numbers refer to like parts, and
Fig. 1 is a schematic top plan view of a cylinder head according to one preferred embodiment of the invention::
Fig. 2 is a sectional view taken along the line Il-Il of Fig. 1; Fig. 3 is a sectional view taken along the line IIIIII of Fig. 2;
Fig. 4 is an explanatory layout drawing showing undesirable disposition of cylinder head components;
Fig. 5 is a drawing similar to Fig. 4, but shows disposition of cylinder head elements for optimum compromise between achievement of swirl and suppression of pollutant emission;
Fig. 6 is a graph plotting the relation of hydrocarbon emission to relative disposition of the inner end of a guide wall and a spark plug; and
Fig. 7 is a graph plotting the relation of hydrocarbon emission and strength of airfuel mixture swirl to distance of the inner end of a guide wall from the center of a cylinder head.
Referring initially to Figs. 1, 2 and 3, there is shown a cylinder head 1 whose inner wall 3 defines a generally hemispheric wall portion 3a and a generally hemispheric wall portion 3b having a radius of curvature smaller than that of the wall portion 3a, the wall portions 3a and 3b together defining a so-called multi-hemispheric combustion chamber 2. A mixture of fuel and air constituting a combustion charge may be introduced into the combustion chamber 2 via an intake port 4, which is provided in the large-radius wall portion 3a and is connected by a line 6 to a carburetor or similar means.
It should be noted here that the carburetor may be substituted by any other type of fuel supply device which in effect can provide air-fuel mixture in the line 6, for example, a fuel injection device to the line 6.
The intake port 4 is normally closed by a valve 9 (Fig. 3) which is normally seated on a valve seat 8 fitted in the intake port 4 and may be moved in a known manner from the valve seat 8 to open the intake port 4.
Waste gases produced as a result of combustion of a charge in the combustion chamber 2 may leave the combustion chamber 2 via an exhaust port 5 formed in the smallradius wall portion 3b and connecting to an exhaust gas line 7. An exhaust valve, not shown, is normally seated on a valve seat 10 which is fitted in the exhaust port 5, and is actuated in a known manner to open or close to exhaust port 5 at requisite times.
A charge introduced into the combustion chamber 2 is compressed by piston means (not shown) and is ignited by a spark plug 19 which is provided in an ignition port opening into a recessed portion 11 defined by the cylinder head inner wall 3. In terms of flow of an air-fuel mixture supplied through the combustion chamber 2, the recessed portion 11 is intermediate between the intake port 4 and the exhaust port 5, and, in a top plan view, the intake port 4, the exhaust port 5, and the recessed portion 11 are disposed in a generally triangular arrangement.To ensure that the charge may sweep efficiently over the entire surface of the recessed portion 11, to avoid reduction of swirl imparted to the charge in a manner described below, and at the same time to avoid setting up of excessive turbulence which could hinder the ignition process, the recessed portion 11 is suitably defined as a hemispherical surface having a diameter of the order of from 15 mm to 20 mm, and the spark plug 19 is completely accommodated in the recessed portion 11 and does not project beyond the inner wall 3 of the cylinder head 1. A flat surface 3d is defined in the recessed portion 11 and constitutes a reference surface for determination of effective depth of the combustion chamber 2. The edge portion of the recessed portion 11 is in smooth continuation to the largeradius wall portion 3a.
As shown most clearly by the hatched line portion of Fig. 1, between the intake port 4 and the exhaust port 5, there is provided a guide wall or a shroud wall 12 in a position opposite to the recessed portion 11.
In Figs. I, 2, and 3, the guide wall 12 has three main wall surfaces and is generally triangular in cross-section. The side wall surface 13 of the guide wall 12 faces the intake port 4. In Fig. 1, the side wall surface 13 comprises a curved portion which is generally parallel to the portion of the periphery of the intake port 4 which is approximately opposite to the portion of the intake port 4 which faces the recessed portion 11. In Fig. 3, the plane of the main portion of the side wall portion 13 is generally parallel to a central axis 0 of the intake port 4, the axis 0 being the line along which the valve 9 moves during actuation thereof to open or close the intake port 4.
In Five 1 a side wall surface 14 of the guide wall 12 which is in smooth continuation of the small-radius wall portion 3h of the combustion chamber 2 faces the exhaust port 5, and defines a curve substantially equal to that of the small radius wall portion 3b.
In Figs. 1 and 3, the lower wall surface 15 of the guide wall 12 is almost at the Icvel of the mating surface 17 of the cylinder head 1 with a cylinder block 16, and determines the height of the guide wall 12.
In Figs. 1 and 2, the junction 18 of the side wall surfaces 13 and 14 of the guide wall 12 is in smooth continuation to the line of junction 3c of the hemispheric wall portions 3a and 3b of the combustion chamber 2.
In Fig. 1, with this construction, when the valve 9 opens, the air-fuel mixture enters the combustion chamber 2 via the intake port 4, impinges on the guide wall 12, and then follows the curve of the large-radius hemispheric wall portion 3a, as indicated by the arrow X in the drawing, the opposed relationship of the guide wall 12 and the combustion chamber wall portion 3a resulting in swirl being imparted to this flow of the air-fuel mixture. This swirl is increased as the mixture enters the portion of the combustion chamber defined by the wall portion 3b, since the radius of curvature of the wall portion 3b is smaller than that of the wall portion 3a The air-fuel mixture swirls along the cylinder head inner wall 3 and combustion proceeds efficiently, even for a lean mixture, upon actuation of the spark plug 19 to ignite the mixture.
Swirl of the air-fuel mixture in the combustion chamber may of course be enhanced by making the intake port 4 a directional port, which directs the air-fuel mixture along the periphery of the combustion chamber 2 towards the recessed portion 11.
Although imparting swirl to the air-fuel mixture and ensuring accurate ignition thereof, the guide wall 12 can be the cause of incomplete combustion of the air-fuel mixture. This is for several reasons. One is that in terms of swirl of the whole mass of the air-fuel mixture in the combustion chamber 2, the base of the side wall surface 13 of the guide wall 12, i.e., the portion of the side wall surface 13 which adjoins the cylinder head surface 3, defines a "backwater" portion. Thus, generally when swirl in the charge of the air-fuel mixture exists, the flame propagation is more rapid in the downstream portion than in the upstream portion of the charge, and therefore upstream portions of the charge are liable to remain unburned if discharge is effected immediately subsequent to combustion of the main, downstream portion of the charge.This "backwater" effect is compounded by the quench effect liable to occur since the junction of the guide wall 12 with the combustion chamber wall 3 constitutes a greater mass of metal and since temperature in the vicinity of the intake port 4 is generally lower than in the rest of the combustion chamber 2.
Another reason is that the guide wall 12 can act as a physical barrier preventing smooth and efficient penetration of the flame front to all portions of the combustion chamber 2, more particularly to the combustion chamber portion defined within the curve of the inner end portion of the side wall surface 13, i.e., the portion of the side wall surface 13 which is closest to the center of the cylinder head, and to the spark plug 19.
This problem can of course be resolved by disposing the side wall surface 13 in a facing relationship to the spark plug 19, but in this case, there is practically no opposed relationship between the surface 13 and the peripheral portions of the cylinder surface 3, and there is therefore a great reduction in the strength of the swirl imparted by the guide wall 12.
To effect optimum compromise in meeting different requirements, therefore, disposition of the guide wall 12 is very important. Factors to be considered in positioning the guide wall 12 are illustrated in Fig.
4, to which reference is now had, and which shows details only of the side wall surface 131 of a guide wall 121. In the description below, angles and circular dimensions noted refer to angles, etc. as seen looking along the axis of the cylinder head, i.e., along a line which passes through a cylinder center
C and is normal to the plane of Fig. 4.
Defining the end of the side wall surface 131 which is nearest the periphery of the combustion chamber 2 as an outer end W1 and the end thereof which is nearest to the cylinder center C as an inner end W2, when, in terms of flow of the air-fuel mixture through the combustion chamber 2, the position P of the spark plug 19, or more precisely of the center electrode of the spark plug 19, is downstream of the straight line
ACA1 which is an elongation of the line AC joining the guide wall outer end W1 and the cylinder center C, that is when an angle e defined between the line AC and line CB which passes through the cylinder center C and the spark plug position P is large, and when a radius r of the cylinder center circle, defined here as the circle which centers on the cylinder center C and passes through the guide wall inner end W2, is small compared with the radius R of the cylinder, there is extreme slowing of flame propagation towards the side wall surface 131 and the guide wall 121 directly hinders the flame movement, resulting in the above-noted disadvantage of increased hydrocarbon emission, and also in deposition of carbon sludge, particularly at the outer end W1 portion of the guide wall 121.
According to the invention, these disad vantages are overcome by positioning the guide wall 121 and the spark plug 19 so that the radius r of the cylinder center circle is larger and the position P of the spark plug 19 is upstream of the line ACA1, i.e., so that the angle ACB is smaller as shown in Fig. 5. Changing the position of the guide wall 12' of course alters effectiveness thereof in imparting swirl to the incoming air-fuel mixture as noted earlier, and research was therefore undertaken to determine values of the angle # and the radius r which give an optimum compromise with respect to the swirl strength and hydrocarbon emission.
In the research, the swirl strength was determined by means of swirl meters located in combustion chambers and fitted with vane elements whose degrees of rotation were taken as indicative of the swirl strength.
Referring to Fig. 6, it is seen that when the ratio r/R of the radius of the cylinder center circle to the cylinder radius is 0.2, hydrocarbon emission increases only slightly as the angle e is increased from about 120 to 1600, but increases more rapidly as the angle 0 is increased from 1600 to 1800. and increase very rapidly for increasing values of the angle u above 1800.
Fig. 7 plots variation of the swirl strength and hydrocarbon emission for different values of the ratio r/R when the angle 0 is constant at 1600. From this graph, it is seen that the hydrocarbon emission is very high for very small values of the ratio r/R, but decreases rapidly as the value of the ratio rIR is increased to 0.1. As the ratio r/R is increased from 0.1 to 0.2, there is a slight decrease of the hydrocarbon emission, and no appreciable decrease in the hydrocarbon emission achieved by increasing the ratio r/R above 0.2. Thus, as far as the hydrocarbon emission is concerned, the lower limit of the value of the ratio r/R is suitably 0.1 and preferably 0.2, and there is no particular restriction on upper limit thereof.On the other hand, the swirl strength, which is very high for very small values of the ratio r/R decreases gradually as the ratio r/R is increased to 0.7, and falls rapidly for increased values of the ratio r/R above 0.7.
From consideration of the research results shown in Figs. 6 and 7, therefore, the optimum range of the values of the ratio r/R is from 0.1 to 0.7 and the angle !0 is suitably less than 1800 and ideally in the vicinity of 1600. With proportions and disposition of the guide wall 121 such that these values are achieved, adequate swirl permitting efficient use of a lean air-fuel mixture is achieved, but the presence of the guide wall 12l is not the cause of increased hydrocarbon emission.
The swirl strength is also, of course, dependent on size of the guide wall 12t relative to the effective flow area of the intake port 4, and in general, since the difference of speed of flame propagation in the upstream and downstream portions of an air-fuel mixture increascs with increased swirl strength, the angle Q should be made smaller as relative size of the wall 12' is increased and the swirl strength is increased.
Movement of the flame front to the area partially erlclosed in the curve defined by the side wall surface 131 is further facilitated, and there is aiso the advantage that air intake may proceed more efficiently at high engine speeds, if the ends of the guide wall 12 progressively slope inwards in the downward direction, i.e., if the portion of the side wall surface 131 which adjoins the cylinder wall 3 is longer than the portion thereof which adjoins the lower wall surface 15. As well as the wall 121 being so disposed that the above noted ranges of the values of the ratio r/R and the angle 0 are maintained, the distance between the side wall surface 131 and the intake valve seat should be made at least 0.2 mm, in order to avoid formation of pockets in which carbon deposits may form.
WHAT WE CLAIM IS:- 1. A cylinder head including a hemispheric or multi-hemispheric combustion chamber having a valved intake port for entry of an air-fuel mixture therethrough, an ignition port for receiving an ignition means, a valved exhaust port for the exit of exhaust gas from the combustion chamber, and a guide wall forming part of the surface of the combustion chamber and having a side wall surface, an inner end and an outer end, the side wall surface being adjacent the inlet port, and having a curved portion which is generally parallel to an adjacent minor portion of the periphery of the intake port, the outer and inner ends being respectively nearer to the periphery of the combustion chamber and nearer to the axis of the combustion chamber the ratio of the distance between the said inner end and the axis of the combustion chamber to the base radius of the combustion chamber being from 0.1 to 0.7, and the angle between a line extending from the outer end of the guide wall to the axis of the combustion chamber and a line extending from the central point of the ignition port to the axis of the combustion chamber being less than 1800 when measured in such a sense that the angle at least substantially excludes the guide wall.
2. A cylinder head as claimed in Claim 1, wherein said angle is within the range of 120" to 1800.
3. A cylinder head as claimed in claim 1 or claim 2, wherein said side wall surface is placed. at least a distance of 0.2 mm. from the periphery of the valve seat of said intake valve.
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (6)
1. A cylinder head including a hemispheric or multi-hemispheric combustion chamber having a valved intake port for entry of an air-fuel mixture therethrough, an ignition port for receiving an ignition means, a valved exhaust port for the exit of exhaust gas from the combustion chamber, and a guide wall forming part of the surface of the combustion chamber and having a side wall surface, an inner end and an outer end, the side wall surface being adjacent the inlet port, and having a curved portion which is generally parallel to an adjacent minor portion of the periphery of the intake port, the outer and inner ends being respectively nearer to the periphery of the combustion chamber and nearer to the axis of the combustion chamber the ratio of the distance between the said inner end and the axis of the combustion chamber to the base radius of the combustion chamber being from 0.1 to 0.7, and the angle between a line extending from the outer end of the guide wall to the axis of the combustion chamber and a line extending from the central point of the ignition port to the axis of the combustion chamber being less than 1800 when measured in such a sense that the angle at least substantially excludes the guide wall.
2. A cylinder head as claimed in Claim 1, wherein said angle is within the range of 120" to 1800.
3. A cylinder head as claimed in claim 1 or claim 2, wherein said side wall surface is placed. at least a distance of 0.2 mm. from the periphery of the valve seat of said intake valve.
4. A cylinder head as claimed in any
one of the preceding claims, wherein said guide wall comprises a second side wall surface which faces said exhaust port and is generally smoothly connected to the surface of the combustion chamber.
5. A cylinder head as claimed in any one of the preceding claims, wherein said combustion chamber is multi-hemispheric, said intake port, said exhaust port and said ignition means being located in adjoining hemispheric portions, said guide wall lying at least partially in said hemispheric portion in which said intake port is located and said hemispheric portion in which said exhaust port is located.
6. A cylinder head as claimed in claim 1 substantially as herinbefore described with reference to and as illustrated in the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5592176A JPS52137518A (en) | 1976-05-14 | 1976-05-14 | Constructure of cylinder head of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1560516A true GB1560516A (en) | 1980-02-06 |
Family
ID=13012561
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB19563/77A Expired GB1560516A (en) | 1976-05-14 | 1977-05-10 | Cylinder head for an internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPS52137518A (en) |
| FR (1) | FR2351262A1 (en) |
| GB (1) | GB1560516A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2687731B1 (en) * | 1992-02-21 | 1995-07-07 | Renault | INTERNAL COMBUSTION ENGINE WITH CONTROLLED IGNITION. |
| FR2910936A1 (en) * | 2007-01-03 | 2008-07-04 | Peugeot Citroen Automobiles Sa | Piston for indirect fuel injecting internal combustion engine of motor vehicle, has partially delineated circular surface formed in cylinder and comprising annular and helical shaped ramp connecting lower zone to upper zone |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5213563B2 (en) * | 1973-10-08 | 1977-04-15 |
-
1976
- 1976-05-14 JP JP5592176A patent/JPS52137518A/en active Granted
-
1977
- 1977-05-10 GB GB19563/77A patent/GB1560516A/en not_active Expired
- 1977-05-13 FR FR7714819A patent/FR2351262A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5543100B2 (en) | 1980-11-04 |
| FR2351262A1 (en) | 1977-12-09 |
| JPS52137518A (en) | 1977-11-17 |
| FR2351262B1 (en) | 1981-12-04 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4174686A (en) | Intake system for internal combustion engines | |
| US6928997B2 (en) | Direct injection engine | |
| EP1078152B1 (en) | Internal combustion engine | |
| JPS5949407B2 (en) | Combustion chamber of internal combustion engine | |
| US4307697A (en) | Complex swirl static mixer for engines | |
| US4224918A (en) | Cylinder head construction | |
| US4038952A (en) | Internal combustion engine | |
| US4201175A (en) | Cylinder head construction | |
| JPS62135612A (en) | Internal combustion engine | |
| US4000731A (en) | Internal combuston engines | |
| GB1560516A (en) | Cylinder head for an internal combustion engine | |
| US5372105A (en) | Combustion chamber for two-cycle internal combustion engine | |
| US4459804A (en) | Multiple spark ignition internal combustion engine with exhaust gas recirculation | |
| GB2106179A (en) | Spark ignition pre-combustion chamber internal combustion engine | |
| US6394056B1 (en) | Internal combustion engine | |
| US4066045A (en) | Internal combustion engine provided with precombustion chamber | |
| JPS5855327B2 (en) | Combustion chamber of internal combustion engine with auxiliary combustion chamber | |
| US4116234A (en) | Internal combustion engine with an auxiliary combustion chamber | |
| JPS5874827A (en) | Air inlet port for internal-combustion engine | |
| JPS5882014A (en) | Igniter for internal-combustion engine | |
| JP3194602B2 (en) | Engine intake system | |
| US4116176A (en) | Dual spark plug ignition internal combustion engine having improved cylinder head configuration | |
| RU2069772C1 (en) | Internal combustion engine | |
| JP2906665B2 (en) | In-cylinder internal combustion engine | |
| Al-Mamar et al. | Combustion rate in a dual chamber SI engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed | ||
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19960510 |