GB2288210A - Direct-injection spark-ignition engine - Google Patents
Direct-injection spark-ignition engine Download PDFInfo
- Publication number
- GB2288210A GB2288210A GB9505748A GB9505748A GB2288210A GB 2288210 A GB2288210 A GB 2288210A GB 9505748 A GB9505748 A GB 9505748A GB 9505748 A GB9505748 A GB 9505748A GB 2288210 A GB2288210 A GB 2288210A
- Authority
- GB
- United Kingdom
- Prior art keywords
- cylinder
- intake
- cylinder head
- spark plug
- central axis
- 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.)
- Granted
Links
Classifications
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- 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
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- 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
- F02B23/101—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 or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
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- 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
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
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- 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
- 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
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- 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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Description
2288210 INTERNAL COMBUSTION ENGINE 5.
1 The present invention relates to a spark-ignited nternal combustion engine in which fuel is injected directly into the combustion chamber.
Direct cylinder fuel injection used with spark ignited gasoline engines has been pursued by,engine.. designers and manufacturers for many years. This pursuit has been characterised by a notable lack of success. Most efforts directed to have spark ignited, direct injected engines have utilised flat or fairly flat cylinder heads with the combustion chamber formed as a cup in the piston. Examples of these are engines produced by Ford, under the name 11PROCO11, as well as by Texaco, Toyota, International Harvester, and White. MCP and MAN-FM have also produced engines having direct cylinder injection of gasoline, spark ignition and a combustion chamber formed as a cup in the piston. Unfortunately, the combustion chamber-in-piston designs suffer from a lack of high speed capability because of the large reciprocating mass which must be incorporated in the piston. Another problem with bowl- in-piston designs is that heat transfer through the piston will in many cases cause reduced thermal and volumetric efficiency and also increase tendency to knock as a result of higher end-gas teinperatur_es.
Cylinder head surfaces generally operate a lower temperatures than do the combustion chamber surfaces of pistons. This results from the relatively low amount of cooling available to the piston, as compared with the water cooling available to the cylinder head, at least insofar as liquid-cooled engines are concerned. With bowl-in-piston designs, more of the gas within the combustion chamber is in contact with the hotter piston, and the end-gases are heated accordingly.
Although some engine designs have been tried with fairly flat pistons such as one Ricardo and an FEV design, these too, are deficient. In the first case, the Ricardo design uses an electronically controlled injector which sprays from the side of the chamber and thereby produces undesirable fuel dispersion characteristics. Having the injector at the periphery of the combustion chamber requirgs that the fuel traverse the entire combustion chamber to complete access the required combustion air. If relatively completp mixing of the fuel air is not achieved, the engine will suffer from low power. With the previously mentioned FEV design, although the injector is located at or near the centre line of the cylinder, the spark plug is separated from the exhaust valve by the injector, and this will unfortunately cause a tendency towards knocking, or auto ignition because initiation of the combustion event at the spark plug will cause the compression of end gases at the location of the exhaust valve, which is usually the hottest part of the combustion chamber, thereby intending to increase problems with auto ignition. An additional drawback to the FEV design resides in the fact that only two valves are used, and both are of relatively small diameter. As a result, the power output of the engine is impaired.
An engine according to the present invention is intended to provide direct cylinder injection of gasoline without these drawbacks. This is accomplished by positioning the spark plug closer to the exhaust valves than the position of the injector with respect to the exhaust valves, and by having an asymmetric combustion chamber with a greater volume concentrated about the cooler intake valves as opposed to the hotter exhaust valves.
A reciprocating, multicylinder internal combustion engine includes, for each cylinder, a cylinder block having a piston reciprocably housed in a cylindrical bore formed therein, with the cylinder bore having a central axis, a cylinder head mounted to the cylinder block so as to close the outer end of the cylinder bore, and a combustion chamber defined by the cylinder head and the top of the piston. At least one intake and one exhaust valve are used, with each 1 - 3 being mounted within the cylinder head. Finally, a spark plug and a fuel injector project through the top of the cylinder head's fire deck, and into the combustion chamber within a common region extending between the intake and exhaust valves. The spark plug and injector are disposed such that the spark plug is closer to the exhaust valve than is the injector, and the injector is closer to the intake valve than is.the spark plug.. Two.intake valves and two exhaust valves may be used, with the intake valves being mounted to one side of the cylinder's central axis and the exhaust valves mounted within the opposing half of the cylinder head. The region in which the spark plug and the fuel injector project through the cylinder head lies within a quadrilateral area generally defined by the intersections is of the axes of the four intake and exhaust valves with the cylinder head face. The spark plug and fuel injector may be mounted within a single boss located about the central axis of the cylinder and extending upwardly from the fire deck of the cylinder head, with the cylinder head further comprising passages for circulating engine coolant about the periphery of the boss. The intake and exhaust valves are mounted within the cylinder head such that the included angle between the plane of the exhaust valve axes and the central.axis of the cylinder is greater than the included angle between the plane of the intake valve axes and the central axis of the cylinder. This results in asymmetrical combustion chamber having a greater volume in proximity to the intake valve or valves and a lesser volume in proximity to the exhaust valve or valves. Each cylinder also includes at least one intake port, with the port comprising a passage having a generally circular cross-section at the intake manifold mounting surface, with the passage transitioning to a parallel-sided racetrack shape of reduced sectional area at the location of the intake valve guide, and with the passage area increasing downstream of the valve guide according to a diffuser angle of 70 to 80, while transitioning to a circular section at the valve seat.
It is an advantage of the present invention that an engine equipped with a combustion chamber, fuel injection system and spark plug location according to the present invention will exhibit high volumetric and thermal efficiencies, while exhibiting reduced octane sensitivity, as compared with other types of direct injection, gasolinefueled, spark-ignited. engines.
is The invention will now be described further, by way of example, with reference to the accompanying drawings, in which:
Figure 1 is a perspective view of an engine cylinder head constructed according to the present invention; Figure 2 is a plan view taken from the cylinder, or underside, of the cylinder head of Figure 1; Figure 3 is a sectional view of an engine according to the present invention, including the cylinder head of Figure 1, taken along the line 3-3 of Figure 1; Figure 4 is a sectional view of the cylinder head of Figure 1, taken along the line 4-4 of Figure 1; and Figure 5 is a plan view, partially schematic representation of a cut-away portion of the cylinder head of previous figures, showing with specificity an injector and spark plug mounting boss.
AS - shown in Figure 1, cylinder head 16 according to the present invention has spark plug 32 and gasoline fuel injector 34, both of which are centrally mounted. Two intake ports 28 serve to provide air to the combustion chamber, and two exhaust ports 30 conduct spent gases from the combustion chamber. As shown in Figures 3 and 4, combustion chamber 20 is housed entirely within cylinder head 16. Accordingly, the top of the piston, 22, is flat. Those skilled in the art will appreciate in view of this disclosure, however, that piston 14 could have a slight dome, or even a slight recess, if required to accommodate the characteristics of an engine being designed with a
4 t combustion system according to the present invention. In conventional practice, a plurality of pistons 14 is housed within an equal number of bores 18 formed in cylinder block 12.
An engine according to the present invention offers. superior octane capability because the engine may be operated with lower octane fuels without auto ignition occurring. This is true for two reasons. -First, as shown in Figure 4, the included angle between the plane of the exhaust valve axes, EA, and the central axis, A, of cylinder bore 18, is greater than the included angle between the plane of the intake valve axes, A, and central axis A. This offset, which is labelled e, and which is about 20 to 30, causes an asymmetry in combustion chamber 20 such that a greater volume of the combustion chamber is in proximity to intake valves 24 and a lesser volume is in proximity to exhaust valves 26. Notice also from Figures 2 and 3 that the distance between spark plug 32 and exhaust valves 26 is less than the distance between injector 34 and exhaust valves 26. This, coupled with the asymmetrical volume of combustion chamber 20, means that the combustion event is initiated in a region of the cylinder which is adjacent the exhaust valve heads, which typically comprise the hottest part within the combustion chamber. As a result, as the combustion event progresses with corresponding compression of the unburned gases in the cylinder, the amount of unburned mass will be greatest in the area of the intake valves, which typically comprise a cooler portion of the combustion chamber, and as a result, auto ignition will be much less of a problem if any, for a combustion chamber and system according to the present invention. Also, having a greater volume of the combustion chamber located adjacent to the intake valves means that the potential for auto ignition will once again be greatly mitigated. The previously described 20 to 30 offset is utilised to provide improved orientation for injector 34; the injector's axis is nearly parallel to central axis A. This helps to produce even fuel is distribution-about the.combustion chamber, while avoiding wall-wetting. An additional advantage to the cylinder head orientation is that the size of the intake valve mask may be increased, resulting in improved turbulence, if desired.
Additional details of the mounting of spark plug 32 and injector 34 are shown in Figures 3 and 5. Both the spark plug and the injector are mounted within boss 44, which is.located about.central axis of the cylinder, and which extends upwardly from fire deck 36 of cylinder head 16. As seen from Figures 3 and 5, water passages extend about the periphery of boss 44, so that excellent cooling of boss 44 is achieved. This tends to avoid overheating of the spark plug and fuel injector, with the result that coking on the injector is minimised.
Figure 2 illustrates region SC, at the centre of combustion chamber 20, wherein spark plug 32 and injector 34 are located. As illustrated, region SC is a quadrilateral which is generally defined by the intersections of axes 'A and EA with cylinder head face 37 (Figures 2 and 4).
Another feature of the present combustion.chamber is illustrated in Figure 2, wherein it is shown that intake ports 28 and exhaust ports 30 are mounted on opposite sides of the crankshaft centreline, CL Figure 2 also shows the configuration of intake ports 28. At intake manifold mounting surface 38, the configuration of intake port 28 is generally circular. Note that the cross-sectional area transforms into a parallel- sided racetrack shape which has a reduced sectional area at location, 40 which is in the area in which intake valve guide 42 (Figure 4) projects into the port passage. The cross-sectional area is gradually reduced along the passage from manifold mounting surface 38 to location 40. At location 40, the major axis of the racetrack shape is generally parallel to the crankshaft centreline, CL Downstream of valve guide 42, intake port passage 28 transforms to a round shape at valve seat 50. This retrotransition to a circular cross- section is accompanied by an 5, increase in cross-sectional area according to a diffuser angle of 70 to 80. Accordingly, as induction air moves through passage 28 inwardly from manifold mounting face 38, the flow is first accelerated to the position 'at which valve guide 42 is reached (Figure 4). Thereafter, the flow diffused so as to increase the pressure.
It has been determined that an intake port according to the present invention.will work.well with solne combustion chamber configurations with masked valves. The present port and combustion chamber are further beneficial because it is possible to achieve a size relationship between the cylinder bore crosssectional area and the intake and exhaust valve cross-sectional areas such that the intake valve crosssectional area divided by the bore cross sectional area is is 0.24 or greater, while maintaining the ratio of the exhaust valve cross-sectional area to the intake valve crosssectional area of approximately 0.77. The latter value is typical of 2 and 4-valve port fuel injected engines. It is significant here that the foregoing ratios are maintained with an engine having a centrally located spark plug and fuel injector. Moreover, present ports could be used with an engine having conventional port fuel injection.
- 8
Claims (24)
1. A reciprocating, multicylinder internal combustion engine, with each cylinder comprising:
a cylinder block having a piston reciprocably housed in a cylindrical bore formed therein, with the cylinder bore having a central axis; - a cylinder head mounted to said cylinder block so as to close the outer end of the cylinder bore; a combustion chamber defined by the cylinder head and the top of the piston; at least one intake valve mounted within the cylinder head; at least one exhaust valve mounted within the cylinder head; and a spark plug and a fuel injector projecting through the fire deck of the cylinder head and into the combustion chamber within a common region extending between the intake and exhaust valves, with the spark plug and the injector being disposed such that the spark plug is closer to said at least one exhaust valve than is the injector, and the injector is closer to said at least one intake valve than is the spark plug.
2. An engine according to Claim 1, wherein each cylinder has two intake valves mounted to one side of the cylinder's central axis and two exhaust valves mounted within the opposing half of the cylinder head.
3. An engine according to Claim 2, wherein the region in which said spark plug and said fuel injector project through the cylinder head lies within a quadrilateral area generally defined by the intersections of the axes of the four intake and exhaust valves with the cylinder head face.
9 -
4. An engine according to Claim 1, wherein the spark plug and fuel injector are mounted within a single boss located about the central axis of the cylinder and extending upwardly from the fire deck of the cylinder head, with the cylinder head further comprising passages for circulating engine coolant about the periphery of said boss.
5.. An engine according.to Claim.1, wherein the intake and exhaust valves are mounted within the cylinder head such that the included angle between the plane of the exhaust valve axes and the central axis of the cylinder is greater than the included angle between the plane of the intake valve axes and the central axis of the cylinder.
is
6. An engine according to Claim 1, wherein said combustion chamber is asymmetrical and has a greater volume in proximity to said at least one intake valve and a lesser volume in proximity to said at least one exhaust valve.
7. An engine according to Claim 1, wherein each cylinder further comprises at least one intake port, with said port comprising a passage having a generally circular section at the intake manifold mounting surface, with the passage transitioning to a parallel-sided racetrack shape of reduced sectional area at the location of the intake valve guide, and with the passage area increasing downstream of the valve guide according to a diffuser angle of 70 to 80 while transitioning to a circular section at the valve seat.
8. A reciprocating, multicylinder internal combustion engine, with each cylinder comprising: a cylinder block having a piston reciprocably housed in a cylindrical bore formed therein, with the cylinder bore having a central axis; a cylinder head mounted to said cylinder block so as to close the outer end of the cylinder bore; - a combustion chamber defined by the cylinder head and the top of the piston; at least two intake valves mounted within the cylinder head; at least two exhaust valves mounted within the cylinder head; and a spark plug and a fuel injector projecting through the fire deck of the cylinder head and into the.combustion chamber within a common region extending between the intake and exhaust valves, with the spark plug and the injector being disposed such that the spark plug is closer to said at least two exhaust valves than is the injector, and the injector is closer to said at least two intake valves than is the spark plug.
9. An engine according to Claim 8, wherein each cylinder has two intake valves mounted to one side of the cylinder's central axis and two exhaust valves mounted within the opposing half of the cylinder head.
10. An engine according to Claim 9, wherein the region in which said spark plug and said fuel injector project through the cylinder head lies within a quadrilateral area defined by the intersections of the axes of the four intake and exhaust valves with the cylinder head face.
11. An engine according to Claim 8, wherein the spark plug and fuel injector are mounted within a single boss located about the central axis of the cylinder and extending upwardly from the fire deck of the cylinder head, with the cylinder head further comprising passages for circulating engine coolant about the periphery of said boss.
12. An engine according to Claim 8, wherein the intake and exhaust valves are mounted within the cylinder head such that the included angle between the plane of the V 7 exhaust valve axes and the central axis of the cylinder is greater than the included angle between the plane of the intake valve axes and the central axis of the cylinder.
13. An engine according to Claim 8, wherein said combustion chamber is asymmetrical and has a greater volume in proximity to the intake valves and a lesser volume in proximity to the exhaust valves,
14. An engine according to Claim 8, wherein each cylinder further comprises at least two intake ports, with said ports each comprising a passage having a generally circular section at the intake manifold mounting surface, with the passage transitioning to a parallel-sided racetrack shape of reduced sectional area at the location of the intake valve guide, and with the passage area increasing downstream of the valve guide according to a diffuser angle of 70 to 80 while transitioning to a circular section at the valve seat.
15. A reciprocating, multicylinder, gasoline fuelled internal combustion engine, with each cylinder comprising: a cylinder block having a piston reciprocably housed in a cylindrical bore formed therein, with the cylinder bore having a central axis; a cylinder head mounted to said cylinder block so as to close the outer end of the cylinder bore; a combustion chamber defined by the cylinder head and the top of the piston, with the volume of the combustion chamber being housed within the cylinder head; two intake valves mounted within the cylinder head, with said valves being mounted to one side of the engine's crankshaft centreline; two exhaust valves mounted within the cylinder head, with said exhaust valves being mounted to the side of the engine's crankshaft centreline which is opposite to the side occupied by the intake valves; and a spark plug and a fuel injector projecting through the fire deck of the cylinder head and into the combustion chamber within a common region extending between the intake and exhaust valves, with the spark plug and the injector being disposed such that the spark plug is closer to said exhaust valves than is the injector, and the injector is closer to.said intake valves than.is the spark plug.
16. An engine according to Claim 15, wherein the region in which said spark plug and said fuel injector project through the cylinder head lies within a quadrilateral area defined by the intersections of the axes of the four intake and exhaust valves with the cylinder head face.
17. An engine according to Claim 16, wherein the spark plug and fuel injector are mounted within a single boss located about the central axis of the cylinder and extending upwardly from the fire deck of the cylinder head, such that the axis of the injector is nearly parallel with the central axis of the.cylinder.
18. An engine according to Claim 15, wherein the intake and exhaust valves are mounted within the cylinder head such that the included angle between the plane of the exhaust valve axes and the central axis of the cylinder is greater than the included angle between the plane of the intake valve axes and the central axis of the cylinder.
19. An engine according to Claim 18, wherein the included angle between the plane of the exhaust valve axes and the central axis of the cylinder is greater than the included angle between the plane of the intake valve axes and the central axis of the cylinder by
20 to 30.
j 20. An engine according to Claim 15, wherein said combustion chamber is asymmetrical and has a greater volume in proximity to said intake valves and a lesser volume in proximity to said exhaust valves.
21. An engine according to claim 15, wherein-each cylinder further comprises-two iptake ports,Vith each.of said ports comprising a passage having a generally circular section at the intake manifold mounting surface, with the passage transitioning to a parallel-sided racetrack shape of reduced sectional area at the location of the intake valve guide, and with the passage area increasing downstream of the valve guide according to a diffuser angle of 70 to 80 while transitioning to a circular section at the valve seat, with said racetrack having a major axis which is generally parallel to the centreline of the engine's crankshaft.
22. An engine according to Claim 15, wherein the top of the piston is generally flat.
23. A reciprocating, multicylinder internal combustion engine, with each cylinder comprising:
a cylinder block having a piston reciprocably housed in a cylindrical bore formed therein, with the cylinder bore having a central axis; a cylinder head mounted to said cylinder block so as to close the outer end of the cylinder bore; a combustion chamber defined by the cylinder head and the top of the piston; at least one exhaust valve mounted within the cylinder head; a spark plug projecting through the fire deck of the cylinder head and into the combustion chamber; and at least one intake valve mounted within the cylinder head so as to control the flow of intake charge through an intake port, with said port comprising a passage having a generally circular section at the intake manifold mounting surface, with the passage transitioning to a parallelsided racetrack shape of reduced sectional area at the location of the intake valve guide, and with the passage area increasing downstream of the valve guide according to a diffuser angle of 70 to 80 while transitioning to a circular section at the valve seat.
1
24. A reciprocating, multicylinder internal combustion engine substantially as hereinbefore described with reference to the accompanying drawings.
is a
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US22526894A | 1994-04-08 | 1994-04-08 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB9505748D0 GB9505748D0 (en) | 1995-05-10 |
| GB2288210A true GB2288210A (en) | 1995-10-11 |
| GB2288210B GB2288210B (en) | 1998-09-09 |
Family
ID=22844234
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB9505748A Expired - Fee Related GB2288210B (en) | 1994-04-08 | 1995-03-21 | Internal combustion engine |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US5785028A (en) |
| DE (1) | DE19510053C2 (en) |
| GB (1) | GB2288210B (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2310003A (en) * | 1996-02-09 | 1997-08-13 | Fuji Heavy Ind Ltd | Combustion chamber for in-cylinder direct fuel injection, spark ignition engine |
| EP0839997A1 (en) * | 1996-10-31 | 1998-05-06 | Fuji Jukogyo Kabushiki Kaisha | Combustion chamber structure having piston cavity |
| EP0889225A1 (en) * | 1997-07-01 | 1999-01-07 | Renault | Direct injection and spark ignited engine |
| EP0967370A3 (en) * | 1998-06-26 | 2000-09-27 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine |
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| DE19753963A1 (en) * | 1997-12-05 | 1999-06-10 | Audi Ag | Internal combustion engine with direct fuel injection |
| DE19754849B4 (en) * | 1997-12-10 | 2009-01-29 | Audi Ag | Direct injection internal combustion engine |
| EP0953758B1 (en) * | 1998-04-21 | 2003-10-08 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Cylinder head |
| FR2809452B1 (en) * | 2000-05-26 | 2002-10-31 | Renault | DIRECT IGNITION AND DIRECT INJECTION INTERNAL COMBUSTION ENGINE |
| US6431129B1 (en) * | 2000-08-25 | 2002-08-13 | Ford Global Technologies, Inc. | Method and system for transient load response in a camless internal combustion engine |
| DE10060682B4 (en) * | 2000-12-07 | 2013-11-28 | Daimler Ag | Cylinder head for an internal combustion engine |
| DE50112871D1 (en) * | 2001-12-14 | 2007-09-27 | Ford Global Tech Llc | Internal combustion engine with direct injection |
| US6725828B1 (en) | 2003-06-17 | 2004-04-27 | Ford Global Technologies, Llc | Vortex-induced stratification combustion for direct injection spark ignition engines |
| DE102004053050A1 (en) | 2004-11-03 | 2006-05-04 | Daimlerchrysler Ag | Internal combustion engine |
| DE102004053051A1 (en) * | 2004-11-03 | 2006-05-04 | Daimlerchrysler Ag | Internal combustion engine, has cylinder bore including diameter, where ratio from distance that is resulted between exhaust valve axle and free end section of electrode to bore diameter is provided within certain range |
| DE102004053046A1 (en) * | 2004-11-03 | 2006-05-04 | Daimlerchrysler Ag | Combustion chamber of an internal combustion engine with direct injection |
| DE102007062347B4 (en) * | 2007-12-22 | 2024-02-29 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Cooling arrangement for a cylinder head of an internal combustion engine |
| US8671908B2 (en) * | 2009-07-31 | 2014-03-18 | Ford Global Technologies, Llc | Glow plug placement in a diesel engine |
| JP5539135B2 (en) * | 2010-09-16 | 2014-07-02 | 本田技研工業株式会社 | Liquid cooling engine with cooling means |
| GB2489484B (en) * | 2011-03-30 | 2015-12-16 | Ilmor Engineering Ltd | Cylinder head configuration for internal combustion engine |
| MY167528A (en) * | 2012-06-18 | 2018-09-05 | Perusahaan Otomobil Nasional Sdn Bhd | A cylinder head assembly |
| CN106640455A (en) * | 2016-11-25 | 2017-05-10 | 奇瑞汽车股份有限公司 | Cylinder cover combustion system of middle-arranged oil atomizer for direct-injection gasoline engine |
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| DE3734346A1 (en) * | 1987-10-10 | 1989-04-27 | Kernforschungsanlage Juelich | METHOD AND CYLINDER HEAD FOR SUPPLYING FUEL IN A PISTON ENGINE |
| GB8913682D0 (en) * | 1989-06-14 | 1989-08-02 | Vincent Patents Ltd | Valve actuating mechanisms for internal combustion engines |
| US5078107A (en) * | 1990-03-30 | 1992-01-07 | Fuji Jukogyo Kabushiki Kaisha | Fuel injection control system for an internal combustion engine |
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| US5249557A (en) * | 1991-02-18 | 1993-10-05 | Sanshin Kogyo Kabushiki Kaisha | Fuel injection system for two cycle engine |
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-
1995
- 1995-03-20 DE DE19510053A patent/DE19510053C2/en not_active Revoked
- 1995-03-21 GB GB9505748A patent/GB2288210B/en not_active Expired - Fee Related
-
1996
- 1996-06-19 US US08/667,999 patent/US5785028A/en not_active Expired - Lifetime
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| US4763622A (en) * | 1986-01-20 | 1988-08-16 | General Motors Corporation | Internal combustion engine of the spark ignition type |
| EP0249699A2 (en) * | 1986-06-19 | 1987-12-23 | Nippon Clean Engine Research Institute Co., Ltd. | A fuel injection type internal combustion engine |
| WO1994021904A1 (en) * | 1993-03-18 | 1994-09-29 | Ford Motor Company Limited | Engine with direct injection of fuel |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2310003A (en) * | 1996-02-09 | 1997-08-13 | Fuji Heavy Ind Ltd | Combustion chamber for in-cylinder direct fuel injection, spark ignition engine |
| GB2310003B (en) * | 1996-02-09 | 1998-04-08 | Fuji Heavy Ind Ltd | Combustion chamber for in-cylinder direct fuel injection engine |
| DE19705023B4 (en) * | 1996-02-09 | 2006-04-20 | Fuji Jukogyo K.K. | Combustion chamber of a fuel directly into a cylinder injecting engine |
| EP0839997A1 (en) * | 1996-10-31 | 1998-05-06 | Fuji Jukogyo Kabushiki Kaisha | Combustion chamber structure having piston cavity |
| EP0889225A1 (en) * | 1997-07-01 | 1999-01-07 | Renault | Direct injection and spark ignited engine |
| FR2765629A1 (en) * | 1997-07-01 | 1999-01-08 | Renault | DIRECT INJECTION ENGINE AND CONTROLLED IGNITION |
| EP0967370A3 (en) * | 1998-06-26 | 2000-09-27 | Yamaha Hatsudoki Kabushiki Kaisha | Internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2288210B (en) | 1998-09-09 |
| GB9505748D0 (en) | 1995-05-10 |
| DE19510053C2 (en) | 1997-09-04 |
| DE19510053A1 (en) | 1995-10-19 |
| US5785028A (en) | 1998-07-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20130321 |