KR800000108B1 - Apparatus using remain gas chamber remained proportionally to decrease nox emitting in internal combustion engine - Google Patents

Abstract

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Description

Devices using proportional residual gas storage to reduce NOx emissions from internal combustion engines

1 is a side cross-sectional view of a portion of a preferred embodiment of the present invention.

FIG. 2 is a side cross-sectional view similar to the first view of the first variant using a spark plug having a long electrode.

3 is a side cross-sectional view similar to FIG. 1 of a second variant using a liner in a residual gas chamber.

4 is a side cross-sectional view of a third variant having a device for varying the volume of a combustion chamber containing spark plug electrodes and at the same time the combustion chamber is adjusted to a minimum dimension.

5 is a cross-sectional view along line 5-5 of FIG.

6 is a sectional view similar to FIG. 4 adjusted to the maximum dimension of the spark plug combustion chamber.

7 is a cross-sectional view taken along the 7-7 direction of FIG.

8 shows the preferred relationship between the volume of spark plug combustion snow and the internal combustion engine load.

The reduction of NOx emissions in the four-stroke stratified internal combustion piston dengin is achieved by Namely (a) flame ignition of the rich mixed air in the first combustion chamber containing residual exhaust gas and (b) torch ignition of the rich mixed air in the second combustion chamber under turbulent flow, followed by the first combustion chamber, Torch ignition is achieved by (c) causing torch ignition of stratified filling in lean mixed air in the main combustion chamber. The result is a decrease in the maximum temperature during combustion and a decrease in the maximum temperature in the engine exhaust gas. Climbing reduction of NOx emissions, the exhaust gas is not recycled. In the first combustion stroke, the first facet chamber containing the residual gas of the booster comprises the spark spacing between the spark plug electrodes, the spacing not only close to the limited communication between the first and second burner chambers, but also the closed end of the first burner chamber. It is located away from it. While the engine is operating, an apparatus is provided which changes the volume of the first combustion chamber in accordance with the change of the load in the engine.

In the following detailed description, the present invention relates to an internal combustion engine of a flame-retardant piston type, which, in detail, is a three-valve stratified filling engine disclosed in US Pat. Appl. No. 353,786, filed on April 23, 1973. It is about improvement of. The apparatus and method of the present invention relate to an engine of that type, wherein the lean mixed air is supplied to the main combustion chamber and the rich mixed air is supplied to the subcombustion chamber. Each subcombustion chamber communicates with a limited torch nozzle installed in each main combustion chamber. The overall air fuel ratio is less than that of theoretical air fuel, so excess oxygen is present in the exhaust gas. ·

The main object of the present invention is to provide a further reduction of fire nitrogen oxides (called NOx) in the exhaust gas emitted to the atmosphere. The present invention makes it possible to lower the emission value of NOx while avoiding an increase in carbon monoxide (CO) or unburned hydrocarbon (HC) emissions at the same time.

Conventional automotive engines currently manufactured generally recycle a substantial amount of exhaust gas mixed with combustible mixed air of incoming air and fuel. However, such recycling of exhaust gases reduces the engine's efficiency and increases the CO and HC emissions under variable operating conditions encountered by automotive engines. It is well known that operability is lost when the exhaust gas recycle is used again. The recycle manifold also has the property of not accumulating carbon.

One of the characteristics of the present invention is that the residual exhaust gas is mixed with the rich mixed air in each sub-combustion chamber so as to reduce the NOx generation, but there is no increase in the total residual gas volume. Since the exhaust gas is recycled, a complicated device is unnecessary, and an advantageous effect of reducing NOx is obtained.

According to the present invention, a residual gas chamber is used in addition to each subcombustion chamber. This residual gas chamber is positioned with a limited opening of coal to communicate with the sub-combustion chamber to receive the rich mixed air through the third valve. The gap between the plug poles is located in this residual gas chamber, close to the restricted opening.

This relatively simple structure and method of operation dramatically reduces NOx production without any significant side effects or secondary phenomena that adversely affect the engine's function. The exhaust gas is not recycled and the residual gas over the residual gas chamber at the end of the exhaust stroke is used to reduce NOx. In a general overview of the operation, residual exhaust gas remains in the main combustion chamber, the subcombustion chamber and the residual gas chamber at the end of the exhaust stroke of the piston. Between successive intake strokes of the piston, the main intake valve opens to enter the lean mixed air into the main combustion chamber, while at the same time the secondary or third valve opens to enter the rich mixer into the subcombustion chamber and the exhaust valve in the main combustion chamber is closed.

While the amount of residual gas in the residual gas chamber is almost unchanged during the suction run, the rich mixed air is filled in the sub-combustion chamber and sucked back into the main combustion chamber by the installation of the torch nozzle and is surrounded by a relatively large portion of the mixed air which is relatively confined there. To form part of a mixture of air. Some residual exhaust is caused to flow back through the torch nozzle by closing the exhaust valve, the main intake valve and the intake valve between successive pressure strokes of the piston dispersed in the main combustion chamber, and increasing the pressure in the main combustion chamber. The mixed air in the subcombustion chamber is thinner than when it was originally introduced, and therefore, the residual gas chamber containing the gap between the spark plug electrodes includes compressed mixed air of air, fuel and residual gas. At the end of each compression stroke, the total amount of residual gas in all three combustion chambers is constant. However, the amount of residual gas in the residual gas is proportional to the freshly charged amount in the combustion chamber. The ignitable fresh mixed air is near the limited opening and at the same time around the flame gap isolated from the single wall. Near the end of the compression stroke, this mixed air in the residual gas chamber is purged by the spark plug electrodes and the maximum temperature of the combustion mixer is lower than when no residual exhaust gas is present. Increasing the pressure and temperature of the combusting gas results in a first torch or flame erosion, which extends through an opening restricted to ignite the rich mixed air in the subcombustion chamber. This combusted mixed air then injects a torch flame into the main combustion chamber by installing a torch nozzle to commence combustion in a relatively rich portion, thereby igniting a large capacity of the relatively lean mixed air in the main combustion chamber. The maximum temperature at which the spark plug combustion chamber and the subcombustion chamber occur is lower than the case where the separate combustion chamber containing residual gas is not used. The turbulent mixed air in the subcombustion chamber contains the combusted gas from the residual gas chamber, thereby lowering the maximum temperature. Good combustion in the main combustion chamber is achieved by the small amount of residual gas remaining in the main combustion chamber when igniting again.

Combustion of lean mixed air in the main combustion chamber continues between output strokes. Only the main combustion chamber has an exhaust valve, which opens between the exhaust strokes, allowing the exhaust gases to be discharged from the engine.

As mentioned in the previous application, trapped exhaust gases can not only continue to burn unburned hydrocarbons (HC) prior to discharge to the atmosphere, but also allow carbon monoxide (CO) to be dissipated into carbon dioxide (CO2). Combustion is continued in the downstream bellows machine at the valve. Equipped with a device for changing the volume of the residual gas chamber, which is also a feature of the apparatus of this group, of the load applied to the engine as the volume of the residual gas chamber is changed. It is possible to thrive its volume in a desired state of change. Other detailed objects and advantages of the invention will be apparent from the following.

The internal combustion engine, indicated entirely by (10) in the figure, comprises a water cooling block (11) having one or more cylinders (12) each having a piston (13) coupled to reciprocate. The water cooling head 14 is secured to the block 11 by means of a conventional device, not shown, which head 14 cooperates with the piston 13 and the cylinder 12 to make the main combustion chamber 16. It is equipped with a recess (5) of the mold. The main intake valve 17 controls communication between the main intake passage 18 and the main combustion chamber I6. An exhaust valve, not shown, communicates with the combustion chamber 16 to control the flow of exhaust gas in the main combustion chamber 16. The subcombustion chamber 21 is rounded with a thin thin steel cylindrical cap 22 fixed in the recessed portion 20 made in the water cooling engine head 14. One end of the cap 22 has a hemispherical shape and the tartan is opened to have an end flange 23. The sleeve 24 secured to the engine head 14 by screws 25 secures the flange 23 between the insulating washers 26 and 27 to secure the cap 22 in place. . The first hole 29 in the cap forms a torch nozzle which establishes limited communication between the subcombustion chamber 21 and the main surface chamber 16. The small spacing 30 isolates the cap 22 from the wall of the recess 20, which acts to insulate the cap to minimize the heat transfer of the engine head 14 from the cap.

A spirally coupled sleeve 24 blade lower end 32 protrudes into the open end of the cap 22, and the sleeve 24 portion supports the fixed seat 33. The third or third valve 34 includes a valve head 35 which is closed with respect to the sheet 33. The valve 34 controls the aspiration of the rich combustible mixed air in the plugged sleeve 24 through the inner passage 37 into the engine head 14 by the installation of the passage 36. The first and second vaporizers not shown supply the rich mixed air and the lean mixed air through the passages 38 and 39 of the throttle valve control connected to the passages 36 and 18, All of this is as described in the earlier filings above.

According to the present invention, the combustion chamber 41 of the residual gas is formed by the wall 42 of the engine head 14. The cap 22 forms a coal of the combustion chamber 41, and the second hole 43 of the cap 22 establishes a limited face cylinder between the combustion chamber 41 and the subcombustion chamber 21. The conventional spark plug 45 is connected to the wall 42 of the engine head 14 by screws 46, and the electrode 47 is located in the plate chamber 41 and at the same time close to the hole 43 at the same time as the short wall ( 48 to form a spark gap that is isolated from the experiment. Experiments have shown that the relationship between the dimensions of the combustion chambers 41, 21 and 16 is best and the relationship to the dimensions of the holes 29 and 43 is as follows. do.

Where Va = volume of the subcombustion chamber 21

Vrg = volume of the residual gas chamber 41

Vm = volume of principal surface vane 16 at top dead center

Ft = area of the torch nozzle hole 29

Frg = displacement of the confined hole 43

In the present invention of the commercial type embodied in a four-stroke automobile engine of about 2,000 cc exhaust, the following volume and dimensions of extremely low NOx emissions were made.

Va = 5.5cc

Vrg = 4.0cc

Ft = 0.5 ㎠

Frg = 0.5㎠

The exhaust valve (not shown), the main intake valve 17 and the sub intake valve 34 are opened and closed in a time sequence by a normal cam mechanism. At the end of the exhaust stroke of the piston 13, the residual gas remains in the main combustion chamber 16, the subcombustion chamber 21, and the residual gas chamber 41. Between subsequent suction strokes of the piston, the main intake valve 17 is opened to feed the lean mixed air into the subcombustion chamber 21. The exhaust valve in the combustion chamber is closed. Between the intake strokes of the piston, the combustion chamber 41 does not cause any change, but the rich mixed air fills the subcombustion chamber 21, which is sucked into the main combustion chamber 16 through the torch nozzle 29. Minimal confusion occurs due to the shape of the main combustion chamber 16, and the rich combustion air of the booster with the subcombustion chamber 2l forms a portion of the relatively rich mixed air surrounded by a relatively large portion of the relatively sparse mixed air. In other words, stratified filling is formed in the main surface chamber 16. Some residual exhaust gas remains dispersed in the main combustion chamber 16. Between successive compression strokes of the piston 13, all valves are closed, and an increase in pressure in the main combustion chamber 16 causes a backflow through the torch nozzle 29, so that the mixed air in the subcombustion chamber 21 It becomes thinner than when originally introduced, and therefore, the residual gas chamber 4l containing the spark plug electrode receives compressed mixed air of air, cotton, and residual exhaust gas. In the specific 2,000 cc engine described above, it was found that the ratio of the residual gas in the working combustion chamber at the end of the compression stroke becomes as follows when the engine is operated at the partial load compared with the total amount of gas in each combustion chamber.

Main combustion chamber (16) 12%

Burning chamber (21) 14%

Ignition Lug Threads (41) 20%

Therefore, when ignited, the mixed air in the spark plug combustion stream 41 has a larger proportion of residual gas than the subcombustion chamber 21 or the main combustion chamber 16. When the spark plug is energized to create a gap in the gap between the electrodes 47, the maximum temperature of the combusted mixed air is lower than when no residual exhaust gas is present in the combustion chamber 41.

The first flame jet, which holds both combustion and residual gas, is injected through the hole 43 to ignite a relatively small amount of rich mixed air in the subcombustion chamber 21 and create a high residual. The second flame jet or torch is then injected through the nozzle 29 to commence combustion of the stratified dust, thereby igniting a large amount of the relatively sparse mixer in the main combustion chamber 16. The axis of the holes 43 and 29 is deliberately eccentric, so that (1) the first flame clay passing through the hole 43 does not directly pass through the hole 29. (2) The spark plug electrode is a compression stroke. (3) Turbulence in the residual gas chamber 41 is minimized between the compression strokes so that the main portion of the residual gas is adjacent to the end wall 48 under compression. After completion of the power stroke, the exhaust valve opens to allow the exhaust gas to be exhausted from the engine, and the stone continues combustion in the exhaust air downstream of the exhaust valve. Since the air fuel ratio of the appetizer is less than the theoretical mixing ratio, the unburned hydrocarbon is combusted before the excess air is present in the exhaust air and is discharged to the atmosphere, and the carbon monoxide is oxidized to carbon dioxide.

In the modification of the present invention shown in FIG. 2, the same operation method is used, but the structure thereof is as follows. In other words, the sleeve 51 is used together with a special spark plug 52 having significantly long electrodes 53 and 54 forming a spark gap 55. The spaces 56 in the sleeve 51 are connected together with the holes 57 in the engine aid 14a to form an interstitial gas chamber represented by the whole 58. The sleeve 51 is fixed to the engine head 14a with a screw 59, and the spark plug 52 is fixed to the sleeve 51 as a screw 60. The flame interval 55 is located close to the hole 43a in the residual gas chamber 58 and away from the rear wall 61. The axis of the hole 43a in the cap 22a deviates from the axis of the torch nozzle 29a.

This type of operation of the invention is similar to that described above. However, this variant has the following advantages. That is, the three-valve stratified filling engine in the above application simply replaces the standard spark plug with the special spark plug 52 and the sleeve 51 to further reduce the NOx emission. Can be converted to use.

The variation of the invention shown in FIG. 3 is similar to that shown in FIG. 1, but has the following additional characteristics: That is, a thin-walled stainless steel rider 65 is formed in the engine head 14b. 66). The small spacing 67 between the liner 65. and the wall of the engine head 14b acts to swell the liner and minimize heat transfer of the dengin head in the liner. The rider 65 is held in the correct position in the recess portion 67 by the circular disk 68 spot-welded to the short wall of the liner 65. The fisk 68 is fixed to the shoulder 69 by a plug 70 connected by a screw 71 to the wall of the engine head I4b.

A conventional spark plug 73 is connected to the head 14b by screws 46a and the spark plug electrode 74 is located in the residual gas chamber 75. A portion of the spark plug comprising the electrode 74 and a portion of the wall 76 of the head 14b protrude through the transverse hole 77 in the wall of the liner 65. The ratio of these parts is as follows.

In other words, in the state where the spark plug 73 and the plug 70 are not present, the liner 65 having the central disk 68 is used to achieve the installation in the recess 66 and the hole 77 is the engine head 14b. It can be moved through the curving passage so as to be in a position to enclose the protrusion 78 of the wall 76 of the.

The present invention is operated in the same manner as in the first embodiment except for the following points. In other words, the thin stainless steel rider 65 is rapidly heated under the original starting condition and maintained at a high temperature during operation of the engine. This has an advantageous effect on the Tenjin operation. The form of the present field name shown in FIGS. 4 to 7 is to have a residual gas chamber having a volume that can be arbitrarily increased or decreased between engine operations.

As described above, the exhaust gas chamber 81 accommodates the spark plug electrode 82, and the combustion chamber communicates with the subcombustion chamber 21c via the hole 43c. However, the sliding end wall or the projection 83 is accommodated in the hole 84 in the wall of the engine head 14c, and the projection is operable between the forward position as shown in FIG. 4 and the retracted position as shown in FIG. Therefore, the minimum volume of the residual gas chamber 81 is shown in FIG. 4, and the maximum volume is shown in FIG. A device for adjusting the position of the hole 84 of the sliding protrusion 83 is made, and the device has a cylindrical shape in which the protrusion 83 is fixed eccentrically and has a pair of radial protrusion pins 86 as shown in the drawing. It has the member 85.

Each pin is received in a spiral groove 87 made in a rotary actuator sleeve 88 fitted concentrically to the member 85. The operator sleeve 88 can be rotated through one rotational portion by a crank arm 89 fixed to the protruding end of the sleeve. The support plate 90 is fixed to the engine head 14c with the screw fastener 91. Rotation by the crank arm 89 of the operator sleeve 88 acts to advance or retract the tangent projection 83 to change the volume of the residual gas chamber 81. The graph of FIG. 8 indicates that it is better to change the volume of the residual gas chamber according to the engine load. In most cases, it is required to continuously increase the combustion chamber volume as indicated in the graph by the increase in engine load. This is accomplished by In other words, it is achieved by the control rod 95 for the arm 89 being confronted by the accelerator pedal 96 or the pressure mechanism 97 operated by the vacuum in the intake manifold of the engine.

Claims (1)

Four-stroke flame-ignition internal combustion reciprocating piston engine with restriction of the main combustion chamber having intake passages with valves for lean mixed air and sub-combustion chambers with intake passages with valves for rich mixers and torch nozzles communicating both combustion chambers In order to minimize NOx in the engine exhaust gas in the engine, there is a residual hole in one end having a limited hole communicating with the subcombustion chamber and having a single wall further isolated from the hole and the interstitial gas chamber in the vicinity of the restricted hole. It consists of a spark plug having an electrode that makes a spark gap located at the position of the confined combustion chamber, which acts to suck the rich mixed air into the combustion chamber and again through the combustion chamber and torch nozzle limitations. The grooved stroke of the piston consists of residual combustion gas from the engine's preceding combustion stroke. With little change in the contents of the flow gas chamber, the restricted hole again acts to promote the mixing of the wing rich mixed air and the residual gas in the residual gas chamber between the compression strokes of the piston and ignite as it promotes mixing. When the residual gas concentration in the vicinity of the rear wall of the residual gas chamber is greater than the concentration in the portion including the flame interval, the apparatus using interstitial gas storage to reduce NOx emissions from the internal combustion engine.

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