GB2219040A - I.C. engine cylinder head - Google Patents

I.C. engine cylinder head Download PDF

Info

Publication number
GB2219040A
GB2219040A GB8812444A GB8812444A GB2219040A GB 2219040 A GB2219040 A GB 2219040A GB 8812444 A GB8812444 A GB 8812444A GB 8812444 A GB8812444 A GB 8812444A GB 2219040 A GB2219040 A GB 2219040A
Authority
GB
United Kingdom
Prior art keywords
fuel
air
valve
cylinder head
combustion chamber
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Withdrawn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
GB8812444A
Other versions
GB8812444D0 (en
Inventor
Jeremy Fox
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
Priority to GB8812444A priority Critical patent/GB2219040A/en
Publication of GB8812444D0 publication Critical patent/GB8812444D0/en
Publication of GB2219040A publication Critical patent/GB2219040A/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F02F1/242—Arrangement of spark plugs or injectors
    • 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
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F02B23/105—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder the fuel is sprayed directly onto or close to the spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/045—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/08—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by the fuel being carried by compressed air into main stream of combustion-air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/10—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel peculiar to scavenged two-stroke engines, e.g. injecting into crankcase-pump chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/16—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by means for metering continuous fuel flow to injectors or means for varying fuel pressure upstream of continuously or intermittently operated injectors
    • 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
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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)

Abstract

The cylinder head has an exhaust valve 6 and valve-controlled nozzles 2 and 2 for air and fuel respectively. <IMAGE>

Description

A CYLINDER HEAD FOR AN INTERNAL COMBUSTION ENGINE The invention relates to a cylinder head for an internal combustion engine comprising a combustion chamber provided with an exhaust port, said port being closable by means of a valve, and valve gear to control the operation of the valve.
Cylinder heads provide for each cylinder in an engine, a combustion chamber where combustion of fuel takes place. Each combustion chamber is provided with inlet and exhaust valves which control the entry of fuel/air mixture through an inlet port and the exit of burned gases via an exhaust port into the exhaust system. The valves are operated by eccentric lobes on a camshaft driven from the engine crankshaft.
A cylinder head is known in which fuel is injected into the inlet port as air is drawn into the combustion chamber by the induction stroke of the piston.
A further type of cylinder head is known where fuel is injected directly into the combustion chamber at the height of the compression stroke of the engine.
With cylinder heads of either of these types, the combustion chamber is provided with both inlet and exhaust ports. This limits the size of the ports and valves and therefore the rate of flow of gases into and out of the chamber. This places a limit on the maximum engine speed attainable. In addition, since at least two valves are required per cylinder the valve operating gear required is necessarily complex.
The present invention seeks to mitigate these drawbacks. It solves the problem of limited port size and thus limited gas flow and engine speed.
The invention is characterised in that the chamber is charged with fuel and air by injection. Since the size of the inlet port is reduced to that of an injection nozzle the exhaust port can be made larger relative to those previously known. The rate of flow of gases into and out of the cylinder can be increased to levels previously unattainable and engine speeds can be correspondingly increased.
The invention is more preferably characterised in that the air and fuel are separately injected directly into the combustion chamber. This provides enhanced control over the air fuel mixture allowing increased economy and a reduction in pollution. The air fuel mixture is easily controllable to give a rich mixture when the engine is started from cold and an additional "boost" of fuel when sudden acceleration is required.
The invention is more preferably characterised in that the head further comprises a spark plug and in that air and fuel are separately injected into the combustion chamber via inlet valve injectors situated adjacent the spark plug The invention also benefits from the advantage that the number of cam lobes necessary to operate the exhaust valves is half that needed in a conventional engine where lobes would also be necessary for the inlet valves. This reduces the cost of the cam shaft and, since the lobes can be made wider, reduces the amount of wear.
A further advantage is that there is greater flexiblity in valve and injection timings since the problem of valve "kissing" does not arise. A further advantage is obtained in having a large valve guide since the dissipation of heat is hastened, especially if the guide is used as part of a water jacket forming the cooling system for the engine.
One way of carrying out the invention is described in detail below with reference to the drawings which illustrate only one specific embodiment, in which: Figure 1 is a part sectional view taken transversely through the cylinder head and cylinder block; Figure 2 is a schematic comprising four parts (a), (b), (c) and (d) showing a typical engine cycle for a petrol engine; and Figure 3 is a schematic comprising five parts (a), (b), (c), (d) and (e) showing a typical engine cycle for a diesel engine.
Figure 1 shows a cylinder head comprising a combustion chamber, 1, fed with air via a high pressure inlet nozzle, 2, and fed with fuel via a high pressure inlet nozzle, 3. The fuel air mixture is ignited by a spark from a spark plug, 4, situated between the nozzles 2 and 3. Exhaust gases exit the chamber, 1, through an exhaust port, 5, operated by a valve 6 movable in a reciprocating manner in guides 7. Combustion of the fuel causes a piston, 8, to move within a cylinder, 9, to provide the necessary torque to turn a crankshaft (not shown) and so provide power.
Figure 2 shows a typical petrol, 4-stroke engine cycle. Part (a) shows the induction stroke where the valves in nozzles 2 and 3 are open and rotation of the crankshaft moves the piston 8 down the cylinder 9 drawing the fuel and air in. Part (b) shows the compression stroke where all valves are shut and the piston 8 rises in the cylinder 9 compressing the mixture in the combustion chamber 1. Part (c) shows the power stroke where all valves remain shut and a spark jumping across the plug 4 ignites the mixture, causing a rapid expansion which rams the piston 8 to the bottom of cylinder 9 so driving the crankshaft. Part (d) shows the exhaust stroke where exhaust gases leave the chamber 1 through the open valve 6 and the exhaust port 5 aided by the now rising piston 8.
Figure 3 shows a typical diesel, 4-stroke engine cycle. Part (a) shows the suction stage where air is injected into the chamber via nozzle 2. Part (b) shows the compression stage, with all valves shut, the piston, 8, highly compresses the air and raises its temperature. Part (c) shows the fuel injection stage when fuel is injected via nozzle, 3, into the chamber 1, meets the hot air and ignites. The combustion forces the piston 8, to the bottom of the cylinder. Part (d) shows this ignition stage. Part (e) shows the exhaust stage where the valve 6, opens allowing exhaust gases to leave the chamber, 1, by the exhaust port 5.

Claims (3)

1. A cylinder head for an internal combustion engine comprising a combustion chamber provided with an exhaust port said port being closable by means of a valve and valve gear to control the operation of the valve characterised in that the chamber is charged with fuel and air by injection.
2. A cylinder head as claimed in Claim 1 characterised in that the air and fuel are separately injected directly into the combustion chamber.
3. A cylinder nead as claimed in Claim 1 or Claim 2 characterised in that the head further comprises a spark plug and in that air and fuel are separately injected into the combustion chamber via inlet valve injectors situated adjacent the spark plug.
GB8812444A 1988-05-25 1988-05-25 I.C. engine cylinder head Withdrawn GB2219040A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB8812444A GB2219040A (en) 1988-05-25 1988-05-25 I.C. engine cylinder head

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB8812444A GB2219040A (en) 1988-05-25 1988-05-25 I.C. engine cylinder head

Publications (2)

Publication Number Publication Date
GB8812444D0 GB8812444D0 (en) 1988-06-29
GB2219040A true GB2219040A (en) 1989-11-29

Family

ID=10637554

Family Applications (1)

Application Number Title Priority Date Filing Date
GB8812444A Withdrawn GB2219040A (en) 1988-05-25 1988-05-25 I.C. engine cylinder head

Country Status (1)

Country Link
GB (1) GB2219040A (en)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB640410A (en) * 1948-02-26 1950-07-19 Shell Refining & Marketing Co Internal combustion engine employing a regenerator for heating the charge
GB739740A (en) * 1952-09-23 1955-11-02 Miller Ralph Improvements in and relating to spark-fired internal combustion engines
US3623463A (en) * 1969-09-24 1971-11-30 Gerrit De Vries Internal combustion engine
EP0013180A1 (en) * 1979-01-02 1980-07-09 Craig Chilton Hill Internal combustion engine for compound use
US4215659A (en) * 1978-11-16 1980-08-05 Purification Sciences Inc. Internal combustion engine
US4300486A (en) * 1978-12-26 1981-11-17 Purification Sciences Inc. Internal combustion engine system technical field
US4506634A (en) * 1982-08-26 1985-03-26 Kerrebrock Jack L Internal combustion engine

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB640410A (en) * 1948-02-26 1950-07-19 Shell Refining & Marketing Co Internal combustion engine employing a regenerator for heating the charge
GB739740A (en) * 1952-09-23 1955-11-02 Miller Ralph Improvements in and relating to spark-fired internal combustion engines
US3623463A (en) * 1969-09-24 1971-11-30 Gerrit De Vries Internal combustion engine
US4215659A (en) * 1978-11-16 1980-08-05 Purification Sciences Inc. Internal combustion engine
US4300486A (en) * 1978-12-26 1981-11-17 Purification Sciences Inc. Internal combustion engine system technical field
EP0013180A1 (en) * 1979-01-02 1980-07-09 Craig Chilton Hill Internal combustion engine for compound use
US4506634A (en) * 1982-08-26 1985-03-26 Kerrebrock Jack L Internal combustion engine

Also Published As

Publication number Publication date
GB8812444D0 (en) 1988-06-29

Similar Documents

Publication Publication Date Title
US6202416B1 (en) Dual-cylinder expander engine and combustion method with two expansion strokes per cycle
US3895614A (en) Split piston two-stroke four cycle internal combustion engine
US3805752A (en) Quenched combustion separated charge internal combustion engine
US4706462A (en) Method for driving an engine
CN1821557A (en) Continuous combustion constant power engine
US6286467B1 (en) Two stroke engine conversion
WO1991014860A1 (en) Controlled variable compression ratio internal combustion engine
US4625693A (en) Internal combustion engine
US5239959A (en) Isolated combustion and diluted expansion (ICADE) piston engine
WO1998021456A1 (en) Air-cooled self-supercharging four stroke internal combustion engine
EP0541291B1 (en) Internal combustion engine
US5010860A (en) Internal combustion engine with twin combustion chambers
US5115775A (en) Internal combustion engine with multiple combustion chambers
EP0420456B1 (en) Heat-insulating swirl chamber engine
US2744506A (en) Two-stroke uniflow-scavenged internal combustion engine
CA1133337A (en) Method and apparatus for control of pressure in internal combustion engines
RU2263802C2 (en) Internal combustion engine
GB2219040A (en) I.C. engine cylinder head
US3875914A (en) Internal combustion engine
US20160032821A1 (en) Six Stroke Internal-Combustion Engine
WO2004090320A3 (en) Internal combustion engine with direct petrol injection and controlled ignition
JPH0791271A (en) Direct injection combustion engine and driving method of said engine
US5934262A (en) Combustion chamber for internal combustion engine
EP0156543B1 (en) Internal combustion engine
US4248184A (en) Two-cycle diesel internal combustion engine

Legal Events

Date Code Title Description
WAP Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1)