JP2900189B2 - Ignition method for internal combustion engine and timing unit ignition unit - Google Patents

Description

The present invention relates to an ignition method and an ignition unit for an internal combustion engine, and more particularly to an improvement in an ignition system for an internal combustion engine using a glow plug. . In the present invention, the "shock wave front" refers to the frontmost portion of the shock wave of the combustible fuel-air mixture generated during the compression cycle in the combustion chamber of the internal combustion engine.

(Ii) Prior art Internal combustion engines employ the Otto spark ignition cycle and the Carno compression ignition cycle in engines of the type considered. These prominent engine cycles are implemented in various forms of engines conventionally recognized as either two or four cycles, including reciprocating engines as well as rotating engines. The present invention is particularly concerned with conventional spark-ignited ot-cycle engines. This engine uses a compression that heats a combustible mixture of gas and air by ignition with a timing spark conventionally created by a high voltage electrical system and is associated with a wide variety of spark plugs. The engine also uses boost coils, capacitors, and breaker points, all using low and high voltages integrated into the complex system. Thus, the prior art, in this type of widely accepted heating engine, stores complex and expensive means to cause timing and combustion of gas and / or atomized fuel. Was.

(C) Problems and Means to be Solved by the Invention A general object of the present invention is to completely eliminate the complexity of spark ignition in an Otto cycle engine, and to greatly reduce the complexity of a more practical tuning. The idea is to replace the time chamber ignition and its engine.

The ignition system disclosed herein is broadly applicable to all types of internal combustion engine Otcycle engines. That is, the ignition system operates in a vaporized or atomized fuel injection Otto cycle engine, regardless of the type of fuel used, to provide a normal composition of fuel to air to support combustion.

Conventionally, spark plugs have been widely used for ignition of internal combustion engines. That is, ignition is performed by discharging between a pair of electrodes. The ignition timing in the case of this spark plug type igniter means must rely on a distributor. The distributor is a rotary switch that supplies a high voltage ignition current to each cylinder of the internal combustion engine in an appropriate ignition order. However, when a distributor is used, there is a disadvantage that the whole system is structurally complicated due to the fact that it is of a rotary type. An object of the present invention in view of the state of the prior art is to perform ignition timing by a system having a very simple structure.

For this reason, in the system of the present invention, a closed chamber (that is, an ignition chamber) communicating with the combustion chamber of the internal combustion engine is provided,
Placing the glow plug igniter means at a depth where the shock wave front of the combustible fuel-air mixture penetrates in the closed chamber;
During the compression cycle, the shock wave front of the fuel-air mixture is sent from the combustion chamber to the closed chamber, and the non-combustible combustion gas already burned to function as a spring is captured in the closed chamber and ignited by contact with the igniter means. While the shock wave front of the fuel-air mixture penetrates the combustion gases, the ignition of which is transmitted to the combustion chamber, causing a power cycle,
The gist of the present invention is to leave combustion gas in a closed room.

That is, the shock wave front of the fuel-air mixture penetrated into the ignition chamber reaches the position of the igniter means while pressing the combustion gas trapped inside, and at this time, the combustion gas resists the advance of the shock wave front. It acts as a kind of spring. Therefore, the arrival timing is controlled (timed) depending on the volume of the combustion gas captured in the closed room. For this purpose, it is desirable to make the closed end of the closed chamber adjustable, for example by a screw plug, so that the extension length of the closed chamber can be changed. Accordingly, a first object of the present invention is to provide a pressure responsive means for igniting a fuel-air mixture having an inherently correct result, and to eliminate conventional spark ignition having a breaker point advance / lag system. Accordingly, there is provided a method and an apparatus for performing a timing ignition of an internal combustion engine. The ignition method disclosed herein can be implemented in currently used reciprocating or rotary engines by replacing the existing high pressure spark generation system with a spark plug.
The method includes responding to compression of a fuel-air mixture in an engine combustion chamber. This compression contacts the compression mixture prior to top dead center of engine cranking by transmitting a pressure front from the compression mixture into a closed chamber communicating with the combustion chamber and for ignition. This usually occurs by placing the igniter means in a closed room.

According to the invention, the advance of the pressure front takes place in a closed chamber, preferably in an elongated ignition chamber penetrated by the pressure front to the location of the igniter means. At this pressure front level and / or location in a closed chamber, ignition occurs and continues in the normal manner. This result differs from conventional glow plug technology in that normal use of glow plugs does not provide timing. The advance of the ignition time in the present invention,
Automatically controlled by packing density. During idle, the throttle is almost closed and a very high vacuum is present in the engine intake system. In this way, the density in the combustion chamber is correspondingly reduced, so that the fuel-air mixture reaches the igniter means with a time delay. However, during open throttle conditions, the packing density is higher and the fuel-air mixture reaches the igniter means earlier in time.
The time at which the igniter means is reached by the pressure front is related to or equivalent to the dynamic position of the crankshaft with respect to top dead center and transition to an engine power cycle or stroke.

Another object of the present invention is to make effective use of the inherent gas spring effect of the gas introduced into the space. In the past, glow plugs and the like lacked any type of timing control and were simply exposed to gas in the combustion chamber of the engine. However, according to the invention, the elasticity of the gas in the ignition chamber acts as a spring controlling the penetration of the pressure front of the compressed mixture from the combustion chamber to the ignition chamber. actually,
The ignition chamber is shaped such that the igniter means is stationary with respect to the response of the air spring to the pressure front,
Movement of the pressure front to contact the igniter means occurs when ignition is required. The ignition chamber consists of a timing area that is open to the combustion chamber and a buffer area that is fixed or adjusted with respect to displacement to provide the required gas spring effect. When ignition occurs, all the combustion gases in the timing zone as well as in the buffer zone are burned and continue into the compressed combustible mixture in the combustion chamber.

Yet another object of the present invention is when the previously combusted gas is controlled by the gas spring effect described above,
It is to make effective use of the inherent gas shielding effect due to the presence of burned gas in the ignition chamber. According to the present invention,
Reduced combustion chamber pressure during an engine intake cycle or stroke causes the gas spring to elongate, thereby closing the igniter means with non-combustible gas. The closure shuts off ignition of the combustion gas-air intake mixture. However, when compression takes place in the combustion chamber, the pressure front therefrom passes through the passage and into the ignition timing zone which continues to move towards the igniter means as the compression increases. Thus, the pressure front forms a boundary layer between the combustion gas in the suction space of the buffer region and the combustible gas progressively penetrating the timing region and comes into contact sequentially with the igniter means which is stationary at the ignition point . The ignition point operates accurately based on a predetermined response of the air spring to pressure conditions within the combustion chamber of the engine.

According to the invention, there is advancement of the pressure front into a closed chamber, preferably an elongated ignition chamber penetrated by the pressure front to the location of the igniter means. At the level and / or position of this pressure front in the closed chamber, ignition occurs, causing the torch to protrude into the engine chamber. It is an object of the present invention to control the pressure front penetration by changing the spring ratio of the buffer area. The volume of the buffer area is the primary factor that determines pressure front penetration, and the cross-sectional area of the buffer area is a controlling factor. In practice, the buffer zone is a continuation of the timing zone and is basically a fixed volume. The gas springs so formed have the elastic effect of compressed gases, which go ahead of the penetration pressure front and respond based on their displacement. Thus, the cross-sectional area of the timing area (also the buffer area) is varied so that it can be tapered to increase or decrease the spring ratio as needed. It is an object of the invention to change the timing chamber volume, for example by means of a solenoid operated valve.

The timing chamber ignition unit is in conduction to operate with a barren fuel-air mixture that has traditionally been considered inoperative. That is, the conventional stoichiometric ratio is much reduced from the normal 14: 1 ratio and much lower than the oxidized fuel, which would otherwise damage the conventional spark plug. However, according to the invention, the penetration start pressure front of the barren mixture contacts the igniter means heater. Subsequently, the flame torch proceeds and enters the engine combustion chamber. According to the invention, the igniter means heater comprises platinum,
Made from precious metals with catalytic properties such as palladium or rhodium. These catalysts speed and accelerate the chemical oxidation process of burning the fuel-air mixture without consuming the catalyst so as to guarantee a long igniter life. However, the use of precious metals for heaters does not prevent the use of inexpensive materials, such as nickel-chrome wires, if necessary.

The present invention relates to a dynamic timed contact ignition (DTCI) system without conventional spark ignition. It is, therefore, an object of the present invention to provide a prechamber catalyst strengthening of a combustible mixture assembled with a compression igniter, excluding other mechanical or electrical timing means.

It is an object of the present invention to enhance instantaneous ignition with a compression responsive igniter. For this purpose, the pre-catalyst chamber is used in combination with a compression response timing chamber. Its features are:
A timing chamber where a catalyst is placed to enhance the gas ignition phase and the remaining mixture in the engine combustion chamber is burned. This is achieved by a cooperative flame torch emanating from the timing room. Heretofore, Otto cycle engines have relied on spark ignition and diesel cycle engines have relied on timed fuel injection because the catalyst reserve chamber was unable to time the ignition itself. However, the concept of a catalyst reserve is advantageous. The timing chamber is thus characterized in the form of a noble metal catalytic element through which the starting combustible mixture pressure front passes on its way to the igniter means. Again, the igniter means is preferably a noble metal heater such as platinum.

The catalytic ignition concept is suitable for igniting conventional available premixed high octane fuels. The high temperature, uniform charge environment consisting of gasoline and air is naturally well-suited for in-cylinder catalysis, and is attractive in terms of controlling the pre-chamber with all phases of in-system combustion. Such reserves affect chemical and gas dynamic processes. It coordinates the contact between the new charge and the catalyst element. It allows operation to occur within a well-defined volume leading to the igniter means. It provides a means to control the catalyst surface temperature. And it enhances the combustion of the non-working part of the mixture.

It is an object of the present invention to concentrate the effect of the catalyst in a relatively small volume conditioning reserve in response to the starting pressure front of the combustible mixture. The timing preparatory chamber operates to operate only a small portion of the entire mixture under compression. Ignition and combustion of the entire mixture occurs in the igniter heater and is achieved by a powerful flame torch emanating from the timing pre-opening into the combustion chamber. The dynamic function of this gas causes complete combustion of the entire mixture, including the inactive parts.

Heat dissipation is a factor to be considered in the manufacture of this igniter unit. Control of the heating range is the same as the main consideration in spark plug technology. That is, the determinant in selecting the correct spark plug is the thermal value. This value is controlled by the ceramic insulator design and the metal body is screwed into the combustion chamber of the engine. Although the igniter unit of the present invention does not suffer from the strict fireworks gap problem, there is some concern for the ignition temperature so that pre-ignition does not occur. To this end, the igniter means of the present invention is constructed from a structure in which the timing chamber passage is thermally insulated from the surrounding structure of the timing chamber and the timing chamber passage is insulated from the body of the unit. The real input is that the timing prechamber and the passage structure are ceramic material insulation that dissipates heat. As a result, the passage temperature can be controlled by the igniter means at 540-1080C (1000-2000F).
The temperature is maintained at, for example, 316 ° C. (600 ° F.) or less while maintaining the temperature range of Accordingly, it is an object of the present invention to control the internal heat conditions and dissipate the heat absorbed from the combustion process to block pre-ignition and the inherent timing associated with the use of this timing pre-chamber and igniter means. Is to guarantee fire.
Another feature of the invention is an insulating dielectric that supports the igniter means heater. One purpose is to insulate this heater from the surrounding unit structure.

(E) Embodiments The present invention provides a method of igniting a catalyst prepared compression-timed internal combustion engine without the use of conventional spark ignition and its complexity. This method consists of the following steps.
A first step includes, in a closed ignition chamber, a timing spare chamber area exposing the catalyst and having an inlet passageway from a combustion chamber of the engine;
And providing a buffer region communicating with the region and extending from the inlet passage. The second step is to expose the igniter means at a position where the timing reserve area and the buffer area communicate with each other. The third step is to deliver a starting pressure front consisting of the combustion fuel-air mixture from the combustion chamber of the engine through the inlet passage so as to penetrate the timing reserve chamber area for the pre-reaction during the compression cycle of the engine. Is the thing. The fourth step is to take in a predetermined amount of gas in the buffer area as an elastic touch body that reacts in balance with the gas pressure in the combustion chamber as a spring. In the fifth step, in order to make contact with the ignition means,
The starting prereaction is to deform the intake buffer area gas by the penetration pressure front of the fuel-air mixture. The ignition of the starting pre-reaction combustion fuel-air mixture is initiated by the igniter means and also occurs as an enhanced torch flame in the combustion chamber of the engine to power cycle from the timing pre-chamber.

The method is performed during operation of the Otto cycle engine. The most common of such engines is a gasoline engine having a piston that moves with a crankshaft to compress the incoming fuel-air mixture in a closed combustion chamber. Retraction of the piston during the intake cycle results in a partial volume reversed to a progressively increasing positive pressure during the compression cycle, thereby increasing the starting compression front to peak compression.

The first step in providing a closed ignition chamber is to use fuel-
The air mixture is exposed to a separately closed elongated chamber. This causes the starting pressure front of the combustion fuel-air mixture to progressively penetrate through the inlet passage and into the timed spare chamber area of the ignition chamber. In accordance with this method, the pre-reacted catalyst is preceded by an arrangement of igniter means in the timing preparatory chamber, preferably for the deposition or lining of precious metals, such as platinum, maintained at a temperature substantially below the ignition point of the fuel-air mixture. Exposed first. For example, about 540 ° C (1000 ° F) below the ignition point, or about 427 ° C
(800 ゜ F). In practice, the volume of the ignition chamber is fixed or variable as described below.

The second step of exposing the igniter means involves installation in the form of a heater at a predetermined depth into the timed spare chamber area of the ignition chamber. The desired installation is determined empirically, performed by observation and experience, and the heater element,
It is preferably implemented by positioning the element of the heated catalyst material at a depth in the timing reserve chamber region of the ignition chamber to achieve the desired engine operation. Based on this method,
The igniter means or heater is ignited at the point of connection between the timed spare chamber area and the buffer area, preferably with a precious metal charge such as platinum maintained at or above the ignition point of the fuel-air mixture. It is placed in the center of the room. For example, 540
Electrically energized to ~ 1080 ° C (1000-2000 ° F).

A third step of passing the starting pressure front of the combustible fuel-air mixture into the ignition chamber communicates from the combustion chamber of the engine into the timed spare chamber area of the ignition chamber for exposure to the catalyst and its pre-reaction. It is implemented by having

Introduce a predetermined amount of gas into the buffer area of the ignition chamber.
The process includes a dead space in which the burned gas is alternately compressed and depressurized in balance with the change in gas pressure in the combustion chamber of the engine. Thus, in essence, the combustion gases entrained in the buffer zone are subject to reduced pressure, thereby closing the igniter means and extending the flammable fuel-
Receiving the peak compression pressure of the air mixture reacts as a spring of noncombustible gas which alternately exposes the igniter means to the pressure front of the combustible fuel-air mixture. Thus, the incorporated shock absorber region gas responds to the gas pressure as it travels into the combustion chamber of the engine as an elastic spring to control ignition timing.

A fifth step of depressurizing the buffer region gas occurs in response to a compression cycle of the engine, and the starting pressure front of the combustible fuel-air mixture is heated to the ignition temperature and the second step.
It is arranged according to the process and proceeds until it reaches the exposed igniter means. The pre-ignition of the fuel-air pre-reaction mixture then proceeds from the igniter means or heater to the center and opens the ignition chamber open to thermally activate the unreacted portion of the compressed fuel-air mixture. It is generated in the engine combustion chamber.

Referring to the drawings, FIG. 1 shows a typical reciprocating engine having a piston 10 operating within a cylinder 11 and connected to a crankshaft 12 by a connecting rod 13. At the upper end of the cylinder there is an intake valve 14 in the combustion chamber 15 and there is an exhaust valve 16. A cross-flow hemispheric combustion chamber is shown with ignition at the top center position. It is to be understood that in the illustrated engine example, such an engine design, including a rotating engine, is associated with the features described herein for convenience of explanation. The characteristics required for such an engine are a fuel-air mixture intake means, a means for performing a compression cycle following a power cycle, and an exhaust means, and a fuel-air mixture compression cycle following a power cycle.

In FIG. 1, an inlet passage 17 is open in a combustion chamber 15 to receive the pressure front of the fuel-air mixture during the compression cycle. The dimensions of this entrance passage are relatively small, from 3,175
An opening of 9,525 mm (0.125-0.375 in), which is widely practiced in standard sized automotive engines.
In practice, if a spark plug would otherwise occur, the inlet passage 17 would be stationary. The ignition chamber 18 is continuous with the inlet passage 17 and communicates therewith. The closed chamber is bottomed at its deep or deepest end or top 19. In practice, the ignition chamber 18 is an elongated tube of the same size or diameter as the inlet passage 17. A feature of the invention is that the igniter means 20 exposed in the ignition chamber 18 is maintained at the ignition temperature of the fuel-air mixture to be ignited, and that the intermediate between the inlet passage 17 and the top 19 of the ignition chamber. It is to be arranged in. As shown, the igniter means 20 includes a glow element that enters the ignition chamber 18 through the side wall with the heater element 21 exposed in the ignition chamber.
Plug. Voltage is applied through conductors and the body of the glow prog is grounded. Its feature is that it enhances the ignition of the pressure front of the fuel-air mixture that moves into contact when peak compression is reached in the combustion chamber 15, since the heater element is a catalyst made of platinum or the like.

The embodiment of FIG. 2 discloses an element or unit to replace a conventional spark plug and is made of a tubular body B having the overall cross section and height of the spark plug. In its presently preferred form and application, the body B is hexagonal in outer shape, with a central hole 22 therethrough for the ignition chamber.
18 and an open inlet passage 17 are formed at its lower end 23. The lower end reach 24 is typically threaded to be received within the engine cylinder head and has a compression seal 25 to prevent leakage.

2 is a variable volume closing means 26 at the top end of the buffer area a. As shown, the means 26 comprises a screw plug 27. The screw plug 27 enters the ignition chamber 18 to adjust its length, and the lock nut 28 fixes its height position. Thus, there is a space for the entrapped air within the top of the ignition chamber 18, which can be extended and shortened as required by the surroundings and adjusted and / or fixed within its effective displacement volume.

According to the invention, the igniter means 20 is exposed in the ignition chamber 18 intermediate the opening of the inlet passage 17 into the combustion chamber 15 and its top. For example, it may be between them and the bottom of the screw plug 27. Therefore, there is an open timing area b extending between the inlet passage 17 and the installation position of the igniter means 20. The glow plug 30 is screwed into the side of the body B and enters the ignition chamber 18. The heater element 31 then intercepts and contacts the pressure front of the compressed fuel-air mixture which is forced into and through the ignition chamber 18.
The glow plug 30 has been replaced and has a hexagonal body 32 having a portion 33 threaded through the side wall of the body B, a low voltage conductor 35, and wires 36. Conductor 36 is controlled by ignition switch 37 which is closed for engine operation.

A feature of the igniter means 20 is the ability to maintain the ignition temperature during engine operation without the need for continuous electrical energization. Thus, a suitably positioned temperature sensor 38, control means or switch 39 will turn off the voltage from conductor 36 when charging is not required. actually,
The control means 39 may be remote or it may be incorporated within an element or unit.

FIG. 3 shows an embodiment in which the igniter means 20 'has a screw plug 27'.
2 is different from the embodiment of FIG. 2 in that the height can be adjusted. As shown, the screw plug 27 'is tubular and supports an insulator 34' through which conductors 35 'and 36' pass to the outer charging surface. Therefore, the resistance heater element 31 'forms a circuit with the conductors 35', 36 'and the insulation 3
Enclosed by a heater element 31 "supported by an extension of 4 '. The element 31", preferably the catalyst, is therefore located below the screw plug 27' and is in place by a lock nut 28 '. Fixed.

According to the invention, the inlet passage opens into the combustion chamber of the engine and receives the starting pressure front of the fuel-air mixture during the compression cycle. In practice, the size of this inlet passage is relatively small, preferably an opening with a diameter of 0.175 in, so that the engine compression ratio will have a small effect, which means that a standard size car engine Is widely implemented. In practice, the inlet passage 17 is located where the spark plug would otherwise occur. Ignition chamber
18 communicates with and communicates with the inlet passage 17, the closed chamber being bottomed at the deepest end or top 19. In practice, the ignition chamber 18 is a smooth, uniform, elongated tube, tapered in diameter and emanating into the engine combustion chamber at the inlet passage 17. A feature of the invention is that the igniter means 20 exposed in the ignition chamber 18 is maintained at the ignition temperature of the fuel-air mixture to be ignited, and that the passage 17 and the top 19 of the ignition chamber are It is to be arranged in the middle. 6th-10
As shown, the igniter means 20 is a rod that enters the ignition chamber 18 through the top 19, the heater element 21 of which is centrally exposed into the ignition chamber. The voltage is applied through at least one, and preferably two, conductors. The feature is that since the heater element 21 is a catalyst made of platinum or the like, it ignites the starting pressure front of the contacting fuel-air mixture when peak compression is reached into the engine combustion chamber.

In FIGS. 6-10, the embodiment shown has the current shape of the spark plug so that it can be replaced. Thus, the igniter is a unit that includes a body B having a threaded portion 24 to be received within the cylinder head of a conventional engine. There is a shoulder and a compressible seal to prevent gas leakage. The igniter unit has an elongated chamber portion C extending coaxially from the body B. Although the main body B and the chamber portion C are integrally formed from a single piece of metal, the chamber portion may be formed as a separate heat control member to have a shape for controlling heat dissipation. In practice, thermal control is provided by the ceramic chamber part C following the state of the art which has been highly developed in spark plug technology. Accordingly, the threaded portion 24 of the body B is a metallic tubular member through which the ceramic chamber portion extends to be exposed into the engine combustion chamber. Body B is shoulder down so as to engage seal 25
Base of ceramic chamber part C, characterized by 67
It has an upright cylindrical portion 68 of tubular configuration with a countersink 69 for receiving 70. Above it, the upper periphery of the body is roll formed on the shoulder 37 of the base. A pressure seal 72 is mounted to seal this joint. The upper periphery of body B has a hexagonal drive portion 73 as shown, and chamber portion C has an upper tubular end 74 projecting upwardly from body B. The total length of this body and room combination is about 50.8mm
(2in) before and after.

With regard to the basic features of this igniter unit, body B and its part 24 provide the normally required application to the cylinder head of an internal combustion engine to be ignited.
The chamber portion C has a compression adjusting feature only for supporting a preliminary chamber described later. Chamber portion C is preferably made by compression casting of alumina so as to have a smooth surface that is easy to clean and is sintered with a suitable topping. However, metal chamber parts can be used if necessary, as electrical properties are not a primary requirement.

Chamber portion C is characterized by ignition chamber 18 secured in countersink 69, centered by seal 75, and open substantially coplanar at lower tubular end 66 and closed at upper tubular end 74. Have been. Total length of ignition chamber 18 and about 44.45 mm
(1.75 in) and the transverse diameter in the lower tubular portion of body B is 3.175 mm (0.125 in). In practice, the chamber portion C is counter-sunk with a slightly larger diameter to provide a step 77 for holding the catalyst sleeve as described below. The upper end of the chamber portion is provided with an internal thread 78 for receiving the support 80 of the igniter means 20. In this way, the body of the igniter unit is made up of one or two parts, by screw connection into the engine cylinder head, and
It is characterized by an elongated ignition chamber 18 opening into the combustion chamber.

7-8, the igniter 20 has a filler or heater element at the connection between the buffer area a and the preliminary chamber timing area b.
21 is a rod 79 of a dielectric material that supports 21. Flammable fuel
The starting pressure front of the air mixture determines when the engine compression is at the value of the desired and / or optimal engine operation, the heater element 21.
It is this connection that makes contact with. Bar 79 is preferably formed by pressure casting of alumina and sintered to form a double insulator. Conductors 81, 81 'with double insulation
Extends to the heater element 21, for example a platinum wire diameter of 0.01
27mm (0.005in) 101.6mm (4in) coil. Such a line operates at 12V, 2mA. In fact, stick 79 is 1.
It has a pair of co-planar conductor holes with a diameter of 575 mm (0.064 in) and a diameter of 1.626 mm (0.064 in). Heater element 21
Is supported on the lower end portion of rod 79. Bar 79 varies in length based on the compression requirements of the engine. In fact, the rod is about
The length is around 25.4mm (1in).

The heater element 21 is shown as a approximately 20 turn coil of 0.015 mm (0.005 in) wire wrapped around the lower end portion of the bar 79. The conductor 81 exits one conductor hole at the lower end of the rod 79 and continues to the coil wound up to an opening 83 passing through the side of the rod and into the outer conductor hole to receive the second conductor 81 '. I have. The two conductors 81, 81 'exit the top end of the rod in the form of a separate loop or wire that is doubled back through each conductor hole in the ceramic insulated rod and have a resistive coil to increase the current carrying capacity. Conductors 81,8 adjacent to
Wound in parallel with 1 '. Therefore, coil element 2
1 is 540 to 1080 ° C (1000 to 2000 °) for one continuous line
The temperature is raised to the ignition temperature of F).

The mounting of the igniter means 20 will be apparent from FIGS. 1-3. Through the support 80, the top end of the bar 79 extends, the loop of the conductor 81 protrudes upwards, and when the support 40 is screwed (78) into the chamber part C, the loop of the conductor 81 'is It is bent downward (FIG. 8). The conducting sleeve or wrap of the foil 84 is placed on the conductor loop 81 'and is crimped by the terminal plug 85 screwed into the support (FIG. 6). The terminal plug 85 has a hole 86 for receiving an insulator sleeve 87 which bears on a conductor foil 84 and supports a terminal pin 88 fitted on a loop of the conductor 81. A sealing compound or cement or the like is added at 89. The plug 85 and the pin terminal 88 are connected in an electric circuit.

The embodiment shown in FIG. 6 uses a straight cylindrical ignition chamber 18. A step 77 holds the catalyst sleeve S or accommodates catalyst deposits without reducing the area of the inlet passage 17 (3.175 mm). The feature is the increased diameter of countersink 76 (3.962m
m) is to create an annular body surrounding the ignition rod 79.
The annular body has a cross-sectional area approximately equal to the area of the inlet passage 17. Therefore, the ignition chamber 18 has a substantially uniform cross section from the upper part to the lower part. Catalyst sleeve or S
Is an annular lining of the above-mentioned noble metal such as platinum. This annular lining provides a reserve chamber function by reacting with the starting pressure front of a combustible mixture of gas passing through the ignition zone. The timed spare chamber area b communicates with the buffer area a and the heater element 21 is coaxially positioned in the ignition chamber 18 at the ignition area junction between the areas a and b.

The embodiment shown in FIG. 10 also differs from the embodiment shown in FIG. 6 in the shape of the ignition chamber 18 'and the arrangement of the pre-chamber catalyst S'. A feature of this embodiment is the shape of the tapered or chamber 18 ', which controls the spring rate in the buffer area a'. By progressively decreasing the cross-sectional area toward the top 19, the resistance is increased by an elastic cushion that retards the movement of the starting pressure front upon reaching the heater element 21. In fact, the uptake of previously burned gas is
Extending to the opening of passage 17 at the lowermost end of 18 '(18), the starting compression portion of the combustible fuel-air mixture has its spring compression function as it enters the lowermost opening of passage 17. Start. Thus, the continuous tapered shape of region a 'into region b' provides an elastic spring function within the same space from ignition chamber 18 '(18).

The prechamber catalyst S 'of the embodiment shown in FIG. 5 is positioned on the passage 17 and vertically surrounds the heater element 21.
Thus, the reduced temperature reaction of the aforementioned precious metals, such as platinum and the like, is converted to a complete reactive combustion phase at the high ignition temperature surrounding the heater element 21.

The embodiment shown in Fig. 11 provides external control of the elastic spring function of the ignition chamber 18 ". As shown, in addition to the buffer area a (a ') and the timing reserve area b (b') described above. , There is a secondary buffer area a ″. The feature is the insulation of the secondary buffer area a ″ for operating the engine under the first predetermined condition, and the aforementioned buffer area a (a) for operating the engine under the second predetermined condition. ') And the secondary buffer area a ". As shown, the surrounding magnetic field coil
There is a solenoid consisting of 90 and an internal armature 91 that is axially displaced when the coil is electrically energized. A poppet valve 92 actuated by a stem 93 connected to an armature 91 engages a seat 94 separating the buffer areas a "and a (a '). Stops 95, 96 of the armature-stem-valve assembly Restrict movement and also spring
97 sits normally on the valve to insulate the two buffer areas. As shown, the heater element 21 'comprises
(B ') of the glow plug 98 which passes through the side wall of the connection of the buffer area a (a') in conformity with the catalyst sleeve or coating S ".

The operation of the engine is generally as follows. The igniter means is brought to operating temperature by applying a voltage after the engine has been started by the starter means in the usual manner. The voltage applied to the heater element and the current flowing therethrough are maintained until the heat of combustion is sufficient to support that temperature. City and highway driving of vehicles using this system has remained unchanged at all times. This ignition is an inherent self-timing as it responds to combustion chamber conditions that are reflected in engine operation. Engine 4
The operation is stopped by completely closing the throttle plate as shown in the figure. This is done by idle control means which withdraws the idle setting of the carburetor when the ignition switch is turned off. Alternatively, in a fuel injection engine, as shown in FIG. 5, the injection system is simply immobilized. Thus, without the introduction of a fuel-air mixture or without fuel injection, the engine inherently shuts down.

Referring to this timing chamber ignition vaporization application shown in FIG. 4, there is an air intake 40 having a choke plate 41 and a fuel-air mixture outlet to an engine intake manifold 43.
There is a vaporizer C having 42. Between the intake 40 and the outlet 42 is a throttle plate 45 which is closed by a spring 46 and a movable stop 47. In practice, the stop means 47 is an electric solenoid or the like that is energized when the ignition switch 37 is turned on or closed to move the throttle plate 45 to an idle setting (not shown). A venturi 48 and a running mixing tube 49 precede the throttle plate and also provide a fuel-air mixture which enters the combustion chamber through the intake valve 14 when the valve is opened. Therefore, engine operation is
This is the same as the conventional one except that the idle setting of the throttle plate 45 is controlled by the stop means 47. The stop means 47 may be mechanical or electrical as shown.

For this timing chamber ignition fuel injection application shown in FIG. 5, there is a fuel injector nozzle N directed through the intake valve 14 and a pressure control manifold 50 supplied by a fuel pump (not shown). Receives liquid fuel from
The computer means 51 responds to the required conditions of the engine function, including the position of the throttle plate 52, by means of a potentiometer 53 or the like. This electrical fuel injection operates according to various states of the embodiment without major changes. That is also true for mechanical fuel injection applications. However, the vacuum advance and delay signals from the distributor are no longer an existing function, and
Become a factor removed from programming. Thus, the operation is conventional in all respects except for the lack of spark advance and lag which is a function no longer present in the control system of the present invention.

As is apparent from the above, in the present invention, the glow plug is used as the igniter means, and the timing is performed by the spring function of the combustion gas captured in the closed room. Therefore, the ignition system using the conventional spark plug is used. As a whole, the whole structure is very simple.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a typical internal combustion engine, with a pressure responsive ignition device assembled thereto, with the crankshaft and piston positioned before the top dead center position of the crankshaft and in a normal position and condition where ignition occurs. Indicates that it is almost during a compression cycle. FIG. 2 is an enlarged longitudinal sectional view of the device of the present invention, showing a plug for precision tuning of engine operation and using a glow plug as igniter means. FIG. 3 shows a second embodiment, similar to FIG. 1, showing igniter means which can be adjusted to a differential pressure front position for fine tuning of engine operation. FIG. 4 is a schematic diagram showing a timing chamber ignition in combination with a vaporized Otto cycle engine.
FIG. 5 is a schematic view showing a timing chamber ignition combined with a fuel injection Otto cycle engine, and FIG. 6 is a longitudinal sectional view showing the igniter of the present invention as a plug element in a unit form.
FIG. 7 is a partially broken enlarged side view of the igniter means removed from the timing chamber. FIG. 8 is an exploded view of a portion electrically connected to the igniter means. FIG. 9 is a cross-sectional view taken along line 9-9 in FIG. FIG. 10 is a view similar to FIG. 6, showing that the timing chamber is tapered to control the buffer area. FIG. 11 shows an embodiment in which the buffer area is controlled by the solenoid means to change the compression response of the shock absorber means. 10: piston, 11: cylinder 12: crankshaft, 14: intake valve 15: combustion chamber, 16: exhaust valve 17: inlet passage, 18: ignition chamber 20: igniter means, 21: heater element 27: screw plug , 30: Glow plug

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-52-89732 (JP, A) JP-A-54-22605 (JP, U) JP-A-51-143026 (JP, U) JP-A-51-2 26020 (JP, U) Jikken 48-38098 (JP, Y1) Registered utility model 6755 (JP, Z1) (58) Fields investigated (Int. Cl. ⁶ , DB name) F02P 19/00-23/04 F02B 19/12-19/16

Claims (3)

(57) [Claims] 1. A closed chamber which communicates with a combustion chamber for the penetration of a shock wave front of the fuel-air mixture, the cycle comprising a compression cycle, ignition of a combustible fuel-air mixture in a combustion chamber, and a power cycle. And (b) in the closed chamber, a fuel having a predetermined compression ratio.
A second step of positioning the glow plug igniter means at a depth at which the shock front of the fuel-air mixture penetrates into contact with the air mixture; and (c) burning the shock front of the fuel-air mixture during the compression cycle. A third step of sending from the chamber to the closed chamber; and (d) a fourth step of capturing a volume of incombustible gas already burned in the closed chamber due to closing of the igniter means and pressing as a spring. (E) the non-combustible gas is pushed by the impinging fuel-air mixture shock wave front until the shock wave front of the fuel-air mixture contacts the igniter means and ignition occurs, so that the ignition reaches the combustion chamber. A fifth step of transmitting and maintaining the combustion to cause a power cycle and leaving the non-flammable gas in a closed chamber. 2. A combustion chamber having an opening for removably receiving an ignition unit, means for taking in a combustible fuel-air mixture, means for performing a compression cycle preceding a power cycle, and means for exhausting combustion gases. And a glow plug type igniter means supported by the main body, the main body having an ignition chamber fixed and extending to the internal combustion engine. An ignition passage comprising an inlet passage communicating with the chamber, and a buffer region continuous with the timing passage and having a closed end for capturing combustion gases, the igniter means comprising an inlet passage and a closed end. And ignites a shock wave front of the fuel-air mixture that is exposed to the ignition chamber during the compression cycle and that penetrates the combustion gas by the closed end. -Shock waves of air mixtures Act as a spring against the surface, whereby the combustion gas blocks the igniter means until the igniter means contacts and ignites the shock wave front of the fuel-air mixture and transmits the ignition to the combustion chamber to cause a power cycle. A timing unit ignition unit for an internal combustion engine. 3. A combustion chamber, means for taking up a combustible fuel-air mixture, means for performing a compression cycle preceding a power cycle, and means for exhausting combustion gases,
And an extended ignition chamber made of ceramic having a tubular cross section supported by a main body adapted to a combustion chamber of an internal combustion engine; and a glow plug type igniter means supported by the ignition chamber. The chamber includes a timing zone with an inlet passage communicating with the combustion chamber, and a buffer zone continuous with the timing zone and with a closed end for trapping combustion gases, the igniter means comprising: Exposed in the ignition chamber between the inlet passage and the closed end, it ignites the shock wave front of the fuel-air mixture which penetrates into the timing zone during the compression cycle, and furthermore the ignition chamber discharges the combustion gases by said closed end. Entrapped therein and functioning as a spring against the shock wavefront of the fuel-air mixture, whereby the igniter means contacts and ignites the shockwave front of the fuel-air mixture and the ignition initiates a power cycle. Until transmission, timing chamber ignition unit for an internal combustion engine, wherein a combustion gas to close the igniter means.