KR20200015472A - Improved Systems and Methods of Compression Ignition Engines - Google Patents

Abstract

Apparatus, systems and methods are provided for utilizing multi-zone combustion chambers to achieve compression ignition (and / or flame assisted or fuel assisted compression ignition) in an internal combustion engine. In addition, improved apparatus, systems, and methods are provided for achieving and / or controlling compression ignition (and / or flame assisted or fuel assisted compression ignition) in a “cylinder cylinder”.

Description

Improved Systems and Methods of Compression Ignition Engines

This application is currently pending US Provisional Patent Application No. 62 / 483,191, filed April 7, 2017; concurrent US Provisional Patent Application No. 62 / 490,056, filed April 26, 2017, May 2, 2017 Concurrent US Provisional Patent Application 62 / 500,475, filed on September 5, 2017 Concurrent U.S. Patent Application Serial No. 62 / 554,429, filed on September 5, 2017 Priority is claimed to US Provisional Patent Application 62 / 627,029, the entire disclosure of which is incorporated herein by reference.

This application also incorporates by reference the entire contents of US patent application 15 / 400,813, filed January 6, 2017.

The concept of the invention (a broad concept, including the 'technical spirit' of the invention itself or 'means' embodying it, is the same throughout the specification) is generally compression ignition (and / or flame assisted) in an internal combustion engine. A device, system and method for achieving spark-assisted or fuel-assisted compression ignition. More specifically, the inventive concept provides an improved apparatus, system for utilizing a multi-zoned combustion chamber (and / or multiple combustion chamber) to achieve compression ignition in an internal combustion engine. And method. In addition, the concept of the present invention is to achieve and / or control compression ignition (and / or flame assisted or fuel assisted compression ignition) in internal combustion engines including “Siamese cylinder” internal combustion engines. It relates to an improved apparatus, system and method for doing so.

In fact, since the invention of the internal combustion engine, efforts have been made to reduce the exhaust while increasing the efficiency. Two common categories of internal combustion engines are spark ignition and compression ignition (as used herein, the expression "compression ignition" refers to diesel / stratified charge compression). Ignition (SCCI), Homogeneous Charge Compression Ignition (HCCI), Homogenous Compression Ignition (HCI), Homogeneous Charge with Spark Ignition (HCSI), Gas Direct Injection Compression Gas Direct Compression Ignition (GDCI), diesel and other fuels, as well as different types of fuel and fuel mixture compression ignition, carbureted and / or injected fuel mixtures, flameless assisted ignition, Fuel assisted ignition, and the like, but not necessarily limited thereto).

Spark ignition engines utilize the spark from a spark plug to ignite the combustion process of an air-fuel mixture inside the engine's combustion chamber. In contrast, a compression ignition engine utilizes the temperature and density increase of the air-fuel mixture inside the combustion chamber to spontaneously burn the combustion process. Spark ignition engines typically have much lower efficiency than compression ignition engines. Since the flame propagates from the ignition point (ie the flame), this results in incomplete combustion. In a compression ignition engine, there is no flame surface, but instead, since combustion is initiated by increased pressure, the ignition is in a uniform state and / or occurs inside various places inside the combustion chamber, and the entire air-fuel It causes almost simultaneous / momentary ignition across the mixer, resulting in more complete combustion. Conventional compression ignition engines consider the timing of fuel injected into the combustion chamber (usually directly injected to control the combustion cycle) to avoid serious damage to the engine if combustion occurs too early, just before top dead center. It must be carefully designed to provide combustion.

Due to the almost instantaneous ignition of the entire air-fuel mixture inside the combustion chamber of the compression ignition engine, considerable pressure is present at the same time as opposed to the more gradual increase in pressure that may be produced as flame propagates through the combustion chamber of the spark ignition engine It is created inside. Immediate pressure increases are particularly high in premixed air compression ignition (HCCI) engines. As such, the engine manufacturing industry is required to carefully control the compression ignition engine so that ignition occurs when the piston of the engine is at or above the top dead center. On the other hand, if ignition occurs before the piston reaches top dead center, this will result in serious engine failure (ie, including but not limited to bent piston rods, broken piston skirts, shocked head gaskets, etc.). Can be. Nevertheless, these precise control requirements require fairly demanding design parameters that limit the compression ratio and / or operating temperature for such an engine. Too high a compression ratio can result in auto-ignition before top dead center. However, reducing the compression ratio increases the temperature required to achieve spontaneous combustion, making the engine difficult to operate in cold temperature environments.

Roberts, Jr., US Pat. No. 6,557,520, the entire disclosure of which is incorporated herein by reference, describes compression ignition to help control the immediate combustion pressure surge generated in a compression ignition engine. A method and a multi-zone combustion chamber for combustion control in an engine are disclosed. Robert Junior's design of the stepped shape of the cylinder head and piston allows the combustion chamber to be sealed into smaller multiple chambers (e.g., primary and at least secondary chambers as well as possibly tertiary or more sequential chambers). Physically separate. Specifically, referring to FIG. 1, Robert Junior presents a cup-shaped piston 140 having a central recess 141 surrounded by a circumferentially protruding wall 142 portion of the piston. Robert Junior's cylinder head 132 is configured to fit the cup shape of the piston and has a central protrusion 133 surrounded by a circumferential recess 134. The central recess 141 of the piston is adapted to slidably receive the central protrusion 133 of the head, and the circumferentially projecting wall 142 has a piston cylinder 130 and the central protrusion 133 and the recess 134. It is adapted to be slidably accommodated). 2-8 show the multiphase sequence of internal combustion processes of Robert Junior's engine, in which combustion commences in primary chamber 143 while combustion is delayed in secondary chamber 144.

The first phase is shown in FIG. 2, which begins after a normal intake stroke in which air is introduced into the combustion chamber 146. Fuel is delivered into the combustion system through the valve 41 and / or fuel injector 62 and mixed.

3 shows the subsequent second phase in the compression stroke of the combustion chamber 146. This phase shows the initiation of chemical reactions within the unburned fuel / air masses 150, 151 in the primary chamber 143 and the secondary chamber 144 due to compression heating. In this phase, the combustion chamber 146 is separated into two separate combustion chambers (primary chamber 143 and secondary chamber 144) because of the design of the combustion chamber and the design and operation of the piston.

A third phase is shown in FIG. 4, where the fuel / air mass 150 trapped inside the primary chamber 143 undergoes a compression ignition process. When compression ignition is undertaken, rapid combustion of the fuel / air mass 150 in the primary chamber 143 occurs. The size of the primary chamber 143 controls the amount of energy trapped in the primary chamber 143 so that the pressure and temperature achieved when the fuel / air mass 150 ignites can be controlled through design. The pressure required to ignite the fuel / air mass 150 is a function of thermodynamic interaction. The primary chamber 143 and the secondary chamber 144 have different compression ratio and / or pressure ratio values so that the fuel / air mass 151 inside the secondary chamber 144 will not spontaneously due to compression from the piston. will be.

A fourth phase is shown in FIG. 5, where the compression ignition process continues with a rapid combustion process inside the primary chamber 143. Since the primary chamber 143 is utilized as the ignition control means for the secondary chamber 144, no post-TDC timing is necessary.

A fifth phase is shown in FIG. 6, where the fuel / air mass 150 is converted into a high pressure hot combustion gas 150A inside the primary chamber 143. According to Robert Junior, when the piston 140 is moving in the direction of the downstroke 44, the fifth phase occurs after the TDC. In the fifth phase, the combustion gas 150A continues to expand and remains separated from the fuel / air mass 151 (or remaining combustible gas) remaining in the secondary chamber 144.

A sixth phase is shown in FIG. 7 and the piston 140 is moved to a predetermined position from which the separation of the primary chamber 143 and the secondary chamber 144 has been removed. As the piston continues to move in the direction of the downstroke 44, the sixth phase occurs after TDC. In this phase, combustion of the fuel / air mass 151 remaining in the secondary chamber 144 is initiated. 7 shows the combustion gas 150A from the primary chamber 143 which is converted into the remaining combustion gas 151A while in thermodynamic communication with the remaining fuel / air mass 151 of the secondary chamber 144. Is shown. After the primary chamber 143 and the secondary chamber 144 are released, the combustion gas 150A of the primary chamber 143 is allowed to communicate with the secondary chamber 144 and the primary chamber 143 And the combustion gas 150A in the primary chamber 143 is used as the ignition source for the fuel / air mass 151 remaining in the secondary chamber 144.

A seventh phase is shown in FIG. 8, where all of the remaining fuel / air mass 151 in the secondary chamber 144 is ignited and converted to combustion gas 151A. Ignition of the secondary chamber may be by compression ignition, direct flame contact, or a combination thereof.

Robert Junior's multi-phase combustion process does not require precise control of the reaction to ensure that the reaction occurs when the piston is at or above its top dead center. Allow to be initiated. Instead, separation of the combustion chamber allows the piston to cause spontaneous only in the primary chamber, which has a higher compression ratio and / or pressure ratio than the secondary chamber. The relatively small volume of the primary combustion chamber reduces the downward force on the piston, which reduces the risk of damage to the engine even when the piston is in its upstroke. The remaining combustion does not occur until the seal / barrier (generated by the piston and head shape) between the primary combustion chamber and the secondary combustion chamber is removed while the piston is in its downstroke.

Despite the advantages provided by the multi-phase combustion process, Robert Junior's apparatus and method have several disadvantages. For example, the design of the circumferential recess 134 and the piston center recess 141 of the head creates a trap volume area, within which (exhaust, exhaust gas recirculation hereinafter). EGR), as used to mean that the intake air and the fuel are all mixed in a homogeneous manner) is difficult to obtain a homogeneous air-fuel mixer. This can significantly reduce the efficiency and performance of the engine. In addition, the central recess 141 of the piston lowers the position of the wrist-pin connecting the piston to the rod. This design increases the likelihood of engine failure due to reduced control of the piston cradle rock / piston slap as well as reduced strength in areas of significant stress on the piston. In addition, the physical seals produced between the primary and secondary combustion chambers make it difficult to produce a homogeneous air-fuel mixture, which makes it difficult to control engine knock. Thus, there is provided a system and method for achieving multi-phase compression ignition that reduces trap volume to reduce engine knock and / or reduces the likelihood of engine failure, thereby boosting or boosting such as a supercharger, turbo, etc. It may be advantageous to exercise control regarding compression ignition at various ranges of RPM, temperature and / or multiple loads, with or without it.

In addition, the use of compression ignition in the "Similes cylinder" engine has been uncontrollable or difficult. A "cylinder cylinder" engine is a multi-cylinder engine in which the engine cylinders are arranged in such a way that they do not have channels in the cylinder walls between adjacent cylinders for circulating water or other coolant. Such arrangements are commonly used when it is desirable to have a limited size engine block or when the stability of cylinder bores is concerned (as in a racing engine). Lack of coolant results in hot spots at positions where adjacent cylinders cross each other, which makes control of compression ignition difficult. Accordingly, it would be advantageous to provide an apparatus, system, and method for achieving and / or controlling compression ignition (including flame assisted and / or fuel assisted compression ignition) in a “Symid cylinder” internal combustion engine. Can be.

The concept of the present invention is to reduce / minimize / remove trap volume, reduce carbon accumulation, reduce engine blocks, and / or reduce the likelihood of engine failure resulting from the design of Robert Junior. In a manner similar to that described by Robert Junior, while providing control over compression ignition over a wide range of RPMs, temperatures and / or multiple loads (with or without boost of any type of intake air). And apparatus, system, and method for achieving multi-phase compression ignition. The concept of the present invention is to provide a central control within the cylinder head to physically separate the combustion chamber of the engine into smaller multiple chambers (eg, primary and at least secondary chambers as well as possibly tertiary or more sequential chambers). It includes a stepped piston that generally includes a central protrusion (or multiple protrusions) that fits into the recess (or recesses). In some embodiments, even if the stepped piston physically separates the combustion chamber into multiple chambers, the separate chambers are not physically sealed away from each other, allowing fluid communication therebetween. In some such embodiments, fluid communication between the combustion chambers is controlled through a multiphase kinetic compression ignition combustion process with constant fluid communication between the primary and secondary (as well as tertiary, etc.) combustion chambers / ignition sources. do. In these embodiments, the multiphase kinetic process helps to create a homogeneous air-fuel mixer, and the piston top dead center before full ignition occurs (eg, throughout the entire combustion chamber, including primary, secondary, etc.). Slows ignition to allow movement past.

Fuel / fuel mixtures, as well as, but not limited to, diesel / stratified air compression ignition, premixed air compression ignition, premixed compression ignition (HCI), premixed air fire ignition, gas direct injection compression ignition, diesel and other fuels Fuel mixtures (including liquid fuels, solid fuels, natural fuels, or other fuels now known or later developed or discovered) that are carbon compounded and / or sprayed as different types of compression ignition, fire-assisted ignition, fuel assisted It will be appreciated that various embodiments, the concept of an exemplary invention, including ignition, and the like, may be utilized in connection with any type of compression ignition engine technology now known or later discovered. In some embodiments, the fuel is introduced separately into different parts of the combustion chamber, such as separately introduced into the primary and secondary chambers (eg, direct injection, or other forms of fuel intake). In some such embodiments, different types of fuels are introduced into one or more separate portions of the combustion chamber (eg, diesel fuel in the primary chamber, gas in the secondary chamber, etc.). Embodiments of the inventive concept are examples of both two-cycle and four-cycle technologies: Miller cycles, Atkinson cycles, rotary engines, modified piston engines (such as offset elliptical pistons or other spiral shaped pistons), turbine fans, and counters. Type pistons, scooters or other split cycle engines, and other engine technologies now known or later developed. In some two cycle embodiments, an intake valve and an exhaust valve are contained within the head. In other embodiments, the exhaust valve is located on the side and the piston serves as an exhaust valve to control the exhaust. In some preferred embodiments, at least one intake valve is located in the head to help minimize the trap volume. In some embodiments, a butterfly (or other suitable valve assembly) is included inside the exhaust. In such embodiments, the valve is utilized to trap heat and / or exhaust gas inside the combustion chamber to inhibit (or partially inhibit) the next combustion cycle to support compression ignition in the engine. In some such embodiments, the trapped heat serves as a catalyst for the next combustion cycle. It will be appreciated that in various embodiments the butterfly exhaust valve can be opened, closed or adjusted at any given time to control the compression ignition process. In some embodiments, the butterfly valve is more open at higher RPMs and more closed at lower RPMs. In addition to the fact that the butterfly exhaust valve, a concept of the present invention, alone or in combination with other members, can be utilized with any of the engine embodiments herein, it does not utilize multiphase dynamic compression ignition combustion. It will be appreciated that this is also true with respect to other two cycles, four cycles or other engine types of the prior art found afterwards, such as engines.

Although not shown, various embodiments that are inventive concepts include fuel injectors located at various locations around the combustion chamber to provide a desired homogeneous air / fuel / EGR mixer throughout the chamber. In some embodiments, the injectors are positioned at varying angles and orientations, including different multiple crank angles and / or varying crank angles within a single cycle to provide a desired mixer of fuel / air into the combustion chamber. In some embodiments, no fuel is injected directly into the combustion chamber, but instead the fuel is mixed into the air in the preliminary intake zone (eg prior to entering the combustion chamber through the intake valve (s)). In various embodiments, the air-fuel mixer is a high pressure or low pressure port, an upstream straight EGR and / or downstream connected into a throttle body that supports better atomization of air / fuel and / or EGR mixing. Through a throttle body (including fuel injection), sequential, assisted port, direct injection or indirect injection, or any combination thereof. In still other embodiments, the carburettor (s) is used to achieve an air-fuel mixer or part thereof. In some embodiments, in some embodiments, a layered cloud for a throttle body generated through an electric pump or a mechanical pump such that 90 PSI or higher fuel pressure produces a fine mist with good atomization capability. Straightened cloud injection is utilized. In other low pressure injection embodiments, 10 PSI or higher fuel pressure is utilized. Some embodiments include one, two, three, four, throttle high pressure rolling throttle bodies. High pressure atomizes the fuel to result in improved homogeneous fuel-mixing for HCCI. In some embodiments, the concept of the present invention utilizes high pressure fuel injection through several nozzles to produce rolling injection.

In some embodiments, standard throttle control is utilized to control the intake gases of the engine. In some embodiments, butterfly throttle control is utilized to limit intake gases. In some embodiments, a throttle body with a butterfly assembly and / or carburator with a lean / rich function that is adjustable to control the amount of air / fuel entering the engine intake is utilized. In some embodiments, electronic control is utilized in connection with an enrichment needle to control the lean / rich function while controlling the amount of fuel in the intake at any given time. In some embodiments, the electronic control of the lean / rich function is part of the carburator. In some embodiments, the carbulator includes throttle control of intake gases.

In some embodiments, a spark plug or glow plug is used to aid in ignition. For example, in some embodiments a spark plug is utilized in low temperature, low RPM or engine start situations. The angle and position of the spark plug (s) will vary based on the desired performance of the engine. In some embodiments, the spark plug (s) are positioned at a 45 degree angle to the piston to prevent interference with the intake valves. In some embodiments, the spark plugs are located in the primary chamber. In some embodiments, the spark plugs are located in a secondary chamber (tertiary, etc.). In some embodiments, the spark plugs are located in both the primary chamber and the secondary chamber. In various embodiments of the present invention, one or more spark plugs or glow plugs extend through the wall of the head into one or more chambers. In some embodiments, one or more spark plugs and glow plugs extend into a single compression chamber.

Some embodiments, which are concepts of the present invention, include an apparatus, system, and method for achieving multi-phase compression ignition in a "cylinder cylinder" internal combustion engine in a manner similar to that described above. In some embodiments, the concept of the present invention physically separates a combustion chamber of an engine into smaller multiple chambers (eg, primary and at least secondary chambers as well as possibly tertiary or more sequential chambers). And a stepped piston including a generally central projection to fit the central recess in the cylinder head. In some embodiments, the stepped piston physically separates the combustion chamber into multiple chambers, but the separate chambers are not physically sealed away from each other, which allows fluid communication therebetween. In some such embodiments, fluid communication between the combustion chambers is controlled through a multiphase kinetic compression ignition combustion process with constant fluid communication between the primary and secondary (as well as tertiary, etc.) combustion chambers / ignition sources. . In these embodiments, the multiphase kinetic process helps to produce a homogeneous air-fuel mixture, and the piston top dead center before complete ignition occurs (eg, throughout the entire combustion chamber, including primary, secondary, etc.). Slows ignition to allow movement past.

The foregoing and other objects are intended to illustrate the invention but not to limit it. Many possible embodiments that are the concept of the present invention may be made in view of the following specification and the accompanying drawings, which are incorporated in part, and will be readily apparent. Various features and subcombinations that are the concept of the present invention may be employed regardless of other members and subcombinations. Other objects and advantages of this inventive concept may be apparent from the following description of the invention when viewed in conjunction with the accompanying drawings, in which examples and various members thereof are shown by way of illustration and illustration, embodiments of the inventive concept. It is explained.

The preferred embodiment, which is a concept of the present invention that describes the best mode for which the applicant is considering applying the principles, is illustrated in the following description of the invention and shown in the drawings.
1 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of the prior art.
2-8 show multiple phases of combustion in the prior art engine in FIG. 1.
9 is a cross-sectional view of a multi-zone combustion chamber compression ignition engine of an embodiment, which is an exemplary inventive concept. In Fig. 9, the piston is positioned so that the combustion chamber is not separated. In other words, the primary and secondary (and any sequential) combustion chambers are both in complete fluid communication with each other.
10 shows a cross-sectional view of the engine in FIG. 9, with the piston positioned so that the combustion chamber is separated into a primary combustion chamber and a secondary combustion chamber.
FIG. 11 is a cross sectional view from above of the piston in FIGS. 9 and 10 taken along cutting line 11-11 of FIG. 9;
FIG. 12 is a bottom cross-sectional view of the piston in FIGS. 9 and 10 taken along cutting line 12-12 of FIG. 9.
13 is a cross-sectional view of another embodiment of a multi-zone combustion chamber compression ignition engine that is an exemplary inventive concept. In Fig. 13, the piston is positioned so that the combustion chamber is not separated. In other words, both the primary and secondary (and any sequential) combustion chambers are in complete fluid communication with one another. In addition, in FIG. 13, ports are included in the piston to provide multiphase dynamic compression ignition combustion. In addition, ports are included in the head to help create a homogeneous air-fuel mixer by creating a spin before, after, and / or then inside the combustion chamber (s).
FIG. 14 shows a cross-sectional view of the engine in FIG. 13, with the piston positioned so that the combustion chamber is separated into a primary combustion chamber and a secondary combustion chamber.
FIG. 15 is a sectional view from above of the piston in FIGS. 13 and 14, cut along cutting line 19-19 of FIG. 13.
FIG. 16 is a bottom cross-sectional view of the head in FIGS. 13 and 14, taken along cutting line 18-18 of FIG. 13.
17 shows a cross section of an alternative embodiment of the engine in FIGS. 9 and 10, with the piston positioned so that the combustion chamber is separated into a primary combustion chamber and a secondary combustion chamber.
18A, 18B and 18C show representative cross-sectional views of a multi-stage injector of an embodiment that is a concept of the present invention.
19A shows an embodiment of a two cycle engine that is a concept of the present invention, wherein the piston functions as an exhaust valve and an intake valve, and inside the exhaust outlet to trap exhaust gas and heat inside the combustion chamber to assist compression ignition. It further comprises a butterfly valve. 19B and 19C show other embodiments of the inventive engines that include a butterfly valve inside the exhaust outlet to trap exhaust and heat inside the combustion chamber to aid compression ignition.
20 shows a representative plan view of a three-cylinder cylinder cylinder engine, showing a cylinder and valve arrangement according to an embodiment of the present invention.
FIG. 21 shows a front sectional view of the engine in FIG. 20.
Figure 22 shows a representative plan view of another embodiment of a three-cylinder cylinder cylinder engine including multiple protrusions that is a concept of the present invention.
Figure 23 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of a flathead (or side valve) engine, which is an exemplary inventive concept.
FIG. 24 shows a cross-sectional view of the engine block of the engine in FIG. 23, cut along cutting line 24-24 of FIG. 23.
FIG. 25 shows a cross-sectional view of the cylinder head of the engine in FIG. 23, cut along cutting line 25-25 of FIG. 23.
26 is a plan view of an embodiment of an engine block having six side valves positioned along an arc on both sides of the piston.
FIG. 27 is a bottom view of the head associated with the engine block in FIG. 26, with the head defining a recess for creating a corridor connecting the valves to the combustion chamber of the engine block.
28 shows a top view of an embodiment of an engine block having three side valves positioned along an arc on one side of a piston.
FIG. 29 is a bottom view of the head associated with the engine block in FIG. 28, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
FIG. 30 is a top view of an embodiment of an engine block similar to the embodiment in FIG. 26, with each set of valves positioned along a straight line along both sides of the piston.
FIG. 31 is a plan view of an embodiment of an engine block similar to the embodiment in FIG. 28, wherein the valves are positioned along a straight line along one side of the piston.
FIG. 32 shows a plan view of an embodiment of an engine block having a first piston and a second piston positioned adjacent to each other.
FIG. 33 is a bottom view of the head associated with the engine block in FIGS. 32 and 34, the head defining a recess associated with each piston, each recess being a separate combustion chamber of the engine block. Create a passageway connecting the valves that make up each set.
FIG. 34 is a plan view of an embodiment of an engine block similar to the embodiment in FIG. 32, wherein each set of valves is positioned along a straight line along the individual sides of the individual pistons.
FIG. 35 is a bottom view of the head associated with the engine block in FIGS. 32 and 34, the head being a passage connecting each set of valves with an individual combustion chamber of the engine block, and a recess connecting the combustion chambers with each other; A recess is defined that is associated with each piston to create the.
36 shows a plan view of an embodiment of an engine block having a first piston and a second piston.
FIG. 37 is a bottom view of the head associated with the engine block in FIGS. 36, 38, 39, and 40, the head having a respective first set and a second set of valves comprising individual first of the engine block; A first passage connecting the combustion chamber and the second combustion chamber, a first recess and a second recess creating the second passage, and a third set of valves connecting the respective first combustion chamber and the second combustion chamber; Set is defined. It will be appreciated that other embodiments include different recess configurations.
FIG. 38 is a plan view of an embodiment of an engine block similar to the embodiment in FIG. 36, wherein two of the valves of the third set are positioned along a first arc associated with the first piston, and the two valves Are positioned along a second arc associated with the second piston, and the central valve is positioned at the intersection of each of the first and second arcs.
FIG. 39 is a plan view of an embodiment of an engine block similar to the embodiment in FIG. 36, wherein two of the valves of the third set are positioned along a second arc associated with the second piston, and the two valves Are positioned along a first arc associated with the first piston and the center valve is positioned at the intersection of each of the first and second arcs.
40 is a plan view of an embodiment of an engine block similar to the embodiment in FIG. 40, with the center valve of the valves making up the third set removed.
FIG. 41 is a bottom view of the head associated with the engine block in FIG. 40, wherein the head includes individual first passages and first connecting the first and second sets of valves with individual combustion chambers of the engine block. First and second recesses are defined which create two passages. The head has a third recess connecting the first combustion chamber and the first combustion chamber of the third set and a fourth recess connecting the second valve and the second combustion chamber of the third set of valves. It is defined as
42 shows a plan view of an embodiment of an engine block having two side valves positioned in line with the engine crank.
FIG. 43 is a bottom view of the head associated with the engine block in FIG. 42, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
FIG. 44 shows a top view of an embodiment of an engine block having two side valves positioned in line with the engine crank.
FIG. 45 is a bottom view of the head associated with the engine block in FIG. 44, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
46 shows a top view of an embodiment of an engine block having two side valves positioned in line with the engine crank.
FIG. 47 is a bottom view of the head associated with the engine block in FIG. 46, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
48 shows a top view of an embodiment of an engine block having two side valves positioned in line with the engine crank.
FIG. 49 is a bottom view of the head associated with the engine block in FIG. 48, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
50 shows a plan view of an embodiment of an engine block having four side valves positioned in line with two engine cranks on each side of the cylinder.
FIG. 51 is a bottom view of the head associated with the engine block in FIG. 50, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
FIG. 52 shows a top view of an embodiment of an engine block having four side valves positioned in line with two engine cranks on each side of the cylinder.
FIG. 53 is a bottom view of the head associated with the engine block in FIG. 52, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
54 shows a top view of an embodiment of an engine block having four side valves positioned in line with two engine cranks on each side of the cylinder.
FIG. 55 is a bottom view of the head associated with the engine block in FIG. 54, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
FIG. 56 shows a top view of an embodiment of an engine block having four side valves positioned in line with two engine cranks on each side of the cylinder.
FIG. 57 is a bottom view of the head associated with the engine block in FIG. 56, with the head defining a recess creating a passageway connecting the valves to the combustion chamber of the engine block.
58 shows a representative cross-sectional view of an engine of the present invention, a piston of an engine shown to be in top dead center, and a variable compression ratio piston of an engine shown to be in a first position.
Fig. 59 is a cross sectional view of Fig. 58, showing that the variable compression ratio piston is in an intermediate position.
FIG. 60 shows a cross sectional view of FIG. 58, with the variable compression ratio piston being in the second position.
Fig. 61 is a cross sectional view of Fig. 58 and shows that the piston is displaced from top dead center.

As required, detailed embodiments that are inventive concepts are disclosed herein. However, it is to be understood that the disclosed embodiments are merely illustrative of the principles that are inventive concepts that can be embodied in various forms. Accordingly, the specific structural details and functional details disclosed herein are not to be construed as limiting, but only as a basis for the claims, as well as in fact any suitably detailed structure of the concept of the invention. It should be construed as a representative basis for teaching one of ordinary skill in the art to variously adopt the present invention.

9-12, an exemplary embodiment of the present invention is a piston configured to axially reciprocate inside a bore of a cylinder 300 such that the piston can move between a normal position and a bottom position. 100. When the piston is in the normal position, the head 500 is coupled to the top of the cylinder so that the top surface of the piston is close to the bottom surface of the head. In some embodiments, the bottom surface of the head and the top surface of the piston are configured to define a specific volume of one or more voids in which the top surface of the piston is positioned between the head and the piston when the piston is in the normal position. .

In some embodiments, generally the central protrusion 110 extends from the top of the body of the piston such that the top surface of the piston is partly defined by the top surface of the body of the piston and partly by the top surface of the protrusion. have. In some such embodiments, the cylinder head 500 includes a generally central recess 510 that is configured to fit the protrusion 110 of the piston when the protrusion is in engagement configuration. The central protrusion 110 of the piston is adapted to be slidably received in the center recess 510 of the head as it moves between the initial and full engagement configuration, the full engagement configuration of the protrusion coincides with the normal position of the piston. . As the piston moves from the bottom position towards the top position, often referred to as top dead center, the central protrusion 110 of the piston moves from the disengaged configuration to the initial engagement configuration, which is initially received by the recess of the head. Coincides with the protrusion of the piston being As the piston continues to move toward the normal position, the protrusion slides into the center recess 510 of the head, creating a primary combustion chamber 600 and a secondary combustion chamber 700. The primary combustion chamber 600 is defined by the void space between the top surface of the recess and the top surface of the protrusion. Secondary combustion chamber 700 is defined by one or more voids between the bottom surface of the head and the top surface of the body of the piston.

In some embodiments, the individual volumes of the primary combustion chamber 600 and the secondary combustion chamber 700 have a compression ratio and / or pressure ratio of the primary combustion chamber 600 that is greater than the compression ratio and / or pressure ratio of the secondary combustion chamber 700. Is designed to be higher (and vice versa in other embodiments). In that way, the spontaneous firing of the fuel-air mixer results in the primary combustion chamber 600 when or before or after the piston reaches top dead center, without causing the result of spontaneous combustion within the secondary combustion chamber 700. Can be obtained from As the piston moves away from the normal position, the protrusion 110 moves from the engaged configuration to the disengaged configuration where the protrusion is displaced from the recess 510 of the head, which is caused by combustion inside the primary combustion chamber 600. The resulting pressure allows for expansion into the secondary combustion chamber 700 and initiates combustion, combustion ignition and / or ignition within the secondary combustion chamber 700.

Referring to FIG. 10, some embodiments define a gap 800 between the outer circumference of the protrusion 110 and the inner wall of the recess 510 when the protrusion is in engagement configuration. In some such embodiments, one or more gap-filling mechanisms, such as rings, are coupled to the protrusion 110 to prevent or otherwise inhibit fluid from flowing through the gap 800. It is fixed inside the recess 510. In some such embodiments, the gap filling mechanism creates an air-tight seal between the primary combustion chamber 600 and the secondary combustion chamber 700 when the protrusions are in engagement configuration. However, in other embodiments, no gap filling mechanism such as a ring (or other seal) is utilized, which causes ignition inside the secondary combustion chamber 700 while the piston is in its normal position before the piston is in its downstroke. This is because the size of the gap 800 is designed to allow sufficient pressure to be generated inside the primary combustion chamber 600 without permitting sufficient pressure to escape through the gap 800. In some further embodiments, as described below, the primary chamber and the secondary chamber remain in constant fluid communication with each other for the purpose of producing multiphase dynamic compression ignition combustion. In some embodiments, the gap 800 is sufficient to provide such constant fluid communication between the primary combustion chamber and the secondary combustion chamber at all times during the piston stroke.

As shown in FIGS. 9 and 10, the intake valve 400 reduces and / or eliminates trap volume (and / or rich air pockets, and / or unbalanced combustion between the primary and secondary chambers). Is located inside the recess 510 of the cylinder head for this purpose and to ensure homogeneous air / fuel / EGR mixing inside the entire combustion chamber (primary and secondary chambers). In other embodiments, it can be seen that additional intake valves are included in other locations where trap volumes may otherwise be present and / or in other locations where air / fuel / EGR mixing is required (as in a secondary combustion chamber). There will be. For example, in embodiments where there are three or more combustion chambers, intake valves are included in each combustion chamber. In some embodiments, intake valve 400 (and / or other intake valves) may be used during at least a portion of the exhaust stroke (and / or in some embodiments of an explosion stroke and / or compression stroke) to remove the trap volume. Will be open during at least some). In some such embodiments, the valve is open at the top of the exhaust stroke. In some embodiments, unshown exhaust valves are located inside the secondary combustion chamber. In still further embodiments, exhaust valves (not shown) are included in recess 510 and / or in other desired locations within the combustion chamber to help remove the trap volume. It will be appreciated that by eliminating the trap volume, the concept of the present invention helps to produce equivalent air / fuel and exhaust EGR, hydrocarbons, carbon monoxide, and maintains low NOx emissions. The concept of the present invention contemplates two cycle scavenging that does not exist in the prior art, such as Robert Junior described above.

9 and 10, the design of the piston 100, in which the protrusion 110 is located at the center of the piston 100, is such that the wrist-pin 210 drives the rod 200 (because of the protrusion) to the thickness of the piston. Allow to attach to the piston in the increased position. This alternatively increases the strength at locations under increased stress. In addition, as the piston moves up and down inside the cylinder, a relatively good connection on the piston allows for better control of the piston and reduced piston slab.

13-16, some embodiments include one or more head ports 520 that are defined by a portion of the head 500 while extending through a portion of the head 500. In some such embodiments, when the protrusion is in an initial engagement configuration, each head port 520 extends between the primary combustion chamber 600 and the secondary combustion chamber 700. In some embodiments, as the piston 100 reciprocates inside the cylinder to create a constant mixer of air / fuel, the ports roll and / or tumble and / or circulate in the combustion chamber (s). It is designed to produce an equation or spinning airflow. This helps to eliminate or otherwise minimize the trap volume inside the combustion chamber. In some embodiments, as shown in FIGS. 13-16, the protrusion 110 is operated like a valve to close the head ports when the protrusion is in a fully engaged configuration. In some such embodiments, as the protrusion moves away from the fully engaged configuration, the head ports reopen. In other embodiments, the opening of the head ports such that the primary chamber 600 remains in continuous fluid communication with the secondary chamber 700 through at least some of the head ports 520 regardless of the position of the protrusion. Are positioned inside the recess. In some embodiments, as shown in FIGS. 13-16, ports 520 are shown at approximately 45 degrees from top to bottom. It will be appreciated that other angles, sizes, shapes, lengths, etc. of the ports 520 may be utilized in various embodiments to create the desired circulation between / inside the combustion chambers. In addition, the number and positions of the ports 520 and the exit angle / inlet angle may vary between embodiments to obtain the desired circulation. In some embodiments, the gap 800 is sufficient to provide constant fluid communication between the primary chamber 600 and the secondary chamber 700 at all times during the piston stroke.

In some embodiments, as shown in FIGS. 13-16, the protrusion defines one or more ports 130 extending from the top surface of the protrusion toward the side surface of the protrusion. In some such embodiments, a single center port 120 extends axially into the protrusion from the center of the top surface of the protrusion and the plurality of lateral ports extend from the center port toward the side surface of the protrusion. In some such embodiments, the length of any path through any one of the lateral ports and the center port is substantially the same distance as the length of one path through the center port with any one of the other lateral ports. Each lateral port extends at an angle with respect to the center port.

In some embodiments, as shown in FIG. 14, the lateral port is secondary combustion chamber 700 when the protrusion is in an engaged configuration, whether the protrusion is in an initially engaged or fully engaged configuration. To be in fluid communication with the opening, the opening for at least some of the lateral ports is positioned along the outer surface of the protrusion. In this way, it is possible to maintain constant and continuous fluid communication between the primary combustion chamber 600 and the secondary combustion chamber to assist in multiphase dynamic compression ignition combustion. In some embodiments, as the piston 100 reciprocates inside the cylinder, the ports are designed to create a circulating or spinning airflow in the combustion chamber (s). This helps to eliminate or otherwise minimize the trap volume inside the combustion chamber. In some embodiments, as shown in FIGS. 13-16, the ports 120, 130 are shown at various angles from the top to the bottom around the protrusion 110. It will be appreciated that other angles, sizes, shapes, lengths, etc. of the ports 120, 130 may be utilized in various embodiments to create the desired circulation between / inside the combustion chambers. In addition, the number and positions of the ports 120 and 130 and the exit angle / inlet angle may vary between embodiments to obtain the desired circulation. In some embodiments, as shown in FIG. 15, the ports 130 are generally tangentially away from the port 120 to help create a circulating flow inside the combustion chamber.

Referring to FIG. 17, a cross-sectional view of an alternative embodiment of the engine in FIGS. 9 and 10 shows a piston positioned so that the combustion chamber is separated into a primary combustion chamber and a secondary combustion chamber. In the combustion chamber shown in FIG. 17, the protrusion 110 of the piston 100 includes a groove 115 around the circumference of the protrusion 110. Although not limited thereto, various embodiments of the present invention similar to those described herein, including the various embodiments shown with respect to FIGS. 1-16 above, include similar grooves and / or recesses. You will know. In some embodiments, multiple grooves / dents are utilized.

In some embodiments, the initial ignition occurs in the primary chamber 600 before the secondary ignition occurs in the secondary chamber 700. It will be appreciated that in other embodiments, initial ignition occurs in secondary chamber 700 and secondary ignition occurs in primary chamber 600. In such embodiments, the piston 100, the protrusion 110, the head 500 and the center recess 510 have a higher compression ratio and / or pressure ratio than the secondary chamber 700 in the primary chamber 600. It is configured to be obtained from

In some embodiments, the housing and / or other suitable structure for the valve 400 is positioned inside the recess 510 and is configured to vary the volume inside the recess 510. In this way, it is possible for the housing of the valve 400 to adjust the compression ratio inside the primary combustion chamber 600 to account for varying levels of performance and / or to meet various operating conditions. In some embodiments, a piston arrangement similar to that shown in the published US patent application 2007/084428, the entire disclosure of which is incorporated herein by reference, is utilized to vary the volume inside the recess 510. . 9 and 10, since the exemplary variable compression ratio piston 900 houses the valve 400, the piston 900 can move between an open position and a closed position, thereby allowing the variable compression ratio piston ( 900 may allow varying the volume inside the recess 510. In some embodiments, the variable compression ratio piston is hydraulic (“hydraulic variable compression ratio piston”), while in other embodiments the piston displacement is electromechanical, piezoelectric, or any other now known or later developed. The displacement of the form. In some embodiments, the variable compression ratio piston is moved through the electric motor and the screw gear assembly. In some such embodiments, as the engine RPM moves up and down, the screw gear assembly adjusts the variable compression ratio piston up and down. In some embodiments, the screw gear assembly is utilized for generally "slower" adjustments of the variable compression ratio piston, where the variable compression ratio piston is a multistroke of the piston so that the variable compression ratio piston is not displaced in each stroke of a different ratio. It is kept in a fixed position for them. In some embodiments, the variable compression ratio piston is moved up and down through the connecting rod and cam assembly. Some of these embodiments consider more "faster" displacement of the variable compression ratio piston, thereby considering a variable compression ratio piston that is displaced with each stroke of a different ratio. In some such embodiments, the variable compression ratio piston reciprocates every combustion cycle opposite or otherwise against the reciprocation of the protrusion (s) of the piston 100, which is a concept of the present invention. Some of these embodiments allow for maximum combustion in the primary combustion chamber, thereby generating energy for the crank through a valve train while taking precombustion into account.

In some embodiments it will be appreciated that the variable compression ratio piston, which is a concept of the present invention, is a separate structure from any valve, so that the only function of the variable compression ratio piston is to change the volume inside the recess 510. In some embodiments, the variable compression ratio piston includes an intake valve as part of or as part of the piston, so that the valve is displaced from the piston. In other embodiments, because the valve is separate from the piston, the valve remains in the stopped position while the piston is displaced.

58-61, some embodiments of the variable compression ratio piston 900 may move between a first position and a second position associated with a maximum recess 510 volume and a minimum recess 510 volume, respectively. have. In some embodiments, the linkage assembly 910 is utilized to move the variable compression ratio piston between its first and second positions, and / or move the variable compression ratio piston to its first position, to its second position, And / or to selectively lock to one or more intermediate positions.

In some embodiments, the present invention includes a control system for monitoring and / or controlling the position of the variable compression ratio piston 900. In some embodiments, the control system utilizes mechanical and / or electrical methods, such as a reluctor and / or a hal effect method, to determine the position of the variable compression ratio piston. In some embodiments, the control system includes a first sensor 922 and a second sensor 924 for sensing when the variable compression ratio piston is in its respective first and second positions. In some such embodiments, the control system further includes a plurality of intermediate sensors positioned between the first sensor and the second sensor, each associated with an individual intermediate position of the variable compression ratio piston.

In some embodiments, the variable compression ratio piston includes one or more members associated with individual sensors. In some embodiments, as the variable compression ratio piston is moved between its first and second positions, each member moves in and out of the line of sight of the corresponding sensor (and / or otherwise relative to the sensing area of the sensor). A plurality of corresponding members of the variable compression ratio piston are positioned. In this way, the first member 912, the second member 914, and the intermediate member are each first sensor (if the variable compression ratio piston 900 is in the respective first, second and intermediate positions). 922, the second sensor 924 and the intermediate sensor is positioned to be detected only, thereby providing an indication of the current position of the variable compression ratio piston. In some embodiments, one or more sensors are held in place by sensor support member 920.

In some embodiments, the plurality of sensors are spaced apart along the first plane, and the plurality of corresponding members is positioned on the only corresponding parallel plane while each corresponding member is aligned with the corresponding sensor. Spaced apart, each plane is perpendicular to the direction of motion of the variable compression ratio piston such that only one member at a time is detected by the sensor. In this way, the control system can determine the current position of the variable compression ratio piston and / or move the variable compression ratio piston to the desired position.

In some embodiments, the present invention further includes one or more means for adjusting the operation of the engine to meet different altitudes, such as an altitude dial, and / or one or more means for measuring atmospheric pressure. In some embodiments, the means of adjusting the operation of the engine includes modifying the air flow and / or fuel flow to meet different air quality and / or mixer requirements.

With further reference to FIGS. 58-61, some embodiments of the present invention include one or more inserts 930 for receiving, storing and / or providing thermal energy. In some embodiments, insert 930 is made of one or more materials, such as brass, copper, titanium, aluminum, or the like, having excellent heat transfer properties. In some embodiments, the one or more inserts 930 include the head 500, the protrusions 110, and the heat so that the inserts 930 communicate with the fluid within the recess 510 immediately before and after combustion. And / or at least partially embedded in the variable compression ratio piston 900, thereby providing thermal energy from the insert 930 moving in the fluid before combustion, and thermal energy from the fluid moving into the insert 930 after combustion. May result. In this way, adjusting the size, shape, position, and material of one or more inserts 930 allows the user to store how much heat energy can be stored from the first combustion cycle to facilitate one or more future combustion cycles. Allow to affect. It will be appreciated that in various embodiments the number and position of the inserts 930 will vary. In some embodiments, insert 930 is located within the piston and / or head of embodiments that do not include a variable compression ratio piston. In some embodiments, insert 930 is screwed into the head, piston and / or variable compression ratio piston. In some embodiments, insert 930 is rivet projecting through a piston. In some embodiments, insert 930 is a washer or disc located within the head. It will be appreciated that the mounting mechanisms and other shapes for the insert 930 are included in various embodiments that are inventive concepts.

In some embodiments, the top surface of the protrusion 110 defines a concave shape. In some embodiments, the top surface of the recess 510 defines a corresponding convex shape. In other embodiments, the top surface of the protrusion 110 defines a convex shape. In some such embodiments, the top surface of the recess 510 defines a corresponding concave shape.

In some embodiments, the top surface of the body of the piston 100 defines a convex shape, while in other embodiments the top surface of the body of the piston 100 defines a concave shape. In some such embodiments, the bottom surface of the head 500 defines a concave shape that is configured to correspond to the convex shape of the top surface of the body of the piston. These other embodiments define a convex shape in which the bottom surface of the head 500 is configured to correspond to the concave shape of the top surface of the body of the piston. It will be appreciated that the various embodiments that are the inventive concept include all deformation substitutions of concave and convex shapes that are combined with each other generally alongside flat surfaces with combinations of the concave and convex surfaces described above. . In still further embodiments, non-curve shapes are utilized. For example, in some embodiments, the protrusions include triangular or pyramidal shaped protrusions that engage opposing triangular or pyramidal shaped recesses. In other embodiments, nipples and recesses of square or rectangular shape are utilized. In some embodiments, the protrusion 110 has a tapered shape such that the width narrows downward from the top of the protrusion 110 toward the bottom of the protrusion 110 at the point of intersection with the remaining piston 100. It includes. This tapered shape helps to prevent or reduce carbon accumulation caused by interference with the cylinder head.

In some embodiments, the various edges of the head and / or piston may move air to create a “donut” effect from the blow-by of the primary piston and / or to help roll and tumble inside the combustion chamber. To be filleted, chamfered or otherwise curved. For example, position 114 in FIG. 9 of some embodiments is filleted. In some embodiments, the edge 104 is filleted. In some embodiments, edge 112 is filleted. In some embodiments, the edge 502 of the head is filleted. In some embodiments, the top surface of the piston 100 surrounding the protrusion 110 is concave in shape to form a cup, for example. In other embodiments, the surface 102 is convex in shape.

It will be appreciated that the shape and dimensions of the various protrusions 110 and corresponding center recesses 510 may vary in embodiments of the present invention to provide the desired compression ratio and / or pressure ratio and performance. In some embodiments where multiple protrusions are utilized, the size and shape vary to produce different combustion chambers, such as primary, secondary, tertiary, and the like. In such embodiments, the volumes will vary to provide different compression ratios and / or pressure ratios. In some embodiments, multiple protrusions may have different dimensions, but will have an equivalent volume to provide an equivalent compression ratio and / or pressure ratio. In some embodiments, the central protrusion creates a primary combustion chamber, while other protrusions surrounding the central protrusion create a secondary (or tertiary, etc.) combustion chamber, and the remaining combustion chamber (eg chamber 700) is tertiary. Combustion chamber (or sequential). In other embodiments, the one or more protrusions surrounding the central protrusion will be a primary combustion chamber. It will further be appreciated that the bore and stroke and other engine design parameters will change to optimize, reduce or increase the design for different types of fuel.

Some embodiments that are concepts of the present invention include an opposing piston design similar to that described above. In some such embodiments, there is a single primary piston that is combined, and in some embodiments, a variable compression ratio piston that fits inside the primary piston all inside a single cylinder is described above. In other embodiments, opposing pistons are operated inside separate opposing cylinders. In some such embodiments, variable compression ratio pistons are also utilized.

Embodiments of the inventive concept create flame and / or pressure propagation as necessary, which creates compression ignition in the primary combustion chamber and allows combustion to propagate towards the secondary chamber as the piston moves away from the head. In order to increase the volume.

Embodiments of the multi-phase and multiphase dynamic compression ignition combustion engines disclosed herein vary the number of cylinders (eg, one, two, four, six, eight, etc.) and varying cylinder displacements. It will be appreciated that it can be included. In some embodiments of the exemplary invention, a small number of cylinders (such as two cylinders) are typically utilized to provide the same total engine displacement as found in a large number of cylinder engines (such as eight cylinders). do. Since the concept of the present invention takes into account complete compression ignition combustion and / or flame and / or pressure propagation as necessary, the bore size of the cylinders can be scaled up and down as desired without increasing any exhaust gas or reducing efficiency. Can be. In some embodiments, two opposing cylinder structures are utilized to design more displacements (eg, 4.0 liters, etc.). This structure results in the saving of materials and labor in manufacturing as well as the smaller overall size of the engine.

In some embodiments that are a concept of the invention, the heat storage medium is contained at the top of a piston, such as the top of a protrusion, which is a concept of the invention, and / or is contained on a cylinder head such as near the center of the top of the cylinder. have. In some embodiments, the heat storage medium is designed to retain heat and be hotter than the wall of the piston or cylinder. In some such embodiments, the increased heat of the storage medium is then distributed into the compressed air to assist in spontaneous combustion near the storage medium. In some embodiments, the heat storage medium is a relatively small piece of metal or other material having suitable thermodynamic properties to store and release heat to aid in spontaneization as described. In some embodiments, the heat storage medium is a coating applied to the surface of the head and / or piston.

In some embodiments, a ceramic coating, anodizing coating, or other suitable heat resistant coating, or surface member presently known or later discovered, to improve heat resistance, and torching aluminum or other materials from which the piston / head is made It is added to the piston surface (s) and / or the cylinder head to prevent / minimize torturing damage.

In some embodiments, the preheater is included on or in conjunction with the intake manifold to heat the air / fuel and / or water entering the engine to aid in starting and performance.

In some embodiments (see eg FIGS. 20-22), the engine of the inventive concept includes an offset intake valve and an exhaust valve positioned around a central valve associated with a central protrusion of the piston and its associated recess. do. In some such embodiments, the exhaust valves are located on the right and left sides of the engine and the intake valves are in line with the crank. In some such embodiments, the exhaust ports extend up from the exhaust valves and outward toward the right or left side of the individual exhaust valves. The offset position of the exhaust valves relative to the intake valves takes into account a balanced temperature inside the combustion chamber. The position of the valves in some embodiments takes into account a better balance and heat from combustion that is pulled away from the center of the cylinder. In some embodiments, heat drawn away is used to preheat intake air. In other embodiments, heat is not used to preheat intake air. Nevertheless, it will be appreciated that in other embodiments utilizing an offset valve design, the intake valve position and exhaust valve position are reversed. In some embodiments, the center valve functions as both an intake valve and an exhaust valve. In some embodiments, all valve positions may be intake or exhaust and / or both intake and exhaust, depending on the desired flow characteristics required inside the cylinder. In various embodiments, the order, duration and / or timing of each valve opening and closing varies and is designed to achieve the desired flow characteristics inside the cylinder. It will be appreciated that the offset valve design as a concept of the present invention can be utilized in conventional ignition engines as well as in various embodiments with compression ignition.

18A, 18B and 18C, some embodiments of the inventive concept include a multi-stage direct injection device. The injector includes an "stepped" injector pin that is pulled slightly up from the seat to open the first stage that allows the lowest amount of first flow. Referring to FIG. 18A, the injector pin 1000 is in a seated position inside the housing 1200 where no fluid flow will occur therein. 18B shows the injector fin 1000 after moving from a seated position to open the first stage of the fluid ports 1100. As the injector is further pulled upwards, it is further successively through its stepped design opening the second, third, fourth, fifth, etc., where the amount of flow gradually increases at each stage. Open the big holes. FIG. 18C shows the injector fin 1000 after moving from the first stage of FIG. 18B to the second stage where additional fluid ports 1100 are open. As shown in FIG. 18C, the fluid ports 1100 of the third stage remain closed by the injector pin 1000. In some embodiments, O-rings are included along each step of the injector to improve sealing. In the embodiments shown in Figures 18A, 18B and 18C, a single fuel / fluid line is shown to supply (fuel / fluid) to the injector. In other embodiments, the injector of each stage is supplied (fuel / fluid) by a separate fuel line. In this way, the injector is utilized in some embodiments to supply different types of fuels or other fluids through each step. For example, in some embodiments (such as a drag car), the first step is spraying alcohol, the second step is spraying nitride of the first step, and the third step is second step To inject nitride. In some embodiments, the injector, a concept of the present invention, is utilized in connection with a carbureted engine, while in other embodiments it is utilized as part of a fuel injection system. In some embodiments, the injector, a concept of the present invention, is utilized on a turbine fan. In other embodiments, the injector is utilized as a plastic injector, for example for multi-stage injection molding of plastic. In still other embodiments, the injector is utilized as an oil injector. In various embodiments, the present invention includes one or more injectors, such as one or more fuel direct injectors extending through the walls of the head into one or more chambers.

19A, 19B and 19C, various embodiments of engines that are concepts of the present invention are butterfly valves designed to selectively trap heat and / or exhaust gas inside a combustion chamber to assist in compression ignition. It is shown to include (465). 19A shows an embodiment of a two cycle engine that is a concept of the present invention, wherein the piston functions as an exhaust valve and an intake valve, selectively blocks the intake 450 and the exhaust outlet 460 and assists in compression ignition. A butterfly valve 465 is further included in the exhaust outlet 460 to selectively trap heat and exhaust gas inside the combustion chamber to provide a. The intake valve 400 is located inside the recess 510 of the cylinder head to reduce and / or eliminate trap volume inside that portion of the combustion chamber. In some embodiments of the engine shown in FIG. 19A where there is a single exhaust port, the butterfly valve 465 never closes 100%. Instead, the valve is partially closed to trap a portion of the exhaust while preheating the intake air. In other embodiments where there are multiple exhaust ports or lines, the butterfly valve 465 may close 100% of the exhaust to provide the desired flow restriction and / or preheating effect. 19B, an embodiment butterfly valve 465 is shown, where the piston functions as an exhaust valve, where a separate intake valve 450 is utilized along the valve 100. 19C shows a butterfly valve 465 as an embodiment of a two or four cycle engine, where the exhaust valve is located inside the head alongside the intake valves 450 and 400. It will be appreciated that in other embodiments the butterfly valve 465 is utilized in an engine that includes only a single combustion chamber compared to the primary and secondary chambers (tertiary, etc.) shown in FIGS. 19A-19C. . Moreover, although not shown in FIGS. 19B and 19C, it will be appreciated that a variable compression ratio piston 900 is included in various embodiments of the inventive concept in FIGS. 19B and 19C. Similarly, various embodiments of the inventive concept in FIG. 19A are utilized in the absence of the variable compression ratio piston 900 shown herein.

Various embodiments of the inventive concept described herein include and / or utilize multiphase dynamic compression ignition combustion in a two cylinder supercharger engine of the type described in PCT / US2014 / 64866, The entire specification is incorporated herein by reference. Various embodiments of the inventive concept disclosed herein include single cylinder structures, two cylinder structures and additional cylinder structures (eg, three cylinders, four cylinders, five cylinders, six cylinders, seven cylinders, eight cylinders, etc.). It is also understood that it includes dots and structures with or without any type of intake boost (such as supercharger and / or turbocharger), including but not limited to the structures disclosed in PCT / US2014 / 64866. Can be.

20 and 21, an exemplary embodiment of the concept of the present invention is shown as a three cylinder, a size cylinder, and includes an engine including three pistons 100 inside the cylinders 300, 301, 302. Each includes a central projection 110 which projects generally from the top of the body of the piston. The cylinder head 500 generally includes a central recess 510, 511, 512 inside each cylinder that is configured to fit the protrusion 110 of the piston for each cylinder. The central protrusion 110 of the piston is slidably received within the central recesses 510, 511, 512 of the head. As the piston moves up towards top dead center, the central protrusion 110 of the piston slides into the center recesses 510, 511, 512 of the head, creating a primary combustion chamber and a secondary combustion chamber. In some embodiments, the individual volumes of the primary and secondary combustion chambers are designed such that the compression ratio and / or pressure ratio of the primary combustion chamber is higher than the compression ratio and / or pressure ratio of the secondary combustion chamber (in other embodiments And vice versa). In that way, spontaneous combustion is obtained in the primary combustion chamber when or before or after the piston reaches top dead center without causing the result of spontaneous combustion inside the secondary combustion chamber. As the piston moves down from top dead center and the protrusion 110 moves out of the recesses 510, 511, 512 of the head, the pressure generated by the combustion inside the primary combustion chamber expands into the secondary combustion chamber. Is permitted and initiates combustion, ignition and / or combustion ignition within the secondary combustion chamber. In some embodiments, spontaneous combustion is initiated from pressure propagation through the blow-by of the primary combustion chamber towards the secondary combustion chamber, or vice versa from pressure propagation through the blow-by of the secondary combustion chamber towards the primary combustion chamber. do.

With respect to the respective cylinders, the central intake valves 400, 401, 402 are used to reduce and / or eliminate trap volume inside the combustion chamber and to provide homogeneous air inside the entire combustion chamber (primary and secondary chambers). It is located inside the recesses 510, 511 and 512 of the cylinder head to ensure / fuel / EGR mixing. In the embodiment shown, additional intake valves 410, 420, 430 and 412, 422, 432 and exhaust valves 415, 425, 435 and 417, 427, 437 are located in the secondary combustion chamber regions. . In the embodiment shown, all intake valves 400, 401, 402, 410, 412, 420, 422, 430, 432 are positioned along the centerline of the engine block. In this way, the intake valves 412, 420, 422, 430 are located in close proximity and in close proximity to the cylinder walls of adjacent pistons, the locations at which hot spots have been created. The air flow generated through the valves and the position of the valves allow heat to be absorbed between adjacent cylinders away from the hot spot positions. The improved balance of heat across the engine is considering the use of compression ignition and better control. It will be appreciated that heat balancing, a concept of the present invention, is utilized in combination with single cylinder and other multi-cylinder embodiments (eg, 2 cylinder, 4 cylinder, etc.).

Referring to Figure 21, a dual overhead cam arrangement is shown. Center intake valves 400, 401, 402 are controlled by an overhead camshaft 1600. The secondary combustion chamber intake valves 410, 412, 420, 422, 430, 432 as well as the exhaust valves 417, 417, 425, 425, 435, 437 are all located directly above the overhead camshaft 1600. Controlled by an overhead camshaft 1700. Rocker arms 715, 710 (rocker arms associated with non-shown cylinders 301, 302) extend from cam shaft 1700 toward exhaust valves 415, 417, respectively. In other embodiments, a single cam is utilized to control all the valves. In still other embodiments, three or more cams are utilized. In some three cam embodiments, the central cam shaft controls the central intake valves, while the cam on each side of the engine controls the individual valves on that side of the engine. In still other embodiments, mechanical controls, electronic controls and / or hydraulic controls and / or combinations thereof are utilized to control the various valves. It will be appreciated that in various embodiments some or all of the exhaust valves shown herein are utilized as intake valves, and that some or all of the intake valves shown herein are utilized as exhaust valves. In addition, in some embodiments, the same valve functions as both an exhaust valve and an intake valve, depending on the desired engine performance. While a dual overhead cam is shown in FIG. 21, in other embodiments a single cam is utilized to control both exhaust and intake. In other embodiments, three or more cams are utilized. In still other embodiments, other mechanisms for valve actuation are utilized. In some embodiments, the intake valves are electrically operated while the exhaust valves are mechanically controlled by the cam. Although not shown in FIG. 21, it will be appreciated that in some embodiments a variable compression ratio piston is utilized in combination with the structure shown in FIG. 21.

In some embodiments, multiple intake valves shown inside a single cylinder (eg, in FIG. 20) are controlled to open in a staggered pattern to help control the roll and tumble of the air / fuel / EGR mixer inside the combustion chamber. do. In some embodiments in which intake valves are controlled by a cam, the valve openings are staggered 1 degree to 20 degrees from each other. In some embodiments, one intake valve opens at once in a staggered pattern. In other embodiments, multiple valves open simultaneously with other valves that open in a staggered pattern. It will be appreciated that the pattern may vary in different embodiments depending on the physical shape, size and design of the components as well as the desired sweeping motion inside the combustion chamber.

Referring to FIG. 21, in the embodiments shown, the design of the piston 100 in which the protrusion 110 is located at the center of the piston 100 indicates that the wrist-pin 210 causes the rod 200 (because of the protrusion). ) Allows attachment to the piston in positions where the thickness of the piston is increased. This alternatively increases the strength at locations under increased stress. In addition, as the piston moves up and down inside the cylinder, a relatively good connection on the piston allows for better control of the piston and reduced piston slab.

In some embodiments of the engine shown in FIGS. 20 and 21, the intake manifold and exhaust manifold are designed such that at least some of the exhaust lines are in physical contact or at least close to the intake lines. In this way, exhaust lines are utilized to preheat intake air. In some embodiments, a butterfly valve similar to that shown in FIGS. 19A, 19B, and 19C is an exhaust manifold positioned away from intake lines from a portion of the exhaust manifold that is in contact with / near the exhaust lines. It is used to divert the exhaust gases towards a portion of the. In this way, preheating can be selectively scheduled or unscheduled using the valve. In some embodiments, the valve is positioned in the manifold in a “T” shape, the exhaust lines exit out of the ports generally parallel to the intake lines, and the “T” shape separates the exhaust from the intake lines. If turned down, or if not selectively redirected, the exhaust gases allow flow through a portion of the manifold that runs parallel to the intake lines (and in contact with or close to the intake lines). In some embodiments, there is a separate intake line entering from each side of the engine alongside the exhaust lines on each side of the engine to provide balanced heat transfer. In some embodiments, the intake and exhaust lines on each side of the engine are side by side (physically in contact with or close to each other) and bent upwards towards the top of the engine. The intake lines meet each other and are connected together at the top of the engine, and in some embodiments the fuel injector is located at the top of the intake. In some embodiments, the exhaust lines also meet each other, are connected together, and flow outward in a single exhaust pipe near the intersection. In other embodiments, each exhaust line runs beyond the top of the engine and below the opposite side on which the exhaust line is oriented, and then outward from the engine. In some embodiments, the intake and exhaust manifolds are molded or cast single pieces bolted onto the engine block. In some embodiments, the intake lines come together on top of the engine.

Referring to Figure 22, there is shown a top view of another embodiment of a three-cylinder cylinder cylinder engine including multiple protrusions, which is a concept of the present invention. In addition to the protrusion 110 (engaging with recesses 510a, 511a, 512a in FIG. 22), the other protrusions are located around the top of the piston surrounding the protrusion 110, and the recesses 510b , 510c, 510d, 510e, and 511b, 511c, 511d, 511e, and 512b, 512c, 512d, 512e. It will be appreciated that the number, size, shape and location of the protrusions may vary in different embodiments. In some embodiments, each of the protrusions has a different volume to provide different compression results (eg, producing a primary combustion chamber, a secondary combustion chamber, a tertiary combustion chamber, etc.). In other embodiments, the volume of each protrusion is equivalent to provide the same compression inside each recess.

23-57, some embodiments of the present invention include one or more valves positioned within the engine block, for example in a flat head configuration. In some embodiments, the valves are disposed in the engine block next to a piston with a recess in the cylinder head to create a passage connecting the valve to the combustion chamber. In some embodiments, the valves are located on one side of the piston, and / or only one intake and one exhaust valve is utilized for each piston. In the embodiment shown in Figures 23 to 25, two exhaust valves and two intake valves are utilized with each cylinder. In some embodiments, one intake and one exhaust valve is located on each side of the piston. In other embodiments, two intake valves are located on one side and two exhaust valves are located on the other side. In still other embodiments, the single valve is intake and the three valves are exhaust. In further embodiments, the single valve is exhaust and the three valves are intake air. In still other embodiments, two or more valves are located on each side of the piston in various arrangements of intake and exhaust. Also in further embodiments, some valves function as both intake and exhaust.

In the embodiment shown in FIGS. 23-25, the central intake valve (or in some embodiments an exhaust valve, or in some embodiments a combination of the exhaust / intake valves) is inside a recess that receives the nipple portion of the piston. It is located. In some embodiments, the center valve helps to reduce and / or eliminate the trap volume. In some embodiments, the central valve does not need to reduce the trap volume, which creates a cyclonic action inside the combustion chamber where the control of multiple valves on the sides of the piston helps to empty the recess. Because. In some embodiments, the side valves are located only on one side of the piston. In some such embodiments, only a single intake and a single exhaust valve is utilized for the side of the piston alongside the center valve inside the recess.

In some embodiments, the engine blocks comprise one or more grouping side valves positioned on one or more sides of the piston. In some embodiments, the center valve of the three valves of the group is an exhaust valve, and the valve on either side of the exhaust valve is an intake valve, or vice versa, the center valve of the three valves of the group is an intake valve. And the valve on either side of the intake valve is an exhaust valve. In other embodiments, the center valve of the three valves of the group performs the same function (intake or exhaust) as one or more end valves of the group. In some embodiments, the valves are positioned along an arc (FIGS. 26, 27) or along another curve. In some embodiments, the valves are positioned along a straight line, such as a straight line extending in the tangential direction (FIG. 36), the oblique direction (FIG. 38), or the radial direction (FIG. 42).

In some embodiments, the center valve of the valves of the first group is an exhaust valve and the corresponding center valve of the valves of the second group is an intake valve. In some embodiments, two exhaust valves and one intake valve are located adjacent to the first side of the piston, and one exhaust valve and two intake valves are located adjacent to the second side of the piston, Half of the valves are exhaust valves and the other half of the valves are intake valves. In still other embodiments, each valve positioned adjacent the first side of the piston is an exhaust valve and each valve positioned adjacent the second side of the piston is an intake valve. That other embodiments include valves of different numbers and / or configurations, and / or valves of varying sizes (e.g., of different sizes than those shown in the various figures and / or differing in size from at least one other valve). It will be appreciated that it includes at least one valve inside the valves that make up the set.

In some embodiments, the corresponding head includes one or more recessed areas for connecting one or more valves or sets of valves to one or more combustion chambers of the engine block. In some embodiments, one or more recesses define one or more passageways. In some embodiments, the first passageway and the second passageway connect the valves that make up the respective first group and the second group to the respective first combustion chamber and the second combustion chamber. In some embodiments, the first passageway and the second passageway connect the respective first and second valves of the valves of the first group to the respective first and second combustion chambers. In some embodiments, the first passage connects the first valve to the first combustion chamber and the second passage connects the first combustion chamber to the second valve and / or the second combustion chamber.

42-57, some embodiments include two or more valves positioned along a straight line extending in the radial direction. In some such embodiments, the distal valve defining the first diameter is larger than the second diameter of the proximal valve. It will be appreciated that other configurations include valves positioned along different lines and / or having different arrangement and / or size configurations. In some embodiments, the side valves are located on the front / flywheel side of the engine block. In some embodiments, the side valves are located on the rear side of the engine block.

In some embodiments, the distal valve is an intake valve and the proximal valve is an exhaust valve. In some embodiments, the intake valve defines a first diameter that is greater than the second diameter of the exhaust valve. In other embodiments, the intake valve is the same size as the exhaust valve. In still other embodiments, the intake valve is smaller than the exhaust valve. In some embodiments, the position of the valves and the air flow generated through the valves allow and / or facilitate heat absorption away from one or more hot spot locations of the engine. In some embodiments, an improved balance of heat across the cylinder is contemplating and / or facilitates better control and utilization of compression ignition.

In some embodiments, the piston includes a central protrusion / nipple associated with a central recess in the head. In some embodiments, the valve is not included inside the central recess. In some embodiments, the heads, blocks, valves and pistons are configured to provide sufficient air flow to remove and / or control the trap volume inside the entire combustion chamber. In some such embodiments, the valve inside the center recess valve does not require removing and / or controlling the trap volume. In some embodiments, a center valve is included inside the center recess in some embodiments to further control the trap volume.

The valves described in the above embodiments, which are the concept of the present invention, are presently known or later discovered mechanical mechanisms, electrical mechanisms, mechanical-electrical mechanisms, hydraulic mechanisms, combinations of these mechanisms, and / or other mechanisms for operation. In various embodiments. Although the cam and rocker arm assemblies are shown in some embodiments above, it is noted that in other embodiments other valve actuation mechanisms may be utilized in connection with the same or similar members, which is a concept of the invention described herein. You will know. In various embodiments, the intake valves and exhaust valves are operated in sequence or out of sequence depending on the desired performance and design.

While not shown and described herein, various embodiments of the concept of the cylinder of the present invention are employed with various members, combinations and subcombinations of other systems and methods related to compression ignition disclosed herein. You can see that it is.

In the foregoing description, certain terms are used for the sake of brevity, clarity, and understanding, but no unnecessary limitations are implied from them beyond the requirements of the prior art, which are not only used for the purpose of describing these terms but are also broadly interpreted. It is intended to be. In addition, there are illustrations and descriptions of the invention by way of example, and the scope of the invention is not limited to the precise details shown and shown.

Although the foregoing detailed description of the invention has been described with reference to exemplary embodiments as well as with reference to the best forms contemplated for carrying out the invention, certain changes, modifications and variations are intended to modify the invention. That it can be done in the specification, that in addition to those specifically described herein in the configuration can be achieved by those skilled in the art without departing from the spirit and scope of the present invention, and such changes It will be appreciated that modifications and variations should be considered to be within the overall scope of the invention. Accordingly, it is contemplated to cover any changes, modifications, variations or equivalents, or both, that fall within the true spirit and scope of the present invention and the underlying principles claimed and disclosed herein. As a result, the scope of the present invention is intended to be limited only by the appended claims, and everything contained in the above description as shown in the accompanying drawings should be construed as illustrative rather than limiting.

The features, discoveries and principles of the invention, the manner in which the invention is constructed and used, the features of the construction and the advantageous new useful results obtained, namely: new useful structures, devices, elements, arrangements , Parts, and combinations are described in the appended claims.

It is also to be understood that the following claims cover all references to the overall and special features of the invention described herein, and to all references to the scope of the invention which may be referred to as being in between. do.

Claims (20)

cylinder;
A first piston located inside the cylinder, the first piston including a protrusion and moving between a top-dead-center (TDC) and a bottom-dead-center (BDC) configuration. A first piston, configured to thereby define the stroke of the first piston; And
A cylinder head surrounding the first piston inside the cylinder, the cylinder head including a recess associated with the protrusion;
An internal combustion engine having:
The cylinder, cylinder head and recess define a combustion chamber having a primary chamber and a secondary chamber, and
The internal combustion engine is configured to facilitate a double-ignition combustion process, wherein the first ignition occurs in the primary chamber and the second ignition occurs in the secondary chamber as the first piston moves away from the TDC. Internal combustion engine. The method of claim 1,
And the second ignition process comprises the expansion of the fluid from the primary chamber into the secondary chamber. The method of claim 2,
And a spark plug extending into the primary chamber, the spark plug being configured to selectively initiate the first ignition process. The method of claim 3, wherein
And a glow plug extending into the primary chamber, the glow plug being configured to selectively initiate the first ignition process. The method of claim 2,
And a glow plug extending into the primary chamber, the glow plug being configured to selectively initiate the first ignition process. The method of claim 2,
Further comprising a second piston,
The primary chamber defines a first volume when the first piston is at TDC,
The second piston is a variable compression ratio piston associated with the primary chamber, and
And the second piston is movable between the first and second positions, wherein the first and second positions of the second piston are associated with the maximum and minimum values of the first volume, respectively. The method of claim 6,
An internal combustion engine, characterized in that the first ignition process is a compression ignition process. The method of claim 7, wherein
The second ignition process occurs after the piston moves away from the TDC. The method of claim 6,
And a linkage assembly for moving the second piston between its first and second positions thereby adjusting the compression ratio associated with the primary chamber. The method of claim 9,
And the linkage assembly is configured to selectively secure the second piston to its first position, to its second position, or to one of a plurality of intermediate positions. The method of claim 9,
The respective first member and the second of the second piston so that the first sensor and the second sensor are aligned with the respective first and second members when the second piston is in the respective first and second positions. And a control system having a first sensor and a second sensor associated with the member. The method of claim 6,
The respective first member and the second of the second piston so that the first sensor and the second sensor are aligned with the respective first and second members when the second piston is in the respective first and second positions. And a control system having a first sensor and a second sensor associated with the member. The method of claim 12,
The control system further comprises an intermediate sensor associated with the intermediate member of the second piston such that the intermediate sensor is aligned with the intermediate member when the second piston is in the respective intermediate position. The method of claim 12,
Further comprising an insert at least partially embedded in the first component,
The first component is one of the first piston, the head and the second piston,
The first component is formed of the first material,
The insert is formed from a second material having heat transfer properties superior to the heat transfer properties of the first material, and
And the insertion portion is positioned while being in thermal communication with the primary chamber. The method of claim 1,
Further comprising an insert at least partially embedded in the first component,
The first component is one of the first piston, the head and the second piston,
The first component is formed of the first material,
The insert is formed from a second material having heat transfer properties superior to the heat transfer properties of the first material, and
And the insertion portion is positioned while being in thermal communication with the primary chamber. The method of claim 15,
And a plurality of inserts, each insert at least partially embedded in one of the first piston, the head and the second piston. cylinder;
A first piston located inside the cylinder, the first piston including a protrusion and moving between a top-dead-center (TDC) and a bottom-dead-center (BDC) configuration. A first piston, configured to thereby define the stroke of the first piston;
A cylinder head surrounding the first piston inside the cylinder, the cylinder head including a recess associated with the protrusion; And
Second piston;
An internal combustion engine having:
The cylinder, cylinder head and recess define a combustion chamber having a primary chamber and a secondary chamber,
The primary chamber defines a first volume when the first piston is at TDC,
The second piston is a variable compression ratio piston associated with the primary chamber, and
And the second piston is movable between the first and second positions, wherein the first and second positions of the second piston are associated with the maximum and minimum values of the first volume, respectively. The method of claim 17,
And a linkage assembly for moving the second piston between its first and second positions thereby adjusting the compression ratio associated with the primary chamber. The method of claim 18,
The respective first member and the second of the second piston so that the first sensor and the second sensor are aligned with the respective first and second members when the second piston is in the respective first and second positions. And a control system having a first sensor and a second sensor associated with the member. cylinder;
A first piston located within the cylinder, configured to move between a top-dead-center (TDC) and a bottom-dead-center (BDC) configuration, thereby providing a stroke of the first piston. A first piston, which can be defined;
A cylinder head surrounding the first piston inside the cylinder, whereby a cylinder head can be defined;
A spark plug extending into the combustion chamber, the spark plug being configured to selectively initiate a first ignition process; And
A glow plug extending into the combustion chamber, the glow plug configured to selectively initiate a first ignition process;
An internal combustion engine comprising: a.

Images