KR930008511B1 - Radical enhanced combustion process in internal combustion engine - Google Patents

Abstract

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Description

[Name of invention]

Radial Accelerated Combustion in Internal Combustion Engines

[Brief Description of Drawings]

1 is a side view of a piston for an internal combustion engine according to the present invention;

2 is a side view of the first degree piston contained in the cylinder of the engine.

3 is a schematic view showing a fuel intake type internal combustion engine using the piston of FIG. 1 together with an air fuel ratio control system.

4 is a schematic diagram of an internal combustion engine similar to the third diagram in which fuel is injected directly to supply a mixer to the operating chamber of the engine.

5 is a plan view of one embodiment of the piston gap according to the invention wherein the gap between the air chamber of the piston and the operating chamber of the engine is uniform over the entire upper circumference of the piston.

6 is a plan view showing another embodiment in which the circular piston cap in the cylinder is eccentrically formed so that the gap between the air chamber and the working chamber is nonuniform.

7 shows a plan view of another embodiment of the cap according to the invention wherein the gap is non-uniform and separated around the circumference of the piston.

8 is a partial detailed view of a piston in which the upper surface of the air chamber of the piston is different from the first one;

9 is a partial detailed side view of a piston whose structure of the piston cap is different from the first.

10 is a schematic diagram showing that the piston chamber according to the present invention and the conventional theoretical Helmholtz resonance chamber are equivalent.

Figure 11 is a schematic diagram showing the closed host resonance occurs in the operating chamber by the resonance of the piston air chamber.

12A to 12P are explanatory diagrams of an engine operating cycle according to the present invention.

FIG. 13 shows the fuel ratio, the indicated horsepower, the indicated non-fuel consumption rate, the unburned exhaust hydrocarbon, the exhaust carbon monoxide (volume percentage) and the engine operating efficiency index (RQI) of the adsorber supplied to the engine's operating chamber according to the present invention. One graph too.

14 is a graph showing the relationship between the pressure and temperature of the combustion chamber and the natural ignition zone of the mixer in the combustion chamber and the radical ignition zone promoted by radicals.

Detailed description of the invention

[Field of Invention]

The present invention relates to an internal combustion engine, and more particularly to a combustion method in an internal combustion engine.

[Related Applications]

This application has the subject matter related to the following patent application filed by the applicant of the same application as the present application.

In other words, an internal combustion engine in which an air chamber is formed in a piston and resonates with the frequency of combustion waves, US Patent Application No. 535,336, a piston for an internal combustion engine, US Patent Application No. 535,337, and an air chamber in a piston of US Patent Application No. 535,338. And a patent application such as "Internal combustion engine with dynamic variable compression ratio" of US Patent Application No. 535,339, which discloses a method for combustion of an internal combustion engine that causes a closed organ pipe in a combustion chamber.

[Background of invention]

[Private Technology]

The basic combustion process underlying the present invention utilizes a combustion wave to cause resonance in the air chamber of the piston of the internal combustion engine, which causes this air in the combustion / expansion stroke during the engine operation cycle. It is associated with dynamically pumping air stored in the chamber into the combustion chamber, and this pumping effect occurs irrespective of the total mean pressure difference between the air chamber and the combustion chamber.

This process is already described in the literature published in relation to the "Naval Academy Heat Balanced Engine" (NAHBE).

See, for example, US Military Academy Progress Report No. EW8-76 by Blaser, Pouring, Keating, and Rankin, "Naval Academy Thermal Equilibrium (NAHBE)" (June 1976); NAHBE piston cap using Schlieren Photography method by applying the Helmholtz theory by TSPR 112, William H. Johnson, US Military Academy Trident Scholar Report Design optimization "(1981); US Military Academy Progress Report No. EW-13-80 Furing, Rankin, "Flow Balanced Time Field-dependent Analytical Optical Study of Thermal Balanced Internal Combustion Engines" (1980.11); US Naval Academy Progress Report EW-10-78 Faila, Furing, Rankine, Keating co-author "NAHBE" on the basic study of nonsteady combustion and flow processes "(June 1978) Progress Report EW-12-79, "Variable Transformation of Thermal Equilibrium Institutions" (1979.9).

However, the pumping of air into the combustion zone of internal combustion engines using the energy of combustion waves has already been demonstrated by the NAHBE project, but the piston, combustion chamber and mixer control systems of the previous NAHBE engines described in these documents have shown that the performance of the model is a theoretical estimate. Or until similar, experimentally derived through a series of design iterations.

Several variables have been tested for short-term vents, laboratory laboratories such as the CFR engine (Combustion Fuel Research engine), and in some cases, experiments have been carried out for multi-ventilated engines as well.

However, the process of determining the proper air fuel cost, as well as the optimal values of the shape parameters for the piston and cylinder, must be a cumbersome, time consuming, expensive and inaccurate trial and error technique.

In addition, no matter how final the most appropriate shape or mixing ratio is determined for any organ or engine family, it is not clear how to apply the ratio of shapes or other variables to other organs or substrate groups to achieve the same results. not.

The present invention is improved by such an engine and mixer control system, and can be applied to various engines and groups of engines while minimizing trial and error methods and repetitive calculations.

Since the concept of improving combustion in a NAHBE engine by the use of combustion wave interactions is experimental, conventional engine designs create stratification in the mixer before the compression stroke begins (near the piston with the air chamber). This was not related to adjusting the air fuel mixer to make the engine run as economically as possible (for example as sparse) as possible, with a lean and thick opposite end of the combustion chamber.

Theoretical research suggests that the efficiency and power of NAHBE engines should be higher than that of Otto engines or diesel engines. impossible. The mixer of the experimental NAHBE engine is valve-controlled to meet the steady state operating conditions of the engine.

The combustion process in an internal combustion engine can be dramatically affected by the radical presence of hydrocarbon fuels, especially the natural ignition that causes the fuel and air mixture to ignite naturally due to the combined effect of pressure and temperature in the combustion chamber. It has recently been recognized that it may be more affected in the vicinity of the auto ignition zone.

The percentage of fuel radicals in the mixer tends to advance the natural ignition zone towards regions with low pressure and particularly low temperatures, as described for example in patent application No. 4 317 432 of March 2, 1982.

Brief description of the invention

The present invention supplies a heated mixture of pre-combustion and post-combustion fuel radicals to a mixer supplied in a combustion chamber of an internal combustion engine, and in the case of a low compression ratio compression ignition engine, controlling the temperature of the operating end of the piston or It is based on the concept of controlling the fuel ratio to control the ignition point of the mixer in the radically accelerated natural ignition zone.

The operating end of the piston has a general type air chamber disclosed in the prior art in connection with the NAHBE concept, whereby the piston is in the form of a cap having an air chamber located under the cap, preferably having a small diameter just above the upper piston ring. An annular thread beneath the circumference of the cap has its working end. This arrangement provides a unique way of generating, protecting and conserving pre-combustion hydrocarbon radicals as well as preserving post-combustion radicals from previous strokes by removing gas from the piston ring grooves and other gap areas.

The pre-combustion radicals are protected from the effects of direct combustion in the operating chamber above the piston. On the other hand, the post-combustion radicals that occur in the preceding stroke are kept at a predetermined temperature in the air chamber for seeding to the subsequent intake mixer.

This method of regulating radicals in an internal combustion engine allows precise control of the combustion process using radicals so that the ignition of the mixer can be carried out very close to the natural ignition promoted by the radical for a particular mixer in a particular engine with a given compression ratio. have. According to the invention, the ignition of the mixer can be precisely controlled by adjusting its temperature, so that the ignition of a given fuel can be selectively initiated by natural ignition or spark ignition for the same engine using the same fuel.

Spontaneous ignition can be performed at low compression ratios of 5 to 9: 1, and critical control of the temperature of the compressed mixer provides precise control of the air-to-fuel ratio within the range of adjusting the compressor temperature to either of the radical-promoting natural ignition points. Control can be controlled. For example, for engines intended to operate normally in spontaneous ignition mode at low compression ratios of 5 to 9: 1, the operating end temperature of the piston, in particular the temperature in the cap region above the air chamber, is at any particular compression ratio of the engine. Has a threshold for any particular fuel. Cap materials with different heat transfer coefficients or cap structures that can change the heat transfer characteristics of the cap and piston assembly may cause spontaneous ignition of the mixer supplied with radicals due to the temperature effects of the piston operating surface and the air chamber directly below the piston surface. Affects the point.

Proper timing of radically accelerated natural ignition is achieved by maximizing the efficiency of a given engine for a given engine using a specific fuel and having a given compression ratio, either by making a cap from a specific material or by attaching a cap to the piston body, or in combination. Can be obtained.

DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION

With reference to the drawings, and in particular to FIGS. 1,2 and 3, the present invention relates to an internal combustion engine 10 in which a piston 14 reciprocates in a cylinder 12 over an operating cycle of suction, compression, combustion / expansion and exhaust stroke. Explain that it is an improvement.

The engine may be naturally inhaled, supercharged, using a carburetor, fuel injected, or a combination thereof, as is well known in the field of internal combustion engines, and the mixer is usually a suitable mixture of hydrocarbon fuel and air. Supplied.

Although the preferred embodiment of the present invention describes a reciprocating piston engine, the inventive concept described in the specification and claims can also be applied directly to a rotary piston engine.

As shown in Figs. 1 and 2, an operating chamber 16 whose volume changes as the piston 14 according to the present invention contained in the cylinder 12 reciprocates has an upper end of the piston and a closed end of the cylinder. It is formed between.

The piston 14 is connected to a connecting rod 28 and a piston connecting a conventional skirt 20, a piston ring groove 22, a piston ring 24, and a crankshaft 30 of the piston and the engine 10. Piston pin bearing 26 is provided. The piston 14 is fitted with a clearance (C ₁ ) in the cylinder 12 (FIG. 2) and fits between the top dead center (TDC) and the bottom dead center (BDC) according to well-known principles when the engine is operating. Reciprocate.

The piston according to the invention comprises an actuating end consisting of a cap 32 which is smaller in diameter than the diameter of the skirt 20, which is usually smaller in diameter than the diameter D of the skirt 20. (d) consisting of a symmetric body (FIG. 1). Even when comparing the radius, it can be seen that the radius r of the cap 32 is smaller than the radius R of the skirt 20.

As shown in FIG. 2, it can be seen that the width of the gap g is the difference between R + C ₁ and r when the piston 14 is installed in the cylinder 12.

As shown in FIG. 1, when looking at the piston independently of the cylinder, the gap g is the width between the virtual cylindrical surface 34 and r that spans the skirt 20 and the cap 32. The diameter of 34 is the same as the inner diameter B of the cylinder 12 (ignoring the margin C _L , the diameter is the same as the diameter D of the piston skirt 20).

Therefore, the virtual cylindrical surface 34 may be regarded as an extended surface of the cylinder 12 in which the piston 14 is accommodated, or a curved surface extending upward of the skirt 20 when the clearance C _L is ignored.

In this specification, the clearance C _L between the piston and the cylinder is ignored in various mathematical relations and geometries in order to avoid complicated description. If you are familiar with this type of calculation, you can always consider it if you need a numerical value of margin (C _L ).

As shown in FIGS. 5, 6, and 7 the cap 32 can take many different forms.

In FIG. 5, a uniform gap around the cap is formed concentrically with the piston. In FIG. 6, a gap constantly changing around the cap is formed symmetrically with the piston, meeting only the geometric requirements of the present invention. Other forms are possible.

For example, in Figure 7, the cap divides the gap g into two zones, the width of which varies along the circumferential length around the circumference of the piston or cylinder.

The principles of the invention can be variously modified in the form of caps and gaps to suit various operating conditions of various engine configurations or engines. However, the piston (including cap) and combustion chamber of the present invention described in detail below must satisfy the mathematical relationship related to dimensions and various parameters.

As in the conventional NAHBE type piston, the small diameter portion 36 is formed in the piston 14 between the lower portion of the cap 32 and the upper portion of the upper piston ring groove 22 of the piston skirt 20. This small diameter portion 36 forms an air chamber 38 between the lower side of the cap 32 and the upper side of the piston ring 24. This air chamber 38 is only in communication with the operating chamber 16 through the gap g. Therefore, the air chamber 38 has the radially innermost limit by the small diameter portion 36 and the outermost limit by the cylinder 12 or the virtual cylindrical surface 34, and the radially upper and lower inclined surfaces 40 and 42, the gap. Is fully defined by the length L, the length of the upper piston ring clearance L _R.

In a preferred embodiment of the present invention, the upper inclined surface 40 very close to the operating end of the piston intersects the circumference of the cap 32 at the sharp edge 44 (see FIG. 2), because the air chamber 38 Will be described later with regard to the required dynamic properties of the gas flowing into the operating chamber (16).

Around the cap 32 is a surface 46 having a length L defining the length of the gap, which in a preferred embodiment intersects the working surface of the piston via an inclined slope 48. . The length L and width g of the gap, the volume V _B of the air chamber 38, and the shapes of the inclined surfaces 40 and 42 are very important factors in the present invention.

The volume V _B of the air chamber 38 should also include the volume V _g of the gap. The volume of the gap (V _g ) is the product of the area of the gap (multiplied by the width of the gap and the circumferential length of the piston (see also 5, 6, 7)) and the length (L), the length (L) is the cap Measured by the length of the surface 46. These lengths and volumes are determined by general mathematical principles and need no further explanation.

In addition, as shown in FIG. 1, the volume V _B of the air chamber 38 includes an edge of the uppermost piston ring groove 22 between the piston 14 and the cylinder 12 or the virtual cylindrical surface 34. The volume V _C (FIG. 2) over the length L up to near the edge should also be included, but in the description of the present invention, except where this volume V _C has a particularly significant effect I will ignore it.

In FIG. 2, the upper and lower inclined surfaces 40 and 42 of the air chamber 38 are smooth. In another embodiment shown in FIG. 8, the fins protruding in the radial and axial directions even in the upper inclined surface 40 alone ( 52). This fin assists in heat transfer between the bottom of the cap and the air circulating in the air chamber 38 during engine operation.

Another embodiment of the piston 14 is shown in FIG. 9 where the cap 32 is coupled to the piston body by means of a suitable fastener 56 or brazing or welding as a separate member 54.

The upper and lower inclined surfaces 40 and 42 may be coated with a suitable catalyst material 58 to promote the formation of radicals in the air chamber 38 or to help regulate chemical reactions.

In general, the compression ratio of the engine 10 using a piston similar to the piston 14 is equal to the sum of the volume of the operating chamber 16 and the volume of the air chamber 38 when the piston is at the bottom dead center (BDC). Comparing when in TDC is simply obtained.

The difference between these two volumes is commonly referred to as the clearance volume of the operating room. For convenience, the volume of the air chamber is simply V _B and the ratio of V _B to V _a is called the "equilibrium ratio", which is the theoretical "heat" in which heat is considered to be in equilibrium with the theoretical air cycle. "Heat Balanced Cycle". Additional references on the theoretical thermal equilibrium cycles underlying the present invention are readily available, including the aforementioned references.

A typical engine system utilizing the present invention is schematically illustrated in FIG. 3 for a fuel intake engine and in FIG. 4 for a fuel injection engine.

Each engine includes the pistons shown in FIGS. 1 and 2 and also includes suitable hardware to connect the piston and the output shaft 30 on which the flywheel 60 is mounted.

In FIG. 3, the fuel intake engine includes a mixer intake manifold 62 through which the combustible air fuel mixer is fed to the engine inlet 64 by primary adjustment of the throttle 66.

In a preferred embodiment of the present invention, fuel is applied to the primary air 68 which is supplied to the intake manifold, and also secondary air 70 having an independent control system which will be described later with reference to FIG. .

In FIG. 3, only the primary and secondary air are supplied to the common manifold, but not only a separate manifold but also another apparatus for separating and regulating the supply of primary and secondary air to the engine operation chamber may be used. .

In either case, primary and secondary air (and fuel, if necessary) are first supplied to the operating chamber each time the mixer is supplied to the operating chamber, either with only air or with a very small amount of fuel (not enough to sustain combustion). Proper control of primary and secondary air is to be provided to the fuel-rich mixer together with the secondary air.

Therefore, when compression starts, there is substantially air only near the piston, and all of the fuel of the premixer (the premixer consists of the entire air and fuel in the operating chamber when the intake valve is closed) is present in the operating chamber opposite the piston. As compression of the mixer proceeds, air containing a small amount of fuel moves through the gap g into the air chamber 38 below the piston cap 32 and is heated with compression with the remaining mixer in the operating chamber. .

Due to the shape of the air chamber 38, in particular the upper and lower inclined surfaces 40, 42, the air moving to the air chamber 38 rapidly swirls in the form of an annular vortex at the bottom of the cap 32. (40, 42) and heat transfer works well.

Heat transfer between the moving air and the piston cap (especially the inclined surface 40) is very important because it is the basis for improving the efficiency of the operating cycle according to the present invention as compared to an auto cycle or diesel cycle using a conventional piston. .

Inherently a conventional autocycle or diesel cycle using the same amount of fuel as the heat transfer between the heated cap and the air moving under the cap in the subsequent compression stroke in the preceding combustion / expansion stroke is essentially the same. The overall annual loss is reduced when compared with

Therefore, fin or catalyst coating as shown in FIGS. 8 and 9 as necessary to optimize heat transfer and vortex between the air traveling to the air chamber 38 and the cap 32 at the working end of the piston. Also used.

In general, since a small amount of fuel moves with the air to the air chamber 38, hydrocarbon radical formation reactions occur not only in the operating chamber 16 but also in the air chamber 38. The radical production of hydrocarbon fuels under high temperature and high pressure is a well known phenomenon, for example U.S. Patent 4,317,432. Radical generation and preservation in the air chamber 38 and the effect of the radical on the main reaction in the operating chamber 16 will be described next with reference to FIGS. 12A-12P.

The engine 72 of FIG. 4 uses a similar piston 14 but instead of using the fuel intake system shown in FIG. 3 fuel is injected through the injector 74. The injector 74 injects the high pressure fuel directly into the engine's operating chamber, but may be used as any fuel injection device in place of the injector if it can form an axial stratification of the mixer in the operating chamber at the beginning of the compression stroke. Although indirect injection of fuel into the inlet can provide necessary stratification control, the present invention is not limited to a specific fuel injection system.

In FIG. 4, fuel F is supplied through the injection controller 79 according to the position of the throttle 79 '. 3 and 4 are both connected to an exhaust manifold 82 with an exhaust port 80 for discharging combustion products from the operating chamber 16.

3 shows a spark igniter 84 which causes a combustion reaction in the operating chamber 16, in which a high energy current is periodically generated by the movement of the piston 14. ) To create a spark in the operating chamber (16).

In the embodiment of Fig. 4, it is ignited by compression or spark.

According to the present invention, the air chamber acts as a Helmholtz resonator by using the energy of the shock wave generated by the ignition of the mixer in the combustion chamber. Helmholtz resonators are generally well known and described in detail in the literature.

The classic discussion of Helmholtz resonators applied to combustion chambers of internal combustion engines can be found in US Patent No. 2,573,536, issued to AGBodine, Jr. on October 30, 1951. It is about suppressing or eliminating detonation waves in the combustion process.

10 shows a typical Helmholtz resonator composed of a chamber 90 containing a certain temperature gas and a narrow hole 92 having a length L _N , the opposite end of the hole 92 being shown in FIG. Is in the form of an orifice.

When the air in the hole 92 is excited at an exciting frequency (F) corresponding to the inherent resonance frequency of the gas in the chamber 90, resonance occurs at the Helmholtz resonance frequency in the chamber 90 even if relatively little energy is supplied. maintain.

The diameter, cross-sectional area, length L _N , and volume of the chamber 90 are the variables that determine the resonance condition. However, Helmholtz resonance theory is very common even if the actual shape of the chamber 90 changes.

Thus, the present invention provides an air chamber 38 having the shapes shown in FIGS. 1 and 2 when the piston is in the cylinder, according to the energy of the periodic pressure wave supplied from the operating chamber through the gap g. It is based on the assumption that it behaves like a Holtz resonator 90.

When the elements constituting the Helmholtz resonator are properly selected, the pressure wave energy according to the Helmholtz resonance frequency of the air chamber 38 is applied at a temperature corresponding to the temperature of the air chamber 38, which is shown in the upper part of FIG. The same resonance conditions as the system are created in the air chamber 38. The similarity between the Helmholtz resonator made by the shape of the classical Helmholtz resonator and the piston 14 is shown above and below in FIG.

When calculating the resonance frequency of the Helmholtz resonator 90 or 38, the length of the hole L _N is very important and should be adjusted by an appropriate dimensionless constant according to the shape of the inlet end and the outlet end of the hole 92.

If the inlet is in the shape of a flange, the effective length of the hole will immediately come out, but if the inlet is inclined, as shown at the bottom of FIG. 10, the effective length of the hole will vary. In fact, when the inlet is inclined as shown in the lower part of FIG. 10, the actual hole length is multiplied by the Helmholtz correction coefficient having a value between 0.6 and 0.85 to obtain an effective hole length corresponding to the Helmholtz resonator.

The gist of the present invention is that the periodic shock wave and expansion wave propagated at a speed close to the speed of sound at the temperature in the combustion chamber and the size of the cylinder, the volume of the air chamber, when the mixer is ignited and combusted in order to optimize the efficiency and performance of the piston and operating chamber. It is to find specific relations such as gap width, length and cross-sectional area, combustion temperature.

In addition, in order to apply the present invention to engines of different shapes, it is important to accurately understand the relationship between the sizes and shapes of the pistons, the combustion chambers, the gaps, and the air chambers, and to design them.

As mentioned earlier, the operation of NANBE engines using air chambers in response to combustion wave interactions is well known, but it is not easy to approach actual engines to the theoretical limits of efficiency based on the "thermal equilibrium" theory or the "heat storage" theory. .

The present invention is based on more recent research and can mathematically define the piston shape for a given cylinder diameter, compression ratio, stroke, and fuel to ensure that Helmholtz resonance conditions are met and that the engine's best performance is achieved. .

When the mixer in the operating chamber 16 is ignited, assuming that a shock wave of periodically oscillating frequency F _A propagates in the operating chamber 16 at a speed close to the speed of sound, the air chamber 16 is burned / expanded. Helmholtz resonance occurs between the frequency F _A and the natural frequency F _B of the air chamber 16, like the Helmholtz resonator during the stroke.The cylinder bore, volume V _B , gap G, and clearance of the air chamber 38 The length and the cross-sectional area of have relation shown in the following equation.

Where all units are metric, V _B is the volume of the air chamber 38, S is the cross-sectional area of the gap g, and C is the sound velocity of the air chamber at the temperature at which the compression mixer in the operating chamber is almost naturally ignited (cm / sec). ), L is the length of the gap, K is the Helmholtz dimensionless crystal coefficient with a value between 0.6 and 0.85 to determine the effective length of the gap, depending on the end shape of the gap g, F _B is K / B Hz K is a value between 43,000 and 51,000, B is the inner diameter of the cylinder (or the piston diameter if neglected clearance), and g is 0.01072B + 0.1143 (with an error range of +0.050 cm and -0.025 cm).

If the gap g is not constant along the circumference of the piston, it is assumed to be a constant gap g having a cross-sectional area S. The gap (g) must satisfy the above conditions regardless of shape. If the gap is not symmetrical, the maximum width of the gap should not be larger than the size of the choke (critical pressure ratio) between the air chamber and the operating chamber at least in part of the engine operating cycle, and the cross-sectional area and volume of the gap are within the operating chamber. The requirements of the Helmholtz resonator in accordance with the excitation frequency of F _A must be met.

In particular, the length L of the gap g should be determined so that there is no flame propagation between the operating chamber and the air chamber (assuming that there is a pocket of the combustible mixer in the air chamber, or that the flame front moves through the combustion chamber). First assume that fuel enters the air chamber).

L is calculated according to the conventional flame propagation prevention theory. L is related to the pressure in the combustion chamber and the absolute temperature at the combustion by the following equation.

Where K is a constant, T _A is the fuel combustion temperature in the operating chamber, and P _A is the operating chamber pressure.

It is also assumed in the previous equation for V _B that the maximum dimension of the air chamber and the gap is shorter than 1/4 wavelength of the air chamber 38 resonance frequency in any direction, at the temperature of the air chamber during the combustion / expansion stroke of the engine operating cycle. do.

It is necessary to obtain a suitable wide frequency response between F _A and the resonance conditions of the air chamber. This response is referred to as "Q" and the following equation is used to adjust the dimension that satisfies the equation for the given V _A.

If L, g and S satisfy both equations for V _B and Q, the relationship between the appropriate dimensions according to the present invention is determined and the engine's fuel, compression ratio, appropriate equilibrium ratio for cylinder diameter, shape of gap, The volume of the air chamber is determined.

Another feature of the present invention is that, while properly adjusting the parameters as described above, host resonance occurs in the combustion chamber at the top of the piston operating surface in the latter part of the expansion stroke during the operation cycle, resulting in turbulent mixing in the combustion zone of the operating chamber. To lose. The host resonance of a tube with one end blocked is well known and the fundamental resonance frequency is only related to the speed of sound depending on the length of the tube and the gas temperature in the tube.

According to the present invention, when the piston approaches the bottom dead center, the fundamental gas resonance or harmonic resonance is generated in the operating chamber above the piston by the resonance gas in the air chamber having approximately the frequency F _B. In theory, it can be hosts 0 people occurred in the operating room in a different position of the piston during the expansion stroke, but to even the basics jugong person or harmonic 0 people occur for at least a short time (because of the temperature than the initial combustion temperature low natural frequency F _A than Slightly different frequency).

FIG. 11 shows the principle of host resonance when the piston approaches bottom dead center. The air chamber 38 resonates at or close to the F _B frequency, so that the operating chamber 16 also has a fundamental host resonance frequency of temperature T _A and length L _W as roughly represented by the wave line 94. Resonates with.

In the latter part of the compression stroke of each cycle, heat transfer between the cap 32 and the air in the air chamber 38 is very important. The temperature of the cap is very important because the heat stored in the cap 32 in the preceding cycle greatly affects the overall efficiency of the cycle. Select the material of the cap properly and connect it to the piston body to maintain the desired cap temperature during engine operation.

The temperature of the air chamber 38 must be adjusted with respect to the pressure upon ignition of the fuel so as to match F _B and F _A so that Helmholtz resonance occurs, which is an important factor in the satisfactory operation of the system according to the invention.

Especially in spark ignition engines, the temperature of the air chamber 38 is below the detonation temperature or the knock temperature below the maximum pressure of the operating chamber 16 so that knock is prevented for all operating conditions of the engine. It is important to keep it.

12A to 12P, the following description will be made in detail, but it is preferable in view of the promotion of combustion so that radicals can be generated in the air chamber 38 and moved into the air chamber 38, or existing radicals can be preserved. The temperature of the air chamber 38 should be adjusted to a low level so as not to react with the uncompounded compound.

The present invention contemplates a system for adjusting the air fuel ratio of the mixer supplied to the engine employing the piston and the operating chamber, as well as the appropriate piston and operating chamber type according to the formula described above for the particular engine. In the case of spark ignition engines, the timing of ignition is also adjusted along with the air fuel cost.

For a particular engine, first determine the relationship between air fuel cost, ignition timing, indicated horse power, indicated non fuel consumption rate, engine speed, load, fuel flow rate, and emissions (especially unburned hydrocarbons and carbon monoxide). A test device (not shown) is used to completely map the organ (10 or 72, 3rd or 4th degree).

As shown in Figure 13, a group of engines that represent how carbon monoxide (CO), unburned hydrocarbon (UHC), directed fuel consumption (ISFC), and directed horsepower (IHP) are related to air fuel costs over the entire operating range. A curve is obtained.

Experimental results for all engines employing pistons and operating chambers according to the above equations indicate that the maximum output is achieved when the air fuel ratio is 16: 1 and the most economical when the air fuel ratio is 20: 1.

Therefore, the fuel and air supply system to be used in the engine employing the piston and the combustion chamber of the present invention may initially be able to adjust the air fuel ratio from 16: 1 for maximum power to 20: 1 for maximum economy.

However, under other conditions, there remains a problem of controlling the air fuel cost to obtain the engine's maximum efficiency.

The present invention considers the use of recently researched and developed curves relating to CO, UHC, ISFC, and IHP for air fuel ratios at various engine speeds to achieve maximum efficiency. This curve is called the RQI (operation efficiency index) curve and is calculated mathematically according to the following equation.

This is shown in FIG. 13 and the scale of the longitudinal axis is to the right of the figure.

The RQI curve representing the relationship between the composition of the mixer supplied to the combustion chamber and the material discharged into the exhaust gas is a curve 106 that rapidly reaches a maximum indicating an optimal air fuel ratio for optimal operation of the substrate.

At any speed and load, the engine operates at its maximum real efficiency at its maximum RQI, which does not have to match the maximum theoretical efficiency under the same conditions.

The maximum RQI curve is to find a target that sets the air fuel ratio of the mixer and the proper ignition timing during actual engine operation. Therefore, appropriate controls are needed to adjust the air fuel ratio and ignition timing (in case of spark ignition) so that the mixer configuration is adjusted to achieve maximum RQI under all engine operating conditions.

In the engine mapping process described above, the optimum air fuel mixture ratio and the ignition timing that yields the maximum RQI for each engine revolution (RPM) by the experiment are determined.

Further, according to the present invention, for example, the air fuel ratio of the primary mixer supplied to the intake manifold 62 of the fuel intake engine 10 of FIG. 3 is the most economical air fuel ratio of about the air fuel ratio at the maximum output. It is adjusted to about 2 times and the total air fuel ratio is controlled by the secondary air.

Secondary air to the engine inlet (70 in FIG. 3) is continuously controlled by the control mechanism to allow the engine to operate at optimum RQI under various load and speed conditions.

According to the present invention, a "lean limit control system" for finding a lean limit corresponding to an institution's maximum RQI, for example, in U.S. Patent No. 4,368,707 to Irvin and Michael Leshner The secondary air is controlled using a system as described. This patented system is, of course, essentially intended to find the lowest lean limit in which the engine is not fired without considering the RQI.

However, the system can also be used to properly calibrate an unignited condition on either side of the maximum RQI to find the optimal air fuel ratio for the engine's optimal RQI.

In FIG. 3 the secondary air 70 is controlled by the throttle valve 110, which is the central control of the lean limit control system 114 similar to that described in the aforementioned U.S. Patent No. 4,368,707. It is controlled by the servo motor 112 of the device.

The lean limit control system detects the instantaneous angular velocity of the flywheel 60 by means of a pickup 116 which senses the instantaneous speed of the flywheel 60 passing near the detector to detect the instantaneous output of the engine.

The central controller 114 receives the speed signal of the detector 116 through the transmission line 118 and generates an instantaneous acceleration (or deceleration) signal. The central control unit 114 judges the momentary acceleration or deceleration signal as the momentary output of the engine to give the servo motor 112 a "thin" or "thick" and accordingly the throttle valve 110 Open or closed to create a rich or lean state.

The air fuel ratio by the control system 114 corresponds to the air fuel ratio at the optimum RQI shown in the curve 106 of FIG. In this case, the engine operates at maximum efficiency in terms of operating the engine under optimum equilibrium between the fuel supplied and the required power. Of course, if a misfire is detected by the detector 116, this indicates that the air fuel ratio is inadequate, so that the control system 114 adjusts in response to the required output of the engine.

When the detector 116 detects that the misfire limit has been reached and the control system 114 causes the secondary air servo motor 112 to be adjusted to the air fuel ratio corresponding to the optimal RQI, It is easy to see that the engine is operating at maximum efficiency.

According to the control system 114, the ignition timing controller 120 is installed to control the ignition timing by the distributor, and according to the RPM of the engine detected by the flywheel sensor 116, the maximum RQI as determined in the engine mapping test. Adjust the ignition timing to get

Therefore, in addition to the "lean limit control system" described above, the control system 114 receives a RPM signal of the engine from the flywheel detector 116 and generates a signal for controlling the ignition timing controller 120 through the transmission line 122. May be included.

Even in an engine having a compression ratio of 5: 1 to 9: 1 by natural ignition as in the engine 72 of FIG. 4, the lean limit control system 114 allows the engine to operate in an optimal RQI state. It may be to control the fuel injection control system 79 to adjust the. The amount and timing of the fuel supplied to each cylinder of the fuel injection engine must be very precisely controlled by the control system 114 to accurately provide the air fuel ratio required for the engine to operate in optimal RQI conditions. Of course, the control system 114 must allow fuel to be supplied to the operating chamber 16 so that air that does not contain fuel during the compression stroke does not interfere with the movement of the air chamber 38.

In a preferred embodiment of the present invention, the classical critical pressure ratio at which the choke flow is produced through the orifice between the volume V _B air chamber and the volume V _A operating chamber for at least a portion of the compression stroke is at least at the top of the engine speed range. The gap (g) should be shaped so that If the pressure between the operating chamber 16 and the air chamber 38 is not the same when the mixer is ignited, the engine according to the present invention is an engine having a dynamic variable compression ratio whose compression ratio is determined only by the operating speed of the engine. Increasing the engine speed increases the effective compression ratio and thus the power. If the engine speed drops and no choke flow occurs, the engine operates at a compression ratio lower than the compression ratio of the actual volume expressed as the ratio of the operating chamber volume when the piston is at the top dead center and the operating volume volume at the bottom dead center.

It is desirable to determine the shape of the gap g so that choke flow occurs over the upper 35% of the engine speed range, but this may be varied to suit particular conditions.

When the gap g is not uniform, the pressure of the operating chamber 16 cannot be discharged to the air chamber 38 through the gap g, so that the effective compression ratio increases between the air chamber and the operating chamber in a range above the engine speed at which the effective compression ratio increases. The maximum width of the gap should not be made larger than is required to produce choke flow.

When the exhaust valve opens and the pressure in the operating chamber suddenly decreases, choke flow occurs between the air chamber and the operating chamber.

If the width of the gap is properly selected and the critical pressure ratio is generated through the gap when the exhaust valve is opened, the expansion of the high pressure gas from the air chamber to the working chamber is temporarily delayed and the high temperature and high pressure air and radicals discharged from the air chamber through the exhaust gas are This is preserved.

The degree to which hot air and radicals are preserved, of course, depends on the choke flow conditions and other factors. For example, sharpening the edge 44 of the gap closest to the air chamber 38 ensures the generation of choke flow even for the width of the general gap.

12a to 12p show Helmholtz resonance conditions for periodically pumping air from the air chamber 38 to the operating chamber 16, choke flow conditions between the air chamber and the operating chamber, host resonance, coupled oscillator The operation according to the invention is schematically illustrated, including the radical generation / maintenance which controls and improves the combustion process of the engine.

In FIG. 12A the piston 14 is at the bottom dead center, the intake and exhaust valves are closed, the air containing a small amount of fuel in the operation chamber 16 is near the piston, and the fuel rich mixer is Near the top, the mixer is shown layered axially.

In any case, no fuel or small amount of air is present near the operating end of the piston so that air must move into the air chamber 38 at least at the initial stage of the compression stroke.

Such axial stratification can be accomplished using various mixer controls, including but not limited to dual air supply intake manifolds, mixer intake valves, fuel injection controllers, inlets, and the like, which control the air.

Compression of the mixer proceeds as shown in FIGS. 12B and 12C where the air in the working chamber moves to the air chamber as indicated by arrow 123 in FIG. 12B. As the compression proceeds, the vortex 124 in the air chamber below the cap 32 is formed by the gap g and the shape of the air chamber.

This vortex causes heat transfer between the air entering the air chamber and the lower surface of the cap 32, and after a few cycles, the air chamber and the lower surface of the cap are heated, so that the Helmholtz resonance frequency (F _B ) of the air chamber is Allow the temperature range to match the natural frequency (F _A ) of the operating chamber.

As described above, when the engine has a dynamic variable compression ratio, as the engine approaches the maximum speed, choke flow begins to occur between the air chamber 38 and the operating chamber 16 at some point in the compression stroke.

As the piston gets closer to top dead center, the air temperature in the air chamber 38 is heated to a temperature corresponding to the required Helmholtz resonance frequency F _B and the mixer is ignited (Fig. 12d).

Before the mixer is ignited, the production of radicals in the air chamber 38 proceeds to a degree that is determined by the temperature and pressure of the air chamber and the nature of the fuel burned in the engine. However, it is easy to understand that since only a small amount of fuel is contained in the chamber, the resulting radicals are very small compared to the amount of radicals generated in the chamber in the preceding cycle and entering the chamber.

When the ignition of FIG. 12d starts, the shock wave preceding the flame front does not reach the gap between the operating chamber and the air chamber. Then, as shown in FIG. 12e, if the shock wave caused by the ignition passes through the gap, the heated air in the air chamber is Will resonate with the Helmholtz resonance frequency. Then, the compression wave and the expansion wave interact between the operating chamber and the air chamber, and the air in the air chamber vibrates periodically to participate in the fuel combustion reaction. Of course, the air in the chamber does not move immediately, which adversely affects the combustion process. The air moves through the gap and reacts with the fuel as the flow rate changes over time to match the combustion process.

While the pressure in the operating chamber is increasing and the total average pressure in the operating chamber is higher than the total average pressure in the air chamber, the air moves from the air chamber to the operating chamber by the pumping action. The shock wave reflected from the gap creates a local pressure drop near the gap, causing the air in the Helmholtz resonance to expand from the air chamber into the combustion zone due to the nature of the wave interaction process. will be. It therefore moves continuously throughout the combustion process, which is not only related to the piston being sufficiently moved from the top dead center of the cylinder so that a suitable pressure drop occurs in the operating chamber.

As shown in FIG. 12F, even after the volume of the operating chamber is increased by the movement of the piston, the air chamber resonates with the Helmholtz resonance frequency F _B so that air moves from the air chamber to the operating chamber. It was observed that hot air from the air chamber 38 reacts with the fuel as it expands into the working chamber.

Therefore, air is continuously supplied to the combustion zone due to the interaction between the Helmholtz resonance of the air chamber and the shock / expansion wave near the gap from the ignition moment. According to the present invention, since the combustion time is longer, all fuels in the mixer react to improve the combustion process. As is well known, the oxidation (combustion) of fuels is a chemical reaction that involves breaking down the bonds of hydrocarbon molecules to produce various intermediate compounds with different binding forces. As the oxygen having high energy is supplied to the combustion zone, the combustion time increases, so that unstable compounds that take a long time to react can react. Of course, since the shape of the gap is set so that no flame front passes, the flame front in the combustion chamber never passes through the gap.

In the case of engine ignition, the timing of the ignition is determined by the temperature and pressure in the operating room as is well known.

According to the present invention, the natural ignition process occurs at various points in the operating chamber due to the presence of the radicals supplied from the air chamber by the radicals generated by the inhaled mixer and the Helmholtz resonance.

When the compression ratio is low, the natural ignition is smoother, and the cap is made of a material having a temperature coefficient whose temperature is optimized for the fuel ratio to be combusted and the compression ratio of the engine. This will be described in detail along with the process of adjusting the natural ignition timing.

Figure 12g shows the closed host resonance described above occurring in the operating chamber as the piston approaches bottom dead center. The remaining fuel near the cap continues to react and the cap is further heated by radiant energy.

In Fig. 12h, the exhaust valve is opened and the combustion product begins to be discharged as the pressure in the operating chamber drops.

The remaining oxygen and radicals in the chamber begin to expand through the gap (the expansion takes time if the gap is defined so that a critical choke flow occurs between the chamber and the chamber at this moment) and react with the fuel remaining in the chamber. Reacts with the hydrocarbon compounds present to purge exhaust products.

In the exhaust stroke, unburned hydrocarbons and evaporated lubricating oil are discharged from piston rings and crevices. In typical conventional engines, these compounds increase the concentration of unburned hydrocarbons in the exhaust gas.

In the present invention, the hydrocarbons exiting the ring and the crevice enter the air chamber 38 very close to them (as shown in FIG. 2, the crevice face 50 from the bottom of the air chamber 38 to the first piston ring). The length of the piston ring should be as short as possible to reduce the volume of the gap in the upper part of the piston ring). Unburned hydrocarbons and evaporative lubricating oil that enter the air chamber 38 generate hydrocarbon radicals and are further reacted by the oxygen supplied from the air chamber 38 together with the fuel in the operating chamber 16.

Some of the radicals generated from the gaps remain in the air chamber and then react. As such, the air chamber 38 below the cap 32 serves as a reactor for the fuel molecules discharged from the piston ring and the gap, thereby eliminating or reducing the UHC in the exhaust gas generated therefrom. In most cases, the gap is so narrow that no radicals can be generated, so the air chamber, which is a very close volume V _B , helps greatly in reducing the UHC generated during the exhaust process.

As the exhaust stroke proceeds, the reaction in the air chamber causes the gas in the air chamber to expand and mix, causing the gas in the cylinder above the gap to be accelerated towards the blocked end of the cylinder 12 and thus the piston 14. Reflected toward the surface, severe turbulence in the operating chamber is generated and mixed (Figs. 12i and 12j).

As shown in FIG. 12k, the acceleration of the piston in the middle of the exhaust stroke temporarily changes the direction of flow through the gap, causing the combustion product to enter the air chamber. However, in FIG. 12L, as the exhaust stroke ends, the piston is decelerated, the pressure in the operating chamber is lowered, and the pressure in the air chamber is finally reduced, and the exhaust of the piston gap region is completed.

The gas at the end of the reaction in the air chamber produces various hydrocarbon radicals, which are called "before combustion" radicals for the "after combustion" radicals in the exhaust gases produced during the combustion process.

Of course, the radical before combustion is slightly different from the radical composition after combustion due to cracking of the fuel molecules at low temperature and pressure in the exhaust stroke regardless of the high temperature and high pressure combustion reaction of the fuel mixer. Therefore, in the air chamber 38, the post-combustion radicals generated from the combustion products in the exhaust gas and the pre-combustion radicals generated in the exhaust from the gap are present in a state of a highly reactive mixture with the air.

When the exhaust stroke is complete, the exhaust valve is closed, the intake valve opens (may be properly overlapped, depending on the engine's specific requirements), and the piston moves away from the blocked end of the cylinder and air is sucked back into the operating chamber.

As shown in FIG. 12m, when the piston accelerates downward, the air and radicals in the air chamber move into the operating chamber due to the rapid movement of the piston and the pressure decrease in the operating chamber, and the highly reactive radical mixture in the air chamber is dispersed into the intake air. do.

Since the air temperature in the operating chamber is much lower than the temperature in the air chamber, the hot radicals cool down and the subsequent reaction of the radicals in the air chamber is delayed until it is activated again during the next compression and combustion stroke.

In Fig. 12h the intake stroke of the piston is almost finished but no fuel is supplied into the operating chamber yet.

In FIGS. 12o and 12p fuel is supplied to the inlet of the operating chamber (in the case of a fuel intake engine) so that the mixer is axially layered before the next compression stroke begins. As described above, various methods can be used to axially form the mixer so that no fuel enters the air chamber except for a small amount of fuel.

During the next compression stroke (Fig. 12a) and during ignition (Fig. 12d), the freshly aspirated fuel, the radicals created by compression heating of the freshly aspirated fuel, and the combustion produced by the combustion stroke Post-radical, at the end of the preceding cycle, there is a mixture of pre-combustion radicals generated from the fuel and air discharged from the piston ring and the gap.

Therefore, as shown in FIG. 14, the ignition is promoted by radicals according to well-known principles, thereby lowering the natural ignition pressure / temperature range.

14 shows a typical compression ignition natural ignition zone 128 related to pressure and temperature in the operating chamber 16.

The region 130 is a natural ignition promoting area of the radical which shows the effect of the radical on the natural ignition area. yen. N. N. Seminov has studied in depth. The radical promoting region 130 is sometimes referred to as the "Seminov Peninsula".

Lower left region 132 of region 130 is an area where sparks or other heat sources are needed to cause combustion in a general engine. Therefore, if the pressure in the operating chamber is at least higher than the horizontal portion of the radical natural ignition promotion region 130, it is determined by the temperature of the mixer whether the mixer is spontaneously ignited or ignited with a spark or other heat source.

By controlling the temperature of the mixer by adjusting the amount of secondary air and by adjusting the temperature of the cap 32 below the detonation temperature, the combustion stroke according to the present invention can be controlled so that ignition is started by sparking or natural ignition. Can be.

According to the present invention, the temperature of the mixer in the operating chamber is maintained at a temperature close to the radical natural ignition promoting region by controlling the amount of secondary air supplied to the operating chamber to change the pre-combustion temperature of the mixer. In this way, the temperature of the mixer can be increased or decreased slightly to allow it to enter or exit the natural ignition zone and thus allow the combustion stroke to proceed by sparking or natural ignition.

Of course, it should be noted that even in the case of natural ignition, the cycle at this time is a low compression section (5: 1 to 9: 1) fuel intake cycle.

Even when gasoline is used as fuel, air is supplied from the air chamber to the combustion zone by the Helmholtz resonance through the entire combustion stroke due to the shape of the piston and the combustion chamber, and the combustion time is long, thereby preventing severe detonation or knocking.

It is believed that radicals generated in the operating room (pre-combustion) improve the overall process and allow precise ignition control on either side of the radical acceleration zone.

In the case of the fuel injection type compression ignition engine of FIG. 4, the temperature coefficient and structure of the cap 32 are adjusted so that a cycle naturally ignited in the radical acceleration region 130 can obtain the maximum output when the compression ratio is 5: 1 to 9: 1. The optimum ignition timing can be adjusted by selecting. In other words, the material and structure of the cap should be determined to have a temperature coefficient that can optimize the natural ignition timing for maximum output depending on the engine's fuel and compression ratio.

Although the invention has been described in terms of preferred embodiments only, it should be understood by those skilled in the art that various modifications may be made to the specific structure and process without departing from the spirit of the invention as defined by the appended claims.

Claims (9)

(a) supplying a mixture of air and fuel to the operating chamber for each stroke, (b) allowing each mixer in the operating chamber to be layered so that substantially only air is close to the piston prior to each compression stroke, (c) a portion of the air of the mixer comprising only a small amount of fuel in the compression stroke is located in the piston so as to exchange heat with the operating surface of the piston in close proximity to the operating surface of the piston, Transfer to a Helmholtz air resonance chamber in communication with the operating chamber via a limited clearance orifice, (d) outputting a maximum power at an air fuel ratio of about 16: 1 and performing the most economical combustion at an air fuel ratio of about 20: 1 Initiating the combustion reaction of the fuel in the operating chamber; (e) regulating the temperature of the mixer by adjusting the air fuel ratio of the inhaled mixer; Performing combustion in the operating chamber with adjustment within a range from below to just above the temperature, (f) performing combustion in an air chamber having a volume below

Where unit is metric, V _B is the volume of the resonant air chamber; S is the cross-sectional area of the gap orifice, C is the air velocity (cm / sec) in the resonant air chamber near the approximate natural ignition temperature of the compressed mixer in the operating chamber; L is the axial length of the gap; k is the Helmholtz correction factor between 0.6 and 0.85; g is the transverse width of the gap assumed to be uniform over the circumferential length, and the width of the gap is represented by g = 0.01072B + 0.1143 and the tolerance ranges from +0.050 cm to -0.25 cm; The gap has a maximum actual width that does not exceed the width that produces a choke flow between the air chamber and the operating chamber in at least a portion of the compression stroke during each compression process; F _B is F _B = K / B Hz It is the frequency expressed by the formula; K is a dimensionless number between 43,000 and 51,000, B is the diameter of the operating chamber, and L, V _B , g and S are

Satisfied. (g) exciting the air chamber at the Helmholtz resonance frequency by the combustion shock wave, pumping the heated air from the air chamber to the operating chamber during the combustion / expansion process and transferring it from the air chamber to the operating chamber, (h) burning during the exhaust stroke Transferring the resulting high temperature radicals to the air chamber, (i) feeding the high temperature radicals from the air chamber to the axially layered new intake mixer during the next air intake stroke, (j) c) Compressing the axially layered and radically supplied mixer by the piston during the transfer of a portion of the air, including a small amount of fuel and radicals, into the air chamber according to the preceding combustion / expansion stroke Heating said mixer in the air chamber by heat exchange with a piston operating end that has become hot at (k), following (e) over the next combustion / expansion stroke Pumping the new pre-combustion radicals from the air chamber into the operating chamber and the radicals supplied from the preceding combustion process together with air to carry out the subsequent combustion / expansion stroke, and (l) repeating the preceding steps periodically Performing a radically accelerated combustion reaction of hydrocarbon fuel in the air of a variable volume operating chamber of the internal combustion engine, which constitutes an operating cycle of intake, compression, combustion / expansion and exhaust, characterized by generating a useful output of the engine. Radical accelerated combustion method. The combustion method according to claim 1, wherein the temperature of the mixer at the start of combustion is within a range of the radical accelerated natural ignition temperature, and an operation cycle is performed at a compression ratio of 5 to 9: 1. 2. The piston of claim 1 wherein the piston comprises oil and a compression seal ring in a groove disposed close to the bottom of the air chamber to form a clearance of the piston, and the air heated from the clearance during the exhaust stroke of vaporized oil and unreacted fuel. Discharging to the chamber and maintaining at least a portion of the radical formed in the air chamber as a result of the discharge at least until the next intake of air. The method of claim 1, wherein combustion is initiated at an air-to-fuel ratio that yields the best RQI. 2. The engine according to claim 1, wherein a compression process is caused to cause choke flow in the gap between the air chamber and the operating chamber during the upper 35% of the operating speed range of the engine, thereby effectively increasing the compression ratio of the engine when operated in its upper speed range. Combustion method further comprising the step of. 2. The method of claim 1, comprising performing an exhaust stroke while inducing choke flow between the air chamber and the operating chamber during at least a portion of the exhaust stroke when the pressure in the operating chamber drops below the pressure of the air chamber. Combustion method. 2. A method according to claim 1, comprising causing closed host resonance in the operating chamber while the operating chamber is between its minimum volume and maximum volume. (a) supplying a mixture of air and fuel to the operating chamber for each stroke, (b) allowing each mixer in the operating chamber to be layered so that substantially only air is close to the piston prior to each compression stroke, (c) a portion of the air of the mixer, which contains a small amount of fuel (i.e., an insufficient amount of fuel to form a mixer capable of sustaining combustion) during the compression stroke, with the operating surface of the piston in close proximity to the operating surface of the piston; Transfer to a Helmholtz air resonance chamber located in the piston for heat exchange and in communication with the operating chamber through a limited clearance orifice located around the operating end of the piston, (d) the piston cap being the fuel used to form the mixer It has a thermal coefficient that generates the cap operating temperature for maximum output during the operating cycle, and a radical promoted natural ignition temperature range with a compression ratio of 5 to 9: Initiating combustion in the operating chamber by spontaneous ignition of the mixer at temperature, (e) performing combustion in an air chamber having a volume below

Where unit is metric, V _B is the volume of the resonant air chamber; S is the cross-sectional area of the gap orifice, C is the air velocity (cm / sec) in the resonant air chamber near the approximate natural ignition temperature of the compressed mixer in the operating chamber; L is the axial length of the gap; k is the Helmholtz correction factor between 0.6 and 0.85; g is the transverse width of the gap assumed to be uniform over the circumferential length, and the width of the gap is represented by g = 0.01072B + 0.1143 and the tolerance ranges from +0.050 cm to -0.25 cm; The gap has a maximum actual width that does not exceed the width that produces a choke flow between the air chamber and the operating chamber in at least a portion of the compression stroke during each compression process; F _B is the frequency expressed by the formula F _B = K / B Hz; K is a dimensionless number between 43,000 and 51,000, B is the diameter of the operating chamber, and L, V _B , g and S are

Satisfied. (f) exciting the air chamber to the Helmholtz resonance frequency by the combustion shock wave to pump the heated air from the air chamber to the operating chamber during the combustion / expansion process, and (g) during the exhaust stroke Transferring the hot radicals resulting from the combustion to the air chamber, (h) feeding the hot radicals from the air chamber to the axially layered new intake mixer during the next air intake stroke, and (i) Compressing the axially layered and radically supplied mixer by means of a piston during the transfer of a portion of the air, including a small amount of fuel and radicals, to the air chamber according to (c), and leading to the next combustion / expansion stroke Heating the mixer in the air chamber by heat exchange with a piston actuated end that has become hot at a time, (j) over the next combustion / expansion stroke (f) Pumping the new pre-combustion radicals from the air chamber into the operating chamber and the radicals supplied from the preceding combustion process together with air to carry out the subsequent combustion / expansion stroke, and (k) repeating the preceding steps periodically Generating a useful output of the engine, thereby generating a radically accelerated combustion reaction of hydrocarbon fuel in the air of the variable volume operating chamber of the internal combustion engine constituting the engine operation cycle of intake, compression, combustion / expansion and exhaust. Radical accelerated combustion method performed. 9. The piston of claim 8, wherein the piston comprises oil and a compression seal ring in a groove disposed close to the bottom of the air chamber to form a clearance of the piston, wherein the vaporized oil and unreacted fuel are heated from the clearance during the exhaust stroke. Discharging to the air chamber and maintaining at least a portion of the radical formed in the air chamber as a result of the discharge at least until the next intake.

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