HU213279B - Improved combustion-dynamic cylinder head for internal combustion, four-stroke overhead valve engine - Google Patents

Abstract

FIELD OF THE INVENTION The present invention relates to an internal combustion, four-stroke, supercharged cylinder head combustion improvement. The suction and exhaust valve positioned coaxially in the cylinder axis significantly increases the throughput of the channels and at the same time enables the use of a semi-horn geometry combustion chamber (13) that provides very good flow conditions. The more gas that enters the cylinder is converted into a blend of air-fuel blends which are uniformly blended in the suction cup and combustion chamber (13) as a result of coordinated edges at suction and compression rates. The favorable conditions provided by the combustion chamber (13) reduce fuel consumption and emissions. The present invention is applicable to both existing and newly designed internal combustion, four-stroke, supercharged engines. EN 213 279 B Scope of the description: 9 pages (including 5 sheets)

Description

BACKGROUND OF THE INVENTION: Cylinder head with improved combustion dynamics for internal combustion, four stroke, supercharged engine.

Improving the design, operational safety, and efficiency of internal combustion engines is an ongoing need and task for engine developers. Reducing fuel consumption and reducing pollutant emissions, both for the environment and for energy saving, are important tasks and urgent requirements.

A number of technical measures aim at improving or improving the cylinder head, combustion chamber, valve design and material, blending and ignition, and combustion flow of the internal combustion engine.

The currently known internal combustion engines, whether spark-ignition or diesel-fuel injection, agree to charge at high speeds, even at relatively low revs. The flow rate, at a given speed, determines the amount of inlet and outlet media that it is desirable to select as high as possible. The amount of inlet and outlet mass depends, among other things, on the cross-section and resistance, so increasing engine efficiency can be achieved by increasing the cross-section of the valves and reducing their resistance. As a result of the mixing of the air-fuel spray injected into the cylinder and the cylinder head and subsequent combustion in the combustion chamber, the heat released is partly utilized as mechanical work and partly released into the environment. The course and quality of the combustion is decisive for the composition and amount of pollutant formation.

The development of the cylinder head for internal combustion (mainly diesel) engines is described in U.S. Pat. description of Hungarian patent. The recommended valve ring solution offers operational benefits, but does not affect engine characteristics.

Nos. 169,046 and 169,184 No. 1. According to Hungarian patents, the cylinder head has an approx. 220 ° helical angles are created. This solution is technically complex and expensive, and the result is doubtful.

The refinement of valves for motors controlled by the desmodromic principle can be found in 37 27 307 Cl No. 1. German Patent Specification No. 4,600,198. This improves the filling degree, but does not substantially affect the fluid flow conditions and the combustion conditions.

A solution to increase the surface area of the inlet and exhaust ducts is proposed in Art. Hungarian patent. The effectiveness of this is doubtful and the benefits are limited. Dual valves have narrow channels, common suction and exhaust ducts are flush, and valve control is complicated.

U.S. Patent No. 4,449,490. The patent describes a coaxial shaft arrangement. In principle, this solution has a larger cross-sectional area and flow surface, but with this design, the sharp-edged, multi-broken cross-section, narrowed by a spark plug, yields an unfavorable end result than conventional valve arrangements.

Also, a cylinder head with a coaxial valve arrangement is disclosed in U.S. Patent No. 4,539,950, which utilizes the advantages of such a valve design only to a limited extent and its mechanical angularity is complicated.

Details of the cylinder head development of well-known engine factories are presented in the following articles in the magazine "Auto-Motor":

- the Japanese Yamaha FZ-750. 3 suction and 2 exhaust valves per cylinder were added to the cylinder head of the four-cylinder, four-stroke engine of the motorcycle to increase the flow cross-section. ("Car-Motor" April 15, 1985)

- the Rába-M.A.N. engine family, D 2156 and D 2356. new solutions for torque development in motor development ("AutóMotor" 15 Feb 1991)

In the light of the above, my goal was to realize cylindrical heads that, to sum up the partial results to date, include an ideal combustion chamber in which large amounts of fuel, evenly mixed with air, can be burned while the most favorable combustion dynamics are present.

Thus, the present invention relates to an improved combustion dynamics cylinder head for an internal combustion, four stroke, supercharged engine, which coaxial axis of the cylinder head coincides with the axis of the cylinder, and has a coaxial outer and inner valve as well as an uniaxial valve seat and seat. The valves are fitted with external and internal valve springs and a hinged valve mechanism. The upper part of the cylinder head, starting from the connection surface, through the inlet and the coaxial outer valve (which includes the bellows shell, the sealing device and the ribbed guide sleeve) together forms an inner channel. The outer channel is located inside the cylinder head, in the space delimited by the expansion valve seat and the coaxial outer valve. The two channels are closed or alternately connected and separated by a cyclically controlled coaxial internal and external valve. A characteristic of the cylinder head is that the valve seat extending into the cylinder head, the outer valve and the inner valve together form a toroidal geometry. Through the large cross-sectional opening of the cylinder head, through the coaxially arranged valves, air enters the cylinder and then into the half-toroidal combustion chamber. Consistent, continuous vortex flow at the suction and compaction rate ensures blend formation and subsequent efficient combustion.

The combustion in the combustion chamber delimited and defined by the cylinder head and coaxial valves, which together form a torus shape, proceeds in a swirling, stationary, or progressive vortex, depending on whether the combustion chamber toward the piston is open or flowing.

The cylinder head design is illustrated, for example, by drawings of a diesel engine in which the coaxial internal valve and duct serve the suction while the external valve and the duct serve the exhaust function.

Figure 1 (Common Sheets of Figures l.a., l.b., l.c., 1) shows the individual operating phases of an internal combustion, four stroke, supercharged, engine during suction, compression, combustion, and exhaust.

HU213 279B

Figure 2 shows a schematic longitudinal section of the cylinder head with an open suction channel

Figure 3 is a plan view, partly in section, of the previous longitudinal section

Figure 4 shows the flow conditions of the combustion chamber at the compression rate

Fig. 5 (Figures 5a, 5b on a common sheet) shows a swinging deflector

The description and operation of the cylinder head according to the invention is described below.

As shown schematically in Figure 1, the cylinder head 1 is connected to the cylinder 9. The cylinder head 1 is arranged around the common coaxial axis 10, including the expansion valve seat 4, the outer coaxial valve 2, the internal coaxial valve 3, the combustion chamber 13, and a flow divider 5 at its bottom, consisting of guides 15 and venturi 16 composed of. The valves are cyclically opened by the camshaft cam and closed by the outer valve spring 11 and the inner valve spring 12. The camshaft cam movement is transmitted to the valves by the push rods and the rocker system or the rocker system only. The combustion chamber 13 is separated from the outer (exhaust) channel 36 by the flange 14 formed on the coaxial outer valve 2, and the inner (suction) channel 35 by the plate of the coaxial inner valve 30. The working space 22 in the cylinder 9 is delimited by the working piston 17 and the 4-way valve seat in the cylinder head 1.

At a suction rate, the air (petrol vapor in the case of an Otto engine) fills the working space 22 through the open suction valve 3, touching the valve plate 30, preloaded by the guide ring 15 and the venturi ring 16.

During compression l.c, air flows from the working space 22 to the closed burning space 13. The rotation of the air towards the top dead center around the axis 10 causes the guiding corona to change its sign and at the same time to concentrate in the combustion chamber 13.

In the expansion phase 1b, the previously mixed air (mixture), after ignition, expands in a swirling motion from the combustion chamber 13 to the working space 22.

At exhaust, 1 .a, the upper dead center directional gas is discharged into the environment through the 2 coaxial external (exhaust) valves which open in the meantime. The fresh air flushes the combustion chamber 13 through the coaxial inner (suction) and coaxial outer (exhaust) valves 3, which are simultaneously opened simultaneously.

Figures 2 and 3 show in detail the cylinder head according to the invention, which is designed to be fitted interchangeably with the VFE 17/24 manufactured by Ganz-Mávag. engines.

The section shows an inlet space connected to the inlet opening which extends from the connection surface 33 to the plate 30 of the coaxial inner valve 3, including the ribs 19 and the inner channel 35. Through the open coaxial internal valve 3, air enters the working space 22 with a directed flow through the flow divider 5. The air flowing in the inner duct 35 cools the surface of the bell shell 37 previously heated during the exhaust and also the ram deflector 5 as it moves.

The removable plate 39 shown in Figure 5 allows the flow of air entering the inlet port to be controlled by the swirl flow.

Further, the coaxial inner valve 3, which is closed by the action of the external valve spring 11, stops the flow and the working piston 17 moving towards the upper dead center compresses the fluid into the combustion chamber 13. At a given angular position of the control shaft, the fuel pump conveys it through the nozzle 27 to the combustion chamber 13.

The toroidal shape of the combustion chamber 13 is ideal for creating an air fuel mixture and providing a vortex burn. The burner gas expands into the work space 22, and is mixed with the flow deflector 5, where its energy is converted into work.

Near the bottom dead center, the coaxial outer valve 2 (in this case, the exhaust) opens, and the hot gas leaves the working space 22 through the coaxial outer valve 2, through the mantle seal 28, to the outer (exhaust) channel 36.

As for the mixing and combustion process, it can be said, as I have already explained, that the most favorable conditions, contrary to the ideal spherical design, are proven to be in the torus geometry.

The currently known and manufactured internal combustion engines, which exhibit the best performance in terms of both fuel consumption and emissions, are manufactured with a toroidal so-called Hesselman combustion chamber.

The combustion chamber 13 of the cylinder head 1 according to the invention is shown in Figure 2. It can be seen that it is torus shaped and its geometric shape is formed by the surfaces of the associated parts designated 2, 4, 5 and 30. The motion conditions of the vortex burn are shown in Figure 4.

At the compression stroke, the working piston 17 conveys air partly into the space not affected by the flow deflector 5 and partly into the combustion space 13 formed by the deflector 5 and the venturi ring 16 defined by the flow deflector 5. The result of the two movements is a vortex delimited from below by the working piston 17 and from above by the combustion chamber 13 formed by the components already detailed.

You can also see details of both 2 and

3 is an anchor system for transmitting the movement of the valves 2 and 3. The two-pivot pulleys 6 are connected to the pivot shaft 7 by means of a partial press fit and partly by a loose fit. The bearing of the crankshaft 7 is indicated by the bearing 20 (in the bracket) and the bearing 21 (in the valve lever).

Figures 2 and 3, in addition to the novelties, show the equally necessary cooling water and lubricating oil channels 26 and their inlets.

The characteristics and expected benefits of the cylinder head I have developed and described in detail are as follows:

- Low-flow suction port and valve with larger than normal cross-section.

- Continuously generated vortex flow, which provides favorable conditions for both the process of mixing and combustion.

- Optimum combustion results in favorable fuel consumption and emissions at the same time.

HU213 279B

- Simpler control with fewer components.

- Cylinder head pre-forging can be machined, no casting required.

- The circular symmetrical design of the cylinder head results in a symmetrical heat load with significantly lower temperatures.

- The cylinder head can be used with both petrol and diesel engines because of its simple, flat-bottomed design, rather than a sophisticated, moldable piston.

Thus, the cylinder head described above can be used either for the improvement of series-produced engines or for the development of newly developed engines.

Claims (6)

PATENT CLAIMS Cylinder head for improved internal combustion dynamics, for internal combustion, four stroke, supercharged engine, coaxial axis (10) of cylinder head (1) coincident with axis of cylinder (9), coaxial outer valve (2) and coaxial inner valve (3) and so on having a single-axis valve seat (4), seat, (31) outer valve spring, (11) inner valve spring (12) and associated valve mechanism (6), (7) and a diaphragm seal (37) for the bellows (37) of the coaxial outer valve (2). 28), a guide sleeve (18) is connected to its rib (19), and the coaxial outer valve (2) and the coaxial inner valve (3) jointly form an inner channel (35) inside the coaxial outer valve (2), separating it from the outer channel (36) and the working space (22) by means of a plate (30) of the coaxial inner valve (3), characterized in that the coaxial valve seat (4) the outer valve (2) and the coaxial inner valve (3) together form a toroidal geometry combustion chamber (13). Cylinder head according to claim 1, characterized in that the flange (14) of the coaxial outer valve (2) between the working space (22) and the outer channel (36) is cyclically controlled, the inner channel (35) and the outer channel (36). ) is permanently closed by a piston diaphragm seal (28). Cylinder head according to claim 1 or 2, characterized in that the ribs (19) connecting the inner channel (35) as a suction channel inside the coaxial outer valve (2), its bellows shell (37) and its guide sleeve (18). The ribs (19) are formed as a flow deflector internal channel (35). Cylinder head according to any one of the preceding claims, characterized in that a flow deflector (5) is arranged at the bottom of the combustion chamber (13), which consists of guide-ring (15) and venturi (16) components. Cylinder head according to any one of the preceding claims, characterized in that the ribs (19) are connected to the inner channel (35) as a flow deflector and, when used together with the flow deflector (5) located at the bottom of the combustion chamber (13) 39) are connected to the ribs (19). Cylinder head according to one of the preceding claims, characterized in that the outer valve spring (11) and the inner valve spring (12) are arranged around the coaxial shaft (10) for closing the coaxial outer valve (2) and the inner coaxial valve (3), a single, double-bearing and torque derivative is mounted on a common pivot shaft (7) bearing a double-lever valve arm (6).