KR19980082892A - Lean Burn System of Internal Combustion Engine - Google Patents

Abstract

The present invention is suitably used to increase the capacity of the spark to the mixer having a sparse air-fuel ratio supplied to the combustion chamber so that the mixture of air and fuel is completely combusted in the combustion chamber, and furthermore, to reduce harmful emissions. It relates to a lean burn system of an internal combustion engine. That is, in the lean burn system of the internal combustion engine, the spark generator extends from the end of the central shaft to a predetermined length in the center electrode of which the inclined portion narrows to 40 ° to 50 °, and in the metal shell insulated from the center electrode through the insulator. It relates to a lean burn system of an internal combustion engine consisting of a ground electrode extending downward and bent apart from the core electrode within a range of 1.8 to 2.2 mm and having a through hole of superborder light in the extension part of the end.

Description

Lean Burn System of Internal Combustion Engine

The present invention relates to a lean burn system of an internal combustion engine, and more specifically, to increase the volume of a spark to a mixer having a lean air-fuel ratio of 90 to 240: 1 supplied to a combustion chamber, thereby increasing air and fuel in the combustion chamber. The present invention relates to a lean burn system of an internal combustion engine, which makes it possible to use a mixture of the combustion engine and to make it suitable for use in reducing the harmful exhaust gas during combustion of the mixer.

An automobile engine representing an internal combustion engine has a mixture of air and fuel supplied to a combustion chamber, and the mixer is ignited and exploded by a spark plug at the end of the compression stroke of a piston that is reciprocated up and down within each cylinder of the engine. It gains power and transmits it to the wheels to drive the vehicle.

The internal combustion engine of such a vehicle is provided with a fuel injection type fuel supply device. The fuel supply device includes a plurality of fuel injectors installed in the intake manifold in communication with the combustion chamber, and the injectors installed in each cylinder are all connected to the fuel distribution pipe. The fuel distribution pipe is connected to the fuel tank through flexible fuel hoses and fuel lines. The fuel pump, fuel silencer and fuel filter installed in the fuel line remove impurities contained in the fuel and allow the fuel to be transported from the fuel tank to the injector.

Fuel maintained at a constant pressure by the fuel distribution pipe is injected into the intake manifold, which is a mixture space of air and fuel, through the injector, where air and fuel are mixed at a ratio of about 15: 1 (fuel ratio) and supplied to the combustion chamber. do. The mixture of air and fuel is exploded by ignition of a spark plug mounted on top of the combustion chamber.

In Patent Application No. 97-6353, which was filed by the present inventor, the ultra-thin air-fuel ratio is realized by controlling the amount of fuel sent to each cylinder of the engine extremely limited, and accordingly, the mixer having the ultra-thin air-fuel ratio is increased by increasing the capacity of the spark. The fuel supply control device 10 shown in Figs. 1 and 2 will be described in detail in connection with the present invention, and the sparks shown in Figs. The generator 31 is described schematically.

The improved spark plug 31 is installed in the upper part of the combustion chamber 26. This is achieved when the fuel atomized through the fuel supply control device 10, the fuel distribution pipe 20 and the injector 23 is mixed with air and supplied to the combustion chamber 26, so that the mixer is completely ignited and exploded. To be.

As shown in FIG. 4, the spark generator, that is, the spark plug 31, is connected to the center electrode 314 by a terminal 312 connected to the terminal 312 to which power is supplied, and is formed at an outer circumference of the central axis 318. It is composed of a structure that is installed to keep the insulator (310) and the airtight coupled. A metal shell 311 is coupled to the circumference of the insulator 310, which has a spiral-shaped body 313, which extends downward from the body 313 to provide a ground electrode 315. It is spaced apart from each other by a predetermined spark gap between the ground electrode 315 and the center electrode 314. At the end of the ground electrode 315, an extension 316 having a diameter about twice as large as that of the conventional ground electrode is formed.

The spark plug 31 is installed so that the center electrode 314 and the ground electrode 315 are positioned on the top of the combustion chamber 26, and the spark plug 31 is provided to the fuel supply control device 10 and the injector 23. This creates a spark for explosively igniting a mixture of finely evaporated fuel and air, which results in an explosive stroke, followed by a driven piston. In this case, the spark is generated with a capacity of approximately 15 to 25 times larger than the conventional spark. Thus, the air and fuel mixer is ignited and diffused substantially quickly by the contact area and capacity of the extended sparks. As a result, the extended spark provides efficient combustion and combustion diffusion of the mixer, causing the mixer to ignite explosively.

In other words, the fuel limited and limitedly supplied by the fuel supply control device 10 is burned by the spark plug 31 while driving the piston, which is operated fast and explosively down with sufficient force. Thus, despite the extremely limited supply of fuel, the output of the engine can be increased. The limited fuel also allows the engine to operate at significantly lower temperatures than conventional.

In the automobile engine described in the prior art, the combustion efficiency in the combustion chamber has a huge effect on the output, and affects the fuel consumption rate and the exhaust gas component. That is, the mixture of air and fuel is mixed and compressed at a short time until the end of the compression of the piston, and the first place is first ignited by the ignition of the spark plug, and then explosively burned as the flame gradually propagates. The combustion process of such an engine is essentially dependent on the composition of the mixer, the pressure and the flow and turbulent flow of the gas, the combustion efficiency is bad, if the formation of the mixture is poor, the engine output is reduced due to abnormal combustion, Hazardous emissions are emitted.

In view of this point, the present inventor has applied the fuel supply control device to the fuel hose in front of the fuel injector in the patent application 97-6353, which supplies a mixer having an ultra-lean air-fuel ratio to the combustion chamber, the center electrode and the ground electrode. In order to maximize the amount of sparks by modifying the structure of the lean burn engine, a spark plug that can sufficiently ignite and explode the air-fuel ratio is suddenly changed, thereby solving the problem of lowering combustion efficiency and engine power. Doing.

In addition, since the combustion efficiency of the fuel and the mixer sprayed in the sprayed state is determined by the spark plug, the amount of spark is increased by forming the ground electrode in a circular shape so that complete combustion is realized.

Furthermore, it has solved the problem of having a limited combustion efficiency of an automobile engine, a high fuel consumption rate, and a large amount of exhaust gas components not burned in the engine such as carbon monoxide, carbon dioxide, hydrocarbons, and nitrogen oxides, emitted into the air.

In order to solve the problems of the above-described prior art (patent application disclosed in Korean Patent Application No. 97-6353), the present invention has been devised again. In addition, it is to provide a lean burn system of an internal combustion engine that increases the capacity of the spark accordingly, so that the mixer having the air-fuel ratio is sufficiently ignited and exploded to complete combustion, and consequently harmful emissions can be reduced. The purpose is.

1 is a schematic diagram illustrating a fuel supply control device and a fuel supply device in a lean burn system of a conventional internal combustion engine.

Figure 2 is an enlarged perspective view of a conventional fuel supply control device.

3 is a schematic cross-sectional view illustrating a cylinder assembly associated with a spark generator and an injector in a lean burn system of a conventional internal combustion engine.

Figure 4 is an exploded perspective view showing a spark generating device constituting a lean burn system of a conventional internal combustion engine.

5 is a partial cross-sectional view showing an embodiment of a spark generator in the lean burn system of the internal combustion engine according to the present invention.

Figure 6 is an enlarged cross-sectional view of the main portion of FIG.

7 is a bottom view of the ground electrode.

Figure 8 is a partial cross-sectional view showing another embodiment of the spark generator in the lean burn system of the internal combustion engine according to the present invention.

9 is an enlarged cross-sectional view illustrating main parts of FIG. 8.

* Description of the symbols for the main parts of the drawings *

10: fuel supply control device 22a: fuel line

23: injector 24: fuel tank

26: combustion chamber 31: spark generator

311: metal shell 314: center electrode

315: ground electrode 316: extension

317: Through hole 318: Shrinkage

319: slope portion 320: extension end

The present invention for achieving the above object is to limit the amount of fuel injected into the mixing space of air and fuel through the injector by reducing the inner diameter of the fuel line, a mixer having an air-fuel ratio of 90 ~ 240: 1 is supplied to the combustion chamber A fuel supply regulator is installed on the fuel line connecting the injector and the fuel tank, and the spark generator is radially enlarged to increase the spark capacity so that the mixer having an air-fuel ratio of 90 to 240: 1 is completely burned. In a lean burn system of an internal combustion engine comprising a ground electrode having an extension portion and an extension portion, the spark generator includes a center electrode having an inclined portion that is narrowed at an inclination angle of 40 ° to 50 ° from an end of the middle axis to a predetermined length, and an insulator. Extends downward from the metal shell insulated from the center electrode through the It is bent spaced apart and is characterized in that the circular extension is composed of a ground electrode which is drilled through the through-hole light.

EMBODIMENT OF THE INVENTION Hereinafter, preferred embodiment for implementing this invention is demonstrated in detail based on an accompanying drawing. For reference, in describing the present embodiment, the configuration of the present embodiment will be described in connection with the patent application 97-6353 filed by the inventor.

1 and 3, the internal combustion engine 1 includes a fuel injection device 2 of a fuel injection method. The fuel supply device 2 includes a plurality of fuel injectors 23 installed in the intake manifold 27 in communication with the combustion chamber 26, and the injectors 23 installed in each cylinder are all disposed in the fuel distribution pipe 20. Connected to constitute a fuel injection device (3). The fuel distribution pipe 20 is connected to the fuel tank 24 through the flexible fuel hose 22 and the fuel line 22a.

The fuel line 22a, the fuel hose 22, and the fuel distribution pipe 20 allow the fuel in the fuel tank 24 to be delivered to the injector 23. The fuel line 22a includes a fuel pump 25 for pumping fuel from the fuel tank 24 to the injector 23, and a fuel silencer 25a for preventing a wave of the fuel pumped by the fuel pump 25. And a fuel filter 21 for removing impurities contained in the fuel. The fuel hose 22 has an internal diameter of approximately 8 mm.

Here, the fuel supply control device 10 is disposed at a position close to the inlet end 20a of the fuel distribution pipe 20 and is coupled to the inside of the fuel hose 22. Therefore, the fuel passes through the fuel supply control device 10 before being sent to the fuel distribution pipe 20 and the injector 23. The fuel supply regulator 10 operates as a nozzle to restrict and restrict the flow of fuel between the 8 mm fuel hose 22 and the fuel distribution pipe 20.

In FIG. 2, the fuel supply control device 10 has a body 11 including an inlet end portion 11a and an outlet end portion 11b of the fuel. The fuel inlet end portion 11a and the outlet end portion 11b of the body 11 are each formed in a diameter of approximately 8 mm, and the overall length is formed in a range of approximately 55 to 65 mm.

The fuel passage 12 formed inside the body 11 penetrates from the inlet end portion 11a to the outlet end portion 11b of the fuel. The fuel passage 12 comprises a hole 13 formed of the same size large diameter from the inlet end portion 11a to the vicinity of the outlet end portion 11b. The large diameter hole 13 occupies approximately 90 to 95% of the total length of the body 11. In addition, the fuel passage 12 includes a conical body portion 14 which is rapidly reduced in diameter in the large-diameter hole 13 and a tubular small-diameter hole 15 connected to the conical body portion 14. The small-diameter hole 15 extends to the outlet end portion 11b of the body 11, and its length is formed in the range of approximately 2.5 to 3.5 mm. Incidentally, the inclination angle β of the conical body portion 14 is formed in the range of 115 to 120 degrees.

The diameter of the large-diameter hole 13 constituting the fuel passage 12 is formed in the range of approximately 4 to 6 mm, and the diameter of the small-diameter hole 15 is formed in the range of approximately 0.5 mm to 1.5 mm.

Here, the diameter of the small-diameter hole 15 is determined according to the size of the internal combustion engine 1, and the present inventors obtain desirable data to be described later as a result of a large number of tests. For example, a four cylinder engine is provided with a diameter of 0.5-0.75 mm. In addition, engines of four-cylinder and six-cylinder V cylinders including DOHC are provided with diameters of 0.75 mm, 1 mm, and 1.25 mm. In addition, in the case of an eight-cylinder V-type engine, a diameter of 1.25 to 1.5 mm is provided.

The fuel supply regulator 10 is formed such that the outer diameter of the body 11 is the same as the inner diameter of the fuel hose 22, it is tightly coupled to the inside of the fuel hose 22.

The fuel supply regulator 10 cuts a predetermined length from the end of the fuel hose 22 and is securely coupled therebetween, and the outlet end portion 11b of the body 11 is an inlet of the fuel distribution pipe 20. It is connected in contact with the side end portion 20a. In this state, the fuel supply control device 10 and the fuel distribution pipe 20 are firmly fixed by a clamp coupled to the edge of the fuel hose 22. Accordingly, the fuel supply control device 10 is supplied with fuel from the fuel hose 22 through the large-diameter hole 13 formed in the inlet end portion 11a of the body 11, and the fuel is supplied to the body 11. Is blown into the fuel distribution pipe (20) through a small diameter hole (15) formed in the outlet end portion (11b).

In addition, the fuel supply control device 10 is sized to be mounted on the fuel hose used in the internal combustion engine, and is preferentially inserted into the fuel distribution pipe 20 as close as possible. However, the fuel supply control device 10 may be located within approximately 10 cm from the inlet end portion 20a of the fuel distribution pipe 20, in which case the maximum performance can be exerted.

As described above, the amount of fuel injected from the fuel hose 22 toward the fuel distribution pipe 20 and supplied to the injector 23 is practically limited and limited by the fuel supply control device 10 of the present embodiment. In addition, the fuel discharged to the fuel distribution pipe 20 through the fuel supply control device 10 is actually injected in the sprayed state.

The fuel sent to the injector 23 via the fuel distribution pipe 20 is injected into the intake manifold 27 connected to each cylinder, mixed with air again, and supplied to the combustion chamber 26 of each cylinder. The injector 23 is duty controlled by the electronic control unit (ECU) to be opened and closed for a predetermined time, so that fuel is injected into the intake manifold 27 to make finer atomized fuel.

Practically limited, finely atomized fuel is mixed with the air supplied from the air filter 27a at an air-fuel ratio in the range of 90 to 240: 1 while the engine is actually running through the fuel supply regulator 10. . Therefore, the lean burn system of the internal combustion engine proposes a significantly higher air-fuel ratio than the air-fuel ratio of 15 to 21: 1.

Moreover, the spark plug 31 improved by the present Example is provided in the upper part of the combustion chamber 26. As shown in FIG. This ignites the mixer practically completely, with the fuel atomized through the fuel supply regulator 10, the fuel distribution pipe 20 and the injector 23 mixed with air and supplied to the combustion chamber 26. And explode.

As best shown in FIGS. 5 to 7, the spark generator of the present embodiment, that is, the spark plug 31 has a central axis 318 to which a power is supplied, leading to a terminal 312, and thus the center electrode 314. Is connected to, and consists of an insulator (310) coupled to the outer periphery of the axial shaft 318 and the structure installed to maintain the airtight. A metal shell 311 is coupled to the circumference of the insulator 310, which has a spiral-shaped body 313, which extends downward from the body 313 to provide a ground electrode 315. The ground electrode 315 and the center electrode 314 are spaced apart from each other by a predetermined spark gap. The spark gap is formed in the range of approximately 1.8 to 2.2 mm.

In addition, the center electrode 314 having a diameter in the range of approximately 2.0 to 2.4 mm has a structure in which an inclined portion 319 having an inclination angle of 40 ° to 50 ° from its end to a predetermined length is formed. In this case, the cone-shaped inclined portion 319 may be coupled in a state of being pressed and coupled to the end of the middle shaft 312, it may also be formed integrally with the middle shaft 318.

In the case of the conventional spark plug, the diameter of the center electrode is formed to be about 2.3 mm or an extension having a diameter of about 1.52 to 2.83 times larger than the center electrode. Here, the center electrode 314 is not limited to the material, but is preferably made of platinum or nickel alloy in order to obtain the preferred effect of the present embodiment.

In addition, the ground electrode 315 is formed in an 'L' shape and has an extension portion 316 having through holes 317 of upper and lower beams at ends spaced from the inclined portion 319 of the center electrode 314 by a predetermined gap. ) Is formed. Here, the extension portion 316 is formed in a diameter or width having a range of approximately 5.5 to 7.5 mm, the upper inner diameter of the through hole 317 drilled in the extension portion 316 has a range of 2.2 to 3.0 mm. The lower inner diameter is in the range of 3.5 ~ 4.5mm.

The spark plug 31 of this embodiment is installed so that the center electrode 314 and the ground electrode 315 are positioned on the top of the combustion chamber 26. The spark plug 31 generates spark in the horizontal direction of the spark gap and sparks through the through hole in order to explode to ignite the mixture of finely vaporized fuel and air, thereby down by the explosion stroke. Allow the driven piston to be driven. In this case, the spark generated by this embodiment is generated at a capacity of approximately 15 to 25 times larger than the conventional spark. Thus, the air and fuel mixer is ignited and diffused substantially quickly by the contact area and capacity of the extended sparks. As a result, the extended spark provides efficient combustion and combustion diffusion of the mixer, causing 100% of the mixer to explode ignited.

In other words, the fuel, which is limited and limited by the present inventors-supplied fuel supply control device 10, is burned almost completely by the spark plug 31 of this embodiment. The fast, explosive combustion of the mixer drives the piston to run down with sufficient force. Thus, despite the extremely limited supply of fuel, the output of the engine can be increased rather. In addition, due to the limited amount of fuel, the engine of the present embodiment is operated at a significantly lower temperature than conventional.

Another embodiment of the spark generator according to the present invention also shown in Figs. 8 and 9, by forming an extended end 320 having a diameter of 0.8 to 1.2mm at the end of the inclined portion 319 spark plug ( The spark amount in 31) is to be increased.

Based on the above description, the operation of the lean burn system of the internal combustion engine having the fuel supply control device 10 and the spark generator 31 of this embodiment can be described as follows.

The fuel stored in the fuel tank 24 is first supplied to the fuel line 22a and passed to the fuel filter 21 to remove impurities in a state in which the wave generated by the fuel pump 25 is alleviated. This fuel is supplied via a fuel hose 22 having a diameter of 8 mm and pumped through a fuel supply regulator 10 disposed close to the end portion 20a of the fuel distribution pipe 20. Thereby the flow and amount of fuel is limited and limited.

When this fuel is passed through the fuel supply control device 10, it is sprayed from the small-diameter hole 15 toward the inlet end portion 20a of the fuel distribution pipe 20. In addition, limited and limited fuel is sent and sprayed to the injector 23.

The fuel flowing through the injector 23 corresponding to each cylinder is atomized again and injected into the intake manifold 27. The finely atomized fuel is mixed with air at an air-fuel ratio in the range of approximately 90 to 240: 1, preferably 150: 1, and is supplied to the combustion chamber 26 by the negative pressure generated during the lowering operation of the piston 30. do.

At this time, the spark plug 31 having increased capacity by the present embodiment generates an extended spark for a predetermined time. Thus, the mixer is explosive and completely ignited.

In order to show in more detail the configuration and operation of the present invention described above, the fuel consumption rate and the test results of the exhaust gas by the actual running test of the vehicle is shown below.

The test was determined by comparing and measuring the state with and without the lean burn system of the present invention in a vehicle injected with the same amount of fuel, and the fuel remaining after the driving test was measured under the same conditions.

[Test 1]

end. Test vehicle: Sepia 1500 CC, 5-gear gear type, SOHC

I. Driving Road Condition:

Urban areas: Jamwon-dong, Seoul Seocho-gu, Gangnam area, downtown, and Jamwon-dong (average speed: 60km / h)

Expressway: Gyeongbu Line Seoul-Busan-Masan-Daegu-Seoul (average speed: 102km / h)

All. Test Host: Y.T.N (News Cable TV)

D) fuel consumption rate measurement result table

t1

[Test 2]

end. Test vehicle: Elantra 1,500CC, 5-speed gear type, SOHC

I. Driving Road Condition:

Urban areas: Jamwon-dong, Seoul Seocho-gu, Gangnam area, downtown, and Jamwon-dong (average speed: 60km / h)

Expressway: Gyeongbu Line Seoul-Busan-Masan-Daegu-Seoul (average speed: 102km / h)

All. Test Host: Y.T.N (News Cable TV)

D) fuel consumption rate measurement result table

t2

Based on the test results described above, it can be seen that the present invention is about 131.8% to 150.8% more efficient than the conventional general vehicle. In addition, the harmful components of the exhaust gas according to the present invention are significantly reduced to near perfect combustion even in the selection of the present invention, and thus the present invention is the same.

On the other hand, the present invention can obtain the same action and effect not only in the fuel injection method by the electronic control described above, but also in a carburetor vehicle engine.

More specifically, when using a carburetor as a fuel supply device, a fuel supply control device is installed in the fuel hose located near the inlet of a carburetor, and is arrange | positioned between upstream and downstream of a carburetor. Typically, the carburetor consists of a needle valve, a float chamber, a float, a main jet, an air breather, a main nozzle, a small venturi, a large venturi, a choke valve, a throttle valve, an air vent, and an acceleration pump (venturious carburetor). ).

The fuel supplied through the fuel hose is restricted, confined, and atomized as it passes through the fuel supply regulator. The fuel supply regulator atomizes the liquid fuel into fine particles and sends them to the vaporizer. The refined fuel passes through the carburetor and is discharged into finer particles by the main nozzle. The air-fuel ratio in the main nozzle is formed in the range of approximately 90 to 240: 1. Again, the refined fuel and air mixer is sprayed into a large venturi and passed through a throttle valve to the combustion chamber.

The combustion chamber is equipped with a spark generator according to the present invention, the spark plug forms an extended spark in the combustion chamber and causes the above air-fuel ratio mixer to explode and ignite completely.

As described above, the present invention substantially solves the problems of the prior art. That is, the present invention adjusts the amount of fuel sent to each cylinder of the engine extremely limited to realize the ultra-thin air-fuel ratio, and accordingly increases the spark capacity of the spark plug, the mixer having the ultra-thin air-fuel ratio is sufficiently ignited and exploded By completely burning, the combustion efficiency and fuel economy can be substantially improved, the fuel consumption rate can be reduced, and the output of the engine can be improved.

On the other hand, the present invention can achieve the effect of reducing the harmful components of the exhaust gas due to the mixer being completely combusted and operated at a low temperature. Therefore, the practicality of reducing or eliminating the capacity of the catalytic converter, which had to be additionally installed, can also be obtained.

Furthermore, the present invention achieves the effect of improving the lifetime since the engine is not contaminated by exhaust gas and the like by the complete combustion of the mixer.

Claims (2)

By reducing the inner diameter of the fuel line 22a to limit the amount of fuel injected into the mixing space of air and fuel through the injector 23, the fuel to allow a mixer having an air-fuel ratio of 90 to 240: 1 to be supplied to the combustion chamber 26 The supply regulator 10 is installed on the fuel line 22a connecting the injector 23 and the fuel tank 24, and the spark generator 31 is configured to completely burn the mixer having an air-fuel ratio of 90 to 240: 1. In the lean burn system of an internal combustion engine, which includes a radially enlarged center electrode 314 and a ground electrode 315 having an extension 316 to increase spark capacity, the spark generator 31 has a central axis ( A center electrode 314 extending from an end of the end 318 to a predetermined length with an inclined portion 319 narrowed at an inclination angle of 40 ° to 50 °; It extends downward from the metal shell 311 insulated from the center electrode 314 via the insulator 310 and is bent apart from the center electrode 314 within a range of 1.8 mm to 2.2 mm. A lean burn system of an internal combustion engine, characterized in that the through hole 317 of the upper and lower light consists of a ground electrode 315 which is perforated. The lean burn system of an internal combustion engine according to claim 1, wherein an extension end portion (320) having a diameter smaller than the diameter of the middle shaft (318) is formed at an end portion of the inclined portion (319).