SU910129A3 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
SU910129A3
SU910129A3 SU762386540A SU2386540A SU910129A3 SU 910129 A3 SU910129 A3 SU 910129A3 SU 762386540 A SU762386540 A SU 762386540A SU 2386540 A SU2386540 A SU 2386540A SU 910129 A3 SU910129 A3 SU 910129A3
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SU
USSR - Soviet Union
Prior art keywords
auxiliary
combustion chamber
air
valve
inlet
Prior art date
Application number
SU762386540A
Other languages
Russian (ru)
Inventor
Накамура Хироказу
Охиное Цунео
Хори Хендзи
Киета Юхико
Наканами Тацуро
Цукамото Ютака
Акисино Кацуо
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Мицубиси Дзидося Когио Кабусики Кайся (Фирма)
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Publication of SU910129A3 publication Critical patent/SU910129A3/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/003—Particular shape of air intake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
    • F02B31/04—Modifying induction systems for imparting a rotation to the charge in the cylinder by means within the induction channel, e.g. deflectors
    • F02B31/06—Movable means, e.g. butterfly valves
    • F02B31/08—Movable means, e.g. butterfly valves having multiple air inlets, i.e. having main and auxiliary intake passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/12—Engines characterised by precombustion chambers with positive ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/08—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including exhaust gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/20—SOHC [Single overhead camshaft]
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
    • Y02P60/00—Technologies relating to agriculture, livestock or agroalimentary industries
    • Y02P60/14—Measures for saving energy, e.g. in green houses
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Abstract

In an internal combustion engine, an injection hole is provided in the cylinder head to inject narrow streams of air towards the spark gap, particularly during idling and lowload running conditions. The injected air is 5 to 30% by weight of the intake fuel-air mixture provided via the intake manifold and creates a swirl or turbulence thereby increasing combustibility. The hole is connected via a sub-intake passage to the main air intake passage upstream of the venturi in the carburetor or between the venturi and throttle valve.

Description

(54) ДВИГАТЕ.ПЬ ВНУТРЕННЕГО СГОРАНИЯ(54) MOVATE.P. INNER COMBUSTION

Изобретение относитс  к машиностроениюГ а именно двигателестроению, в частности к выполнению двигателей внутренного сгорани  с улучшенными рабочими процессами.The invention relates to mechanical engineering, namely engine building, in particular, to the implementation of internal combustion engines with improved working processes.

Известны двигатели внутреннего сгорани , содержащие камеру сгорани , имеющую всасывающее и выхлопное отверсти , главный впускной канал дл  подачи во всасывающее отверстне топливо-воздущной смеси, подключенный О к устройству дл  приготовлени  зар да и снабженный дроссельной заслонкой, свечу зажигани , установленную на резьбе в головке цилиндров и имеющую искровой промежуток, размещенный внутри камеры в определенном 15 положении. В стенке головки цилиндров размещено инжекторное отверстие, подключенное к вспомогательному впускному каналу, св занному с источником газа и снабженному вспомогательным впускным клапаном, разме- 20 щенным во вспомогательном впускном, канале , расположенном в головке цилиндров, причем впускной клапан св зан с приводным механизмом дл  открыти  вспомогательного клапана во врем  такта всасывани  (1 .25Internal combustion engines are known that contain a combustion chamber having suction and exhaust openings, a main inlet for supplying fuel-air mixture to the suction inlet, O connected to the device for preparing the charge and equipped with a throttle valve, a spark plug mounted on the threads in the cylinder head and having a spark gap placed inside the chamber in a certain 15 position. An injection port is located in the cylinder head wall and is connected to an auxiliary inlet duct connected to a gas source and equipped with an auxiliary inlet valve 20 located in the auxiliary inlet duct located in the cylinder head, the inlet valve connected to the drive mechanism for opening auxiliary valve during the suction stroke (1 .25

Неоптимальное рассто ние между инжекторным , отверстием и электродами свечи зажигани  приводит к нестабильной работе двигател  в св зи с несвоевременным воспламенением.The non-optimal distance between the injector, the bore and the spark plug electrodes leads to unstable engine operation due to untimely ignition.

Цель изобретени  состоит в том, чтобы повысить топливную экономичность и снизить токсичность выхлопных газов.The purpose of the invention is to improve fuel efficiency and reduce exhaust emissions.

Поставленна  цель достигаетс  тем, что инжекторное отверстие обращено к иск|ровому промежутку или к зоне, наход щейс  в непосредственной близости от искрового про . межутка.The goal is achieved by the fact that the injection hole is facing the spark gap or to the zone located in the immediate vicinity of the spark pro. mezhutka.

На фиг. 1 показан двигатель внутреннего сгорани  в варианте использовани  в качестве источника газа карбюратора, поперечный разрез; на фиг. 2 - сечение А-А на фиг. 1; на фиг. 3 - двигатель внутреннего сгорани  в варианте использовани  в качестве источника газа воздуха или выхлопных газов, поперечный разрез; на фиг. 4 - двигатель в варианте использовани  в качестве источника газа выхлопных газов, поперечный разрез.FIG. 1 shows an internal combustion engine in an embodiment using a carburetor gas source, cross section; in fig. 2 is a section A-A in FIG. one; in fig. 3 - internal combustion engine in use case as a source of air gas or exhaust gas, cross section; in fig. 4 shows the engine as an exhaust gas source, cross section.

Claims (2)

Двигатель внутреннего сгорани  содержит камеру 1 сгорани , ограниченную поверхност ми цилиндра 2, его головки 3, днищем 4 поршн  5 и снабженную всасывающим 6 и вы хлопным 7 отверсти ми. Всасывающее отверстие 6 подключено через главный впускной канал 8 с размещенной в нем дроссельной заслонкой 9 к устройству 10 дл  приготовлени  зар да, сообщенному с воздухоочистителем 11. В камере 1 сгорани  выполнена свеча 12 зажигани , установленна  в головке 3 цилиндров 2. и снабженна  электродами 13 с искровым промежутком 14 между ними и инжекторное отверстие 15, размещенное в . стенке гоЛовки 3 цилиндров The internal combustion engine comprises a combustion chamber 1, bounded by the surfaces of cylinder 2, its head 3, the bottom 4 of the piston 5, and provided with a suction 6 and 7 exhaust holes. The suction inlet 6 is connected through the main inlet channel 8 with the throttle valve 9 placed in it to the device 10 for preparing a charge, communicated with the air cleaner 11. In the combustion chamber 1, a spark plug 12 is installed in the cylinder 3 of the cylinder 2. and provided with electrodes for 13 seconds the spark gap 14 between them and the injection hole 15, placed in. wall cylinder heads 3 cylinders 2. Инжекторное отверстие 15 подключено к расположенному в головке цилиндров 2 вспомогательному впускному каналу 16, св занному через вспомогатёльнмй впускной клапан 17 с источником 18 газа. Вспомогательный впускной клапан 17 выполнен в виде поршн  и св зан с приводным механизмом 19. Инжекторное отверстие 15 обращено к искровому промежутку 14 или к зоне, наход щейс  в непосредственной близости от искрового промежутка. Вспомогательный впускной канал вьшолнен в головке 3 цилиндров 2 предпочтительно под углом 30-60° относительно поверхности днища 4 поршн  5. Главный впускной клапан (не показан ) и вспомогательный клапан 17 привод тс  в действие с помощью приводного ме1ханизма 19, общего дл  этих клапанов. Двигатель работает следующим образом. Основна  часть воздуха, всасываемого через воздухоочиститель 11 в главный впускной канал 8, смешиваетс  с топливом в устройстве 10 дл  приготовлени  зар да и полуюнна  горюча  смесь поступает через главный впускной канал 8 и всасывающее отверстие 6 в камеру 1 сгорани . Часть воздуха, поступающего в главный впускной канал 8, проходит по вспомогательному впускному каналу 16 и через инжекторное отверстие 15 поступает в камеру 1 сгорани . Количество воздуха, проход щего через инжекторное отверстие 15,, и сила этого воздуха зависит от величины отверсти  и определ етс  степенью открыти  дроссельной заслонки 9, т. е. определено нагрузкой двигател . В частности , когда двигатель работает на холостом ходу или при небольщой нагрузке и дроссельна  заслонка 9 открыта на небольшое рассто ние , количество горючей смеси, поступающей по главному впускному каналу 8 в каме ру сгорани , не велико и в камере сгорани  во врем  такта всасывани  создаетс  высокий вакуум. Источник 18 газа, подлежащего подаче во вспомогательный вьшускной канал 17, может быть предпочтительно воздух, но может быть и топливовозд 1лна  смесь или же выхлопные газы двигател . В случае, когда таким газом  вл етс  воздух , в качестве источника 18 газа служит атмосфера, в случае подачи горючей смеси, подход щим дл  этого средством  вл етс  карбюратор, а в случае подачи выхлопных газов источником 18 газа служит выхлопной трубопровод двигател . Благодар  перепаду давлени  между главным впускным каналом 8 и камерой 1 сгорани  создаетс  мощное ви:хревое давление воздуха, поступающего в камеру 1 сгорани  через вспомогательный впускной канал 16, а, следовательно, и турбулизацию зар да горючей смеси. Поскольку подаваемый в камеру 1 сгорани  воздух проходит вблизи искрового промежутка 14 свечи 12 зажигани , он продувает этот промежуток между электродами от газов, мешающих искрообрдзованию. Предлагаема  конструкци  двигател  внутреннего сгорани  позвол ет повысить топлив- ную экономичность и снизить токсичность выхлопных газов, причем возможность пропуска зажигани  значительно сокращаетс . Формула изобретени  Двигатель внутреннего сгорани , содержащий камеру сгорани , имеющую всасывающее и выхлопное отверсти , главный впускной канал дл  подачи во всасывающее отверстие топливовоздушной смеси, подключенный к устройству дл  приготовлени  зар да и снабженный дроссельной заслонкой, свечу зажигани , установленную на резьбе в головке цилиндров и имеющую искровой промежуток, размещенный внутри камеры сгорани  в определенном положении , и инжекторное отверстие,, размещенное в стенке головки цилиндров и подключенное к вспомогательному впускному каналу, св занному с источником газа и снабженному вспомогательным. впускным клапаном, размещенным во вспомогательном впускном канале , расположенном в головке цилиндров, причем впускной клапан св зан с приводным механизмом дл  открыти  вспомогательного клапана во врем  такта всасывани , отличающийс  тем, что, с целью повышени  топливной экономичности и снижени  токсичности выхлопных газов, инжекторное отверстие обращено к искровому промежутку или к зоне , наход щейс  в непбсредственной близости от искрового промежутка. Источники информации, прин тые во внимание при экспертизе 1. Патент Японии № 47-24041, кл. 51 В 2, опублик. 1972.,2. The injector port 15 is connected to an auxiliary inlet channel 16 located in the cylinder head 2, which is connected via an auxiliary inlet valve 17 to a gas source 18 via an auxiliary inlet valve 17. The auxiliary inlet valve 17 is in the form of a piston and is connected to the drive mechanism 19. The injection hole 15 faces the spark gap 14 or the zone in the immediate vicinity of the spark gap. The auxiliary intake passage is formed in the cylinder head 3 of the cylinder 2, preferably at an angle of 30-60 ° relative to the surface of the piston 4 bottom 4. The main intake valve (not shown) and the auxiliary valve 17 are actuated by means of a drive mechanism 19 common to these valves. The engine works as follows. The main part of the air sucked through the air cleaner 11 into the main inlet 8 is mixed with fuel in the charge preparation device 10, and the half-combustible combustible mixture flows through the main inlet 8 and the suction inlet 6 into the combustion chamber 1. Part of the air entering the main inlet channel 8 passes through the auxiliary inlet channel 16 and through the injection hole 15 enters the combustion chamber 1. The amount of air passing through the injection hole 15 ,, and the strength of this air depends on the size of the hole and is determined by the degree of opening of the throttle valve 9, i.e. determined by the engine load. In particular, when the engine is idling or under light load and the throttle valve 9 is open for a short distance, the amount of combustible mixture entering the main intake channel 8 in the combustion chamber is not large and in the combustion chamber during the suction stroke a high vacuum. The source 18 of the gas to be supplied to the auxiliary outlet channel 17 may preferably be air, but it may also be the fuel liter of the mixture or the exhaust gases of the engine. In the case when air is such a gas, an atmosphere serves as a source of gas 18, in the case of supplying a combustible mixture, a carburetor is a suitable means for this, and in the case of an exhaust gas supply 18 a source of gas 18 serves as an engine exhaust pipe. Due to the pressure differential between the main inlet channel 8 and the combustion chamber 1, a powerful pressure is created: the chyreous pressure of the air entering the combustion chamber 1 through the auxiliary intake channel 16, and, consequently, the turbulization of the charge of the combustible mixture. Since the air supplied to the combustion chamber 1 passes in the vicinity of the spark gap 14 of the ignition plug 12, it blows this gap between the electrodes from gases that interfere with sparking. The proposed design of an internal combustion engine improves fuel economy and reduces exhaust emissions, and the possibility of misfire is significantly reduced. DETAILED DESCRIPTION An internal combustion engine comprising a combustion chamber having suction and exhaust openings, a main inlet for supplying the fuel-air mixture to the suction inlet, connected to the charge preparation device and equipped with a throttle valve, a spark plug mounted on the threads in the cylinder head and having a spark gap placed inside the combustion chamber in a certain position, and an injection hole, placed in the wall of the cylinder head and connected to The main inlet duct connected to the gas source and provided with an auxiliary one. an intake valve disposed in an auxiliary intake port located in the cylinder head, the intake valve being associated with a drive mechanism for opening the auxiliary valve during a suction stroke, characterized in that, in order to improve fuel efficiency and reduce exhaust emissions, the injection port is reversed to the spark gap or to the zone located close to the spark gap. Sources of information taken into account during the examination 1. Japan patent No. 47-24041, cl. 51 In 2, pub. 1972.,
SU762386540A 1976-04-02 1976-07-30 Internal combustion engine SU910129A3 (en)

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JP51037439A JPS5838612B2 (en) 1976-04-02 1976-04-02 internal combustion engine

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SU910129A3 true SU910129A3 (en) 1982-02-28

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SU772504486A SU976858A3 (en) 1976-04-02 1977-07-18 Internal combustion engine

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JP (1) JPS5838612B2 (en)
AU (1) AU501307B2 (en)
BE (1) BE844719A (en)
BR (1) BR7604987A (en)
CA (1) CA1055337A (en)
DE (1) DE2634334C2 (en)
ES (1) ES450839A1 (en)
FR (1) FR2346559A1 (en)
GB (2) GB1549969A (en)
IT (1) IT1073404B (en)
MX (1) MX3669E (en)
NL (1) NL178995C (en)
PL (1) PL118483B1 (en)
SE (1) SE435949B (en)
SU (2) SU910129A3 (en)
ZA (1) ZA764372B (en)

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FR89404E (en) * 1964-12-23 1967-06-23 Inst Francais Du Petrole Process for the combustion of lean mixtures in spark ignition engines
FR1464586A (en) * 1965-03-27 1967-01-06 Inst Francais Du Petrole Process allowing the combustion of globally lean mixtures in positive-ignition engines and devices for its implementation
US3359958A (en) * 1966-08-29 1967-12-26 Seggern Ernest A Von Excess air cycle engine and air supply means and method of operating same
FR1560334A (en) * 1967-12-04 1969-03-21
FR1558434A (en) * 1967-12-14 1969-02-28
FR1576335A (en) * 1968-04-19 1969-07-25
FR2219689A5 (en) * 1973-02-22 1974-09-20 Snecma
FR2236378A5 (en) * 1973-07-06 1975-01-31 Peugeot & Renault

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2727952C1 (en) * 2019-12-09 2020-07-27 Андрей Сергеевич Космодамианский Internal combustion engine

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BR7604987A (en) 1978-02-14
SE435949B (en) 1984-10-29
NL7608366A (en) 1977-10-04
SE7608595L (en) 1977-10-03
GB1549969A (en) 1979-08-08
GB1549387A (en) 1979-08-08
CA1055337A (en) 1979-05-29
AU501307B2 (en) 1979-06-14
DE2634334A1 (en) 1977-10-27
SU976858A3 (en) 1982-11-23
NL178995C (en) 1986-06-16
ES450839A1 (en) 1977-08-16
FR2346559A1 (en) 1977-10-28
IT1073404B (en) 1985-04-17
AU1610676A (en) 1978-01-26
JPS52121104A (en) 1977-10-12
BE844719A (en) 1976-11-16
DE2634334C2 (en) 1984-02-02
FR2346559B1 (en) 1982-07-16
NL178995B (en) 1986-01-16
MX3669E (en) 1981-04-20
JPS5838612B2 (en) 1983-08-24
PL118483B1 (en) 1981-10-31
ZA764372B (en) 1977-07-27

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