TW201842270A - Improved systems and methods of compression ignition engines - Google Patents

Abstract

Apparatuses, systems and method for utilizing multi-zoned combustion chambers (and/or multiple combustion chambers) for achieving compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in an internal combustion engine are provided. In addition, improved apparatuses, systems and methods for achieving and/or controlling compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in a "Siamese cylinder" internal combustion engine are provided.

Description

   Improved system and method for compression ignition engine   

Cross-reference to related applications

This application is based on 35 USC119 (e) regulations claiming that the US Patent Provisional Patent Application No. 62 / 483,191 filed on April 7, 2017 and the US Patent Provisional Patent Application filed on April 26, 2017 Application No. 62 / 490,056 and the same application filed on May 2, 2017 U.S. Provisional Patent Application No. 62 / 500,475 and the same application filed on September 5, 2017 U.S. Provisional Patent Application No. 62 US Patent No. / 554,429 and the same application filed on February 6, 2018 have priority in U.S. Provisional Patent Application No. 62 / 627,029, the entire disclosure of which is incorporated herein by reference.

This application is also incorporated by reference and has the full text of US Non-Provisional Patent Application No. 15 / 400,813 filed on January 6, 2017.

The inventive concepts generally relate to devices, systems, and methods for achieving compression ignition (and / or spark-assisted or fuel-assisted compression ignition) in internal combustion engines. More specifically, the inventive concept relates to the use of a multi-zone combustion chamber (and / or multiple combustion chambers) for achieving compression ignition (and / or spark assisted or fuel assisted compression ignition) in an internal combustion engine. Improved equipment, systems and methods. In addition, the inventive concept relates to improved equipment, systems, and methods for achieving and / or controlling compression ignition (and / or spark-assisted or fuel-assisted compression ignition) in internal combustion engines including "Siam "Siamese cylinder" internal combustion engine.

In fact, since the invention of the internal combustion engine, people have been trying to increase efficiency and reduce emissions. Two common categories of internal combustion engines are spark ignition and compression ignition (as used herein, the phrase "compression ignition" includes, but is not necessarily limited to: diesel / layered charge compression ignition (SCCI), homogeneous charge compression ignition (HCCI) , Homogeneous Compression Ignition (HCI), Homogeneous Charged Spark Ignition (HCSI), Gas Direct Compression Ignition (GDCI), Diesel and other fuels, and fuel blends that are vaporized and / or injected into different types of fuels and fuel blends Compression ignition, spark assisted ignition, fuel assisted ignition, etc.).

Spark-ignition engines utilize sparks from spark plugs to initiate a combustion process of the air-fuel mixture in the combustion chamber of the engine. In contrast, compression-ignition engines use the temperature and density of the air-fuel mixture in the combustion chamber to automatically initiate the combustion process. Spark-ignition engines typically have much lower efficiencies than compression-ignition engines. Because the flame propagates from the ignition point (i.e., the spark), it can cause incomplete combustion. In a compression-ignition engine, there is no flame front. Instead, because the combustion system starts due to an increase in pressure, ignition is uniform and / or occurs in multiple locations within the combustion chamber, resulting in almost the entire air-fuel mixture. Simultaneous / immediate ignition and result in more complete combustion. Considering the timing of fuel injection (usually direct injection to control the combustion cycle) into the combustion chamber, the conventional compression ignition engine must be carefully designed to provide combustion just before the top dead center, to avoid combustion occurring too early. In case of catastrophic damage to the engine.

Due to the almost instantaneous ignition of the entire air-fuel mixture in the combustion chamber of a compression-ignition engine, a large amount of pressure is suddenly generated in the combustion chamber, which is more gradual as the flame spreads through the combustion chamber of the spark-ignition engine The increase in pressure is the opposite. In a Homogeneous Charge Compression Ignition (HCCI) engine, this immediate pressure increase is particularly high. Therefore, engine manufacturers have been required to carefully control compression-ignition engines so that ignition occurs when the piston of the engine is at top dead center or is moving downward from top dead center. Otherwise, if the ignition occurs before the piston reaches the top dead center, it will lead to catastrophic engine failure (ie, including, but not limited to, bending of the piston rod, collapse of the skirt, ejection of the cover gasket, etc.). However, these precise control requirements require extremely stringent design parameters that limit the compression ratio and / or operating temperature of these engines. Excessive compression ratios may cause auto-ignition before top dead center. However, reducing the compression ratio will increase the temperature required to achieve auto-ignition, making it difficult for the engine to run in cold and warm environments.

US Patent No. 6,557,520 to Roberts, Jr., the entire disclosure of which is incorporated herein by reference, discloses a multi-zone combustion chamber and method for combustion control in a compression ignition engine, which helps control in a compression ignition engine The resulting immediate combustion pressure rose sharply. Roberts, Jr. physically isolates the combustion chamber into multiple smaller sealed chambers (e.g., primary and at least secondary chambers, and possibly three or more subsequent chambers) through the stepped design of the piston and cylinder head. Specifically, referring to FIG. 1, Roberts, Jr. discloses a cup-shaped piston 140 having a central recess 141 partially surrounded by a circumferential convex wall 142 of the piston. The cylinder head 132 of Roberts, Jr. is configured to fit the cup shape of the piston, and has a central convex portion 133 surrounded by a circumferential concave portion 134. The central concave portion 141 of the piston is adapted to slidably accommodate the central convex portion 133 of the head, and the circumferential convex wall 142 is adapted to be slidably accommodated between the piston cylinder 130 and the central convex portion 133 and the concave portion 134. 2 to 8 illustrate a multi-stage sequence of the internal combustion process of the engine of Roberts, Jr., in which combustion is initiated in the primary chamber 143 and retarded in the secondary chamber 144.

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

FIG. 3 illustrates a second later stage in the compression stroke of the combustion chamber 146. This stage illustrates the initiation of a chemical reaction in the unburned fuel / air masses 150, 151 in the primary chamber 143 and the secondary chamber 144 due to compression heating. At this stage, due to the design and movement of the piston and the design of the combustion chamber, the combustion chamber 146 is separated into two separate combustion chambers (primary chamber 143 and secondary chamber 144).

FIG. 4 illustrates a third stage in which the fuel / air mass 150 trapped in the primary chamber 143 undergoes a compression ignition procedure. When compression ignition is performed, rapid combustion of the fuel / air mass 150 occurs in the primary chamber 143. The size of the primary chamber 143 adjusts the amount of energy trapped in the primary chamber 143, so that when the fuel / air mass 150 is ignited, the pressure and temperature achieved can be controlled by design. The pressure required to ignite the fuel / air mass 150 varies with thermodynamic interactions. The primary chamber 143 and the secondary chamber 144 have different compression and / or pressure ratios, so that the fuel / air mass 151 in the secondary chamber 144 will not be automatically ignited due to compression from the piston.

FIG. 5 illustrates the fourth stage, in which the compression ignition procedure is performed to the rapid combustion procedure in the primary chamber 143. Since the primary chamber 143 is used as the ignition control for the secondary chamber 144, the timing after TDC is not necessary.

FIG. 6 illustrates a fifth stage in which the fuel / air mass 150 has been converted into a high-pressure high-temperature combustion gas 150A in the primary chamber 143. In Roberts, Jr., a fifth stage occurs after TDC, at which time the piston 140 is moving in the direction of the downstroke 44. In this fifth stage, the combustion gas 150A continues to expand and remains isolated from the remaining fuel / air mass 151 (or remaining combustible gas) in the secondary chamber 144.

FIG. 7 illustrates a sixth stage in which the piston 140 has moved to a predetermined position where the isolation of the primary chamber 143 and the secondary chamber 144 is eliminated. A sixth phase occurs after TDC, at which time the piston continues to move in the direction of the downstroke 44. In this stage, the combustion of the remaining fuel / air mass 151 in the secondary chamber 144 is initiated. FIG. 7 shows that the combustion gas 150A from the primary chamber 143 is in thermodynamic communication with the remaining fuel / air mass 151 of the secondary chamber 144 and is caused to be converted into the remaining combustion gas 151A. After the primary chamber 143 and the secondary chamber 144 have been de-isolated and the combustion gas 150A of the primary chamber 143 is allowed to communicate with the secondary chamber 144, the thermodynamic state of the combustion gas 150A in the primary chamber 143 and the primary chamber 143 is used as the secondary chamber. Ignition source of remaining fuel / air mass 151 in 144.

FIG. 8 illustrates a seventh stage in which all remaining fuel / air masses 151 of the secondary chamber 144 have been ignited and converted into combustion gas 151A. The ignition of the secondary chamber can be by compression ignition, direct flame contact, or a combination thereof.

Roberts, Jr.'s multi-stage combustion process allows the combustion process to be initiated by the compression caused by the piston, without the need to precisely control the reaction to ensure that the reaction occurs when the piston is at or past the top dead center. Instead, the isolation of the combustion chamber allows the piston to cause auto-ignition only in the primary chamber, which has a higher compression and / or pressure ratio than the secondary chamber. The relatively small volume of the primary combustion chamber reduces the downward force on the piston, thereby reducing the risk of engine damage even when the piston is on its upstroke. Remaining combustion does not occur until the piston is on its downstroke, and the seals / barriers (generated by the piston and head shape) between the primary and secondary combustion chambers are removed.

Despite the many benefits provided by the multi-stage combustion process, Roberts Jr.'s equipment and methods also have several disadvantages. For example, the design of the central recess 141 of the piston and the circumferential recess 134 of the head create a trap volume area in which it is difficult to obtain a homogeneous air-fuel mixture (as used in the following, meaning exhaust , Exhaust gas recirculation (EGR), intake air and fuel are all mixed in a homogeneous manner). This can significantly reduce engine performance and efficiency. In addition, the central recess 141 of the piston lowers the position of the elbow pin that connects the piston to the rod. This design increases the likelihood of engine failure due to reduced control of piston carrier rocking / piston impact and reduced strength at significant stress areas on the piston. In addition, the solid seal created between the primary and secondary combustion chambers (tertiary combustion chambers, etc.) increases the difficulty of generating a homogeneous air-fuel mixture, making it difficult to control engine knock. Therefore, it would be beneficial to provide a system and method for achieving multi-stage compression ignition, which reduces the trapped volume, thereby reducing engine knock and / or reducing the possibility of engine failure, in order to reduce RPM, temperature, and / or multiple loads. Compression ignition can be controlled over a wide range (with and without boost-such as boost, turbo, etc.).

In addition, it is difficult or impossible to control the use of compression ignition in a "Siam Cylinder" engine. The "Siamese cylinder" engine is a multi-cylinder engine, where the engine cylinder is configured so that it has no passage in the cylinder wall between adjacent cylinders to circulate water or other coolant. This configuration is typically used when an engine block with a limited size is required or when the stability of cylinder bores is of concern, such as in a racing engine. The lack of coolant can cause hot spots near where the cylinders intersect each other, which makes it difficult to control compression ignition. Therefore, it would be beneficial to provide equipment, systems, and methods for achieving and / or controlling compression ignition (including spark assisted and / or fuel assisted compression ignition) in a "Siamese cylinder" internal combustion engine.

The inventive concept includes equipment, systems, and methods for performing multiple stages of compression ignition in a manner similar to that described in Roberts, Jr., while also reducing / minimizing / eliminating trapped volumes and carbon deposits. , Reduce engine knock, and / or reduce the possibility of engine failure inherent in Roberts, Jr.'s design, and provide compression ignition control (with and without application) over a wide range of RPM, temperature, and / or multiple loads Boost of any kind of intake air). The inventive concept includes a stepped piston that includes a generally central convex portion (or multiple convex portions) that cooperates with a central concave portion (or multiple concave portions) in the cylinder head to integrate the combustion chamber of the engine. Physically segregated into multiple smaller chambers (e.g., primary and at least secondary chambers, and possibly tertiary or more subsequent chambers). In some specific examples, although the stepped piston physically isolates the combustion chamber into multiple chambers, the individual chambers are not physically sealed from each other, allowing fluid communication between the individual chambers. In some of these specific examples, the fluid communication between the combustion chambers is controlled via a multi-stage dynamic compression ignition combustion program in which the primary combustion chamber / ignition source and the secondary combustion chamber / ignition source (and three Stage combustion chamber / ignition source, etc.) there is constant fluid communication. In these specific examples, a multi-stage dynamic program assists in producing a homogeneous air-fuel mixture and slows the ignition to allow the piston to move past the top dead center before full ignition occurs (e.g., throughout the entire combustion chamber, including primary, secondary, etc. ).

It should be understood that each specific example of the inventive concept will be utilized in conjunction with any type of compression ignition engine technology now known or explored in the future, including but not limited to diesel / layered compression compression ignition, homogeneous compression compression ignition, homogeneous compression Ignition (HCI), homogeneous charge spark ignition, gas direct compression ignition, diesel and other fuels, and fuel blends (including liquid fuels, solid fuels, natural fuels, or other fuels now known or developed or explored in the future), Compressed ignition, spark-assisted ignition, fuel-assisted ignition, and the like that are vaporized and / or injected into different types of fuels and fuel blends. In some specific examples, fuel is introduced separately (eg, direct injection or other forms of fuel intake) into different parts of the combustion chamber, such as separately introduced into the primary and secondary chambers. In some of these specific examples, different types of fuel are introduced into one or more separate sections of the combustion chamber (e.g., diesel fuel in the primary and gas in the secondary, etc.). Specific examples of the inventive concept include both two-cycle and four-cycle technologies, Miller cycles, Atkinson cycles, rotary engines, modified piston engines (e.g., offset oval pistons or other Complex-shaped pistons), turbofans, opposed pistons, Scuderi or other split-cycle engines, and other engine technologies now known or later developed. In some two-cycle specific examples, the intake and exhaust valves are included in the head. In other specific examples, the exhaust port is on the side and the piston acts as an exhaust valve to control exhaust. In some preferred embodiments, at least one intake valve is located in the head to help minimize trapped volume. In some specific examples, a butterfly (or other suitable valve assembly) is included in the exhaust port. In these specific examples, the valve is used to trap heat and / or exhaust in the combustion chamber to suffocate (or partially suffocate) the next combustion cycle and assist compression ignition in the engine. In some of these specific examples, the entrapped heat is used as a catalyst for the next combustion cycle. It should be understood that in various specific examples, the butterfly exhaust valve will be opened or closed or adjusted at any given time to control the compression ignition procedure. In some specific examples, the butterfly valve is further opened at higher RPMs and closed more at lower RPMs. It should be understood that the butterfly exhaust valve of the inventive concept will be utilized with any of the engine specific examples herein (such as the multi-stage dynamic compression ignition combustion engine disclosed herein), alone or in combination with other features Utilization, and in combination with the prior art and other two-cycle, four-cycle, or other engine types explored below (such as engines that do not utilize multi-stage dynamic compression-ignition combustion).

Although not shown, various specific examples of the inventive concept include fuel injectors located at various locations around the combustion chamber to provide the desired homogeneous air / fuel / EGR mixture throughout the chamber. In some specific examples, the injectors are positioned at different angles and orientations, including at different crank angles and / or multiple different crank angles in a single cycle to provide a desired mixture of fuel / air into the combustion chamber. In some specific examples, the fuel is not injected directly into the combustion chamber. Instead, the fuel is mixed into the air in a pre-intake area (eg, before entering the combustion chamber through an intake valve). In various specific examples, via high or low pressure ports, a throttle body (including upstream linear EGR connected to the throttle body, and / or better atomization and / or EGR blending to assist air / fuel Combined downstream fuel injection), sequential, auxiliary port, direct or indirect injection, or any combination thereof to achieve an air-fuel mixture. In yet other specific examples, a vaporizer is used to implement an air-fuel mixture or a portion thereof. In some specific examples, stratified cloud injection for a throttle body is used, in which a fuel pressure of 90 PSI or higher is generated via an electric or mechanical pump to generate a fine mist with a high atomizing ability. In other specific examples of low pressure injection, a fuel pressure of 10 PSI or higher is utilized. Some specific examples include single, double, triple, quadruple, etc. throttle high pressure cloud throttle bodies. The high pressure atomizes the fuel to cause an improved homogeneous fuel mix for HCCI. In some specific examples, the inventive concept utilizes high-pressure fuel injection through a number of nozzles to generate a cloud injection.

In some specific examples, standard throttle control is used to control the intake of the engine. In some specific examples, butterfly throttle control is used to limit air intake. In some specific examples, a throttle body with a butterfly assembly and / or a carburetor is used, which has an adjustable lean / rich control function to control the amount of air / fuel entering the engine air intake. In some specific examples, electronic control is used in conjunction with the enrichment needle to control the lean / rich function and the amount of fuel in the air intake at any given time. In some specific examples, the lean / rich function electronic control is part of the carburetor. In some specific examples, the carburetor includes throttle control for intake air.

In some specific examples, a spark plug or glow plug is used to assist ignition. By way of example, in some specific examples, spark plugs are utilized in low temperature, low RPM, or engine start situations. The angle and position of the spark plug vary based on the desired performance of the engine. In some specific examples, the spark plug is positioned at an angle of 45 degrees to the piston to prevent interference with the intake valve. In some specific examples, a spark plug is located in the primary chamber. In some specific examples, the spark plug is located in a secondary chamber (third stage, etc.). In some specific examples, spark plugs are located in both the primary and secondary chambers. In various embodiments of the invention, one or more spark plugs or glow plugs extend through the wall of the head into one or more chambers. In some specific examples, one or more spark plugs and glow plugs extend into a single compression chamber.

Some specific examples of the inventive concept include devices, systems, and methods for achieving multi-stage compression ignition in a "Siam Cylinder" internal combustion engine in a manner similar to that described above. In some specific examples, the inventive concept includes a stepped piston including a generally central convex portion that cooperates with a central concave portion in a cylinder head to physically isolate a combustion chamber of the engine into a plurality of comparatively large portions. Small chambers (e.g., primary and at least secondary chambers, and possibly tertiary or more follow-up chambers). In some specific examples, although the stepped piston physically isolates the combustion chamber into multiple chambers, the individual chambers are not physically sealed from each other, allowing fluid communication between the individual chambers. In some of these specific examples, the fluid communication between the combustion chambers is controlled via a multi-stage dynamic compression ignition combustion program in which the primary combustion chamber / ignition source and the secondary combustion chamber / ignition source (and three Stage combustion chamber / ignition source, etc.) there is constant fluid communication. In these specific examples, a multi-stage dynamic program assists in producing a homogeneous air-fuel mixture and slows the ignition to allow the piston to move past the top dead center before full ignition occurs (e.g., throughout the entire combustion chamber including primary, secondary, etc. ).

The foregoing and other objects are intended to illustrate the concepts of the invention and are not intended to be limiting. After studying the following description and accompanying drawings containing parts of the inventive concept, many possible specific examples of the inventive concept can be made and it will be readily apparent. Various features and sub-combinations of the inventive concept may be used without reference to other features and sub-combinations. Other objects and advantages of the concept of the present invention will become apparent from the following description taken in conjunction with the accompanying drawings. The attached drawings are used as illustrations and examples to illustrate specific examples of the inventive concept and its various features.

Preferred specific examples of the inventive concept are set forth in the following description and shown in the drawings, which illustrate the best mode in which the applicant has considered the principles of application.

Figure 1 shows a cross-sectional view of a prior art multi-zone combustion chamber compression ignition engine.

2 to 8 illustrate various combustion stages in the prior art engine of FIG. 1.

FIG. 9 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine according to a specific example of the inventive concept. In Fig. 9, the piston is positioned such that the combustion chamber is not isolated. In other words, the primary and secondary (and any subsequent) combustion chambers are all in complete fluid communication with each other.

FIG. 10 shows a cross-sectional view of the engine of FIG. 9 with the piston positioned such that the combustion chamber is isolated into a primary combustion chamber and a secondary combustion chamber.

FIG. 11 is a top cross-sectional plan view of the pistons of FIGS. 9 and 10, taken along section line 11-11 of FIG. 9.

FIG. 12 is a bottom cross-sectional plan view of the heads of FIGS. 9 and 10, taken along section line 12-12 of FIG. 9.

FIG. 13 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine according to another embodiment of the inventive concept. In Fig. 13, the piston is positioned such that the combustion chamber is not isolated. In other words, the primary and secondary (and any subsequent) combustion chambers are all in complete fluid communication with each other. Further, in FIG. 13, a port is included in the piston to provide multi-stage dynamic compression-ignition combustion. In addition, a port is included in the head to assist in producing a homogeneous air-fuel mixture by generating spins in the combustion chamber before, after, and / or during auto-ignition.

Fig. 14 shows a cross-sectional view of the engine of Fig. 13 with the piston positioned such that the combustion chamber is isolated into a primary combustion chamber and a secondary combustion chamber. As shown in FIG. 14, even when the combustion chambers are isolated, they do not seal to each other.

FIG. 15 is a top cross-sectional plan view of FIG. 13 and FIG. 14, taken along section line 19-19 of FIG. 13.

FIG. 16 is a bottom cross-sectional plan view of the heads of FIGS. 13 and 14 taken along the section line 18-18 of FIG. 13.

FIG. 17 shows a cross-sectional view of an alternative embodiment of the engine of FIGS. 9 and 10 in which the piston is positioned so that the combustion chamber is isolated into a primary combustion chamber and a secondary combustion chamber.

18A, 18B, and 18C show representative cross-sectional plan views of a multi-stage ejector according to a specific example of the inventive concept.

FIG. 19A shows a specific example of a two-cycle engine of the inventive concept, in which a piston is used as an exhaust valve and an intake valve, and further includes a butterfly valve in an exhaust outlet to trap heat inside the combustion chamber and exhaust to assist Compression ignition. 19B and 19C show other specific examples of the inventive concept of the engine, which includes a butterfly valve in the exhaust outlet to trap heat and exhaust inside the combustion chamber to assist compression ignition.

FIG. 20 shows a representative top plan view of a three-cylinder Siamese cylinder engine, which depicts the cylinder and valve configuration of a specific example of the inventive concept.

FIG. 21 shows a front cross-sectional front view of the engine of FIG. 20.

22 shows a representative top plan view of another specific example of a three-cylinder Siamese cylinder engine including a plurality of convex portions of the inventive concept.

FIG. 23 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of a specific example of a flat-head (or side valve) engine type of the concept of the present invention.

FIG. 24 shows a cross-sectional view of the engine block of the engine of FIG. 23 taken along the section line 24-24 of FIG. 23.

FIG. 25 shows a cross-sectional view of the cylinder head of the engine of FIG. 23 taken along the section line 25-25 of FIG. 23.

Fig. 26 shows a top view of a specific example of an engine block having six side valves positioned along an arc on either side of the piston.

27 is a bottom view of a head associated with the engine block of FIG. 26, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

Figure 28 shows a top view of a specific example of an engine block having three side valves positioned along an arc on one side of the piston.

FIG. 29 is a bottom view of a head associated with the engine block of FIG. 28, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

FIG. 30 is a top view of a specific example of an engine block similar to the specific example of FIG. 26, in which each group of valves is positioned along a straight line on either side of the piston.

FIG. 31 is a top view of a specific example of an engine block similar to the specific example of FIG. 28, with the valve positioned along a straight line on one side of the piston.

FIG. 32 shows a top view of a specific example of an engine block having a first piston and a second piston positioned adjacent to each other.

FIG. 33 is a bottom view of the head associated with the engine block of FIGS. 32 and 34. The head defines a recess associated with each piston, and each recess creates a separate combustion chamber that connects each set of valves to the engine block. Connected pathway.

FIG. 34 is a top view of a specific example of an engine block similar to the specific example of FIG. 32, in which each group of valves is positioned along a straight line on a respective side of a respective piston.

FIG. 35 is a bottom view of the head associated with the engine block of FIGS. 32 and 34, the head defining a passage associated with each piston for creating a connection between each set of valves and a separate combustion chamber of the engine block And a recess connecting the combustion chambers to each other.

FIG. 36 shows a top view of a specific example of an engine block having an first piston and a second piston.

Fig. 37 is a bottom view of the head associated with the engine block of Figs. 36, 38, 39, and 40. The head delimitation produces separate first and second sets of valves and second sets of valves and engine blocks. A combustion chamber and a second combustion chamber are connected to the first passage and the first recess and the second recess of the second passage, and a third group of valves is connected to each of the first combustion chamber and the second combustion chamber; Three recesses. It should be understood that other specific examples include different recess configurations.

38 is a top view of a specific example of an engine block similar to the specific example of FIG. 36, in which two of the valves in the third group of valves are positioned along a first arc associated with the first piston, and The two are positioned along a second arc associated with the second piston, and the center valve is positioned at the intersection of each of the first and second arcs.

FIG. 39 is a top view of a specific example of an engine block similar to the specific example of FIG. 36, in which two of the valves in the third group of valves are positioned along a second arc associated with the second piston, and The two are positioned along a first arc associated with the first piston, and the center valve is positioned at the intersection of each of the first and second arcs.

FIG. 40 is a top view of a specific example of an engine block similar to the specific example of FIG. 40 with the center valve of the third group of valves removed.

FIG. 41 is a bottom view of the head associated with the engine block of FIG. 40. The head defines the respective first passages that connect the first and second sets of valves to the respective combustion chambers of the engine block and The first recessed portion and the second recessed portion of the second passage. The head further defines a third recessed portion connecting the first combustion chamber with the first valve in the third group of valves and a fourth recessed portion connecting the second combustion chamber with the second valve in the third group of valves.

FIG. 42 shows a top view of a specific example of an engine block having two side valves positioned on the same line as the engine crank.

43 is a bottom view of a head associated with the engine block of FIG. 42, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

FIG. 44 shows a top view of a specific example of an engine block having two side valves positioned in-line with the engine crank.

Fig. 45 is a bottom view of the head associated with the engine block of Fig. 44, the head defining a recess that creates a passageway connecting the valve to the combustion chamber of the engine block.

Fig. 46 shows a top view of a specific example of an engine block having two side valves positioned in-line with the engine crank.

47 is a bottom view of a head associated with the engine block of FIG. 46, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

Fig. 48 shows a top view of a specific example of an engine block having two side valves positioned in-line with the engine crank.

FIG. 49 is a bottom view of the head associated with the engine block of FIG. 48, the head defining a recess that creates a passageway connecting the valve to the combustion chamber of the engine block.

Figure 50 shows a top view of a specific example of an engine block having four side valves positioned on the same line as the engine crank, with two side valves on each side of the cylinder.

51 is a bottom view of a head associated with the engine block of FIG. 50, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

Figure 52 shows a top view of a specific example of an engine block having four side valves positioned on the same line as the engine crank, with two side valves on each side of the cylinder.

FIG. 53 is a bottom view of a head associated with the engine block of FIG. 52, the head defining a recess that creates a passageway that connects a valve to a combustion chamber of the engine block.

Figure 54 shows a top view of a specific example of an engine block having four side valves positioned on the same line as the engine crank, with two side valves on each side of the cylinder.

55 is a bottom view of a head associated with the engine block of FIG. 54 with the head defining a recess that creates a passageway connecting the valve to the combustion chamber of the engine block.

FIG. 56 shows a top view of a specific example of an engine block having four side valves positioned on the same line as the engine crank, with two side valves on each side of the cylinder.

Fig. 57 is a bottom view of the head associated with the engine block of Fig. 56, the head defining a recess that creates a passageway connecting the valve to the combustion chamber of the engine block.

FIG. 58 shows a cross-sectional view of the engine of the present invention, the piston of the engine is shown at the top dead center, and the variable compression ratio piston of the engine is shown in the first part; FIG. 59 shows the cross-sectional view of FIG. Variable compression ratio pistons are shown in the middle.

FIG. 60 shows a cross-sectional view of FIG. 58 in which a variable compression ratio piston is shown in the second portion.

FIG. 61 shows a cross-sectional view of FIG. 58 where the piston is shown as being displaced from the top dead center.

As required, detailed and specific examples of the inventive concept are disclosed herein; however, it should be understood that the disclosed specific examples merely illustrate the principles of the inventive concept, which can be embodied in various forms. Therefore, the specific structural and functional details disclosed herein should not be construed as limiting, but merely as a basis for the scope of a patent application and as a teaching to those skilled in the art differently using the invention with virtually any appropriate detailed structure. The representative basis of the concept.

Referring to FIGS. 9 to 12, an illustrative specific example of the inventive concept includes a piston 100 configured to reciprocate axially within a bore of a cylinder 300 so that the piston can move between a top position and a bottom position. The head 500 is coupled to the top of the cylinder so that when the piston is in the top position, the top surface of the piston is very close to the bottom surface of the head. In some specific examples, the bottom surface of the head and the top surface of the piston are configured to define a specific volume of one or more gaps positioned between the piston and the head when the piston is in the top position.

In some specific examples, the substantially central convex portion 110 extends from the top of the main body of the piston such that the top surface of the piston is partially defined by the top surface of the main body of the piston and is partially defined by the top surface of the convex portion. In some of these specific examples, the cylinder head 500 includes a generally central recessed portion 510 that is configured to cooperatively receive the convex portion of the piston when the convex portion 110 of the piston is in an engaged configuration. As the piston moves between the initial meshing configuration and the full meshing configuration, the central convex portion 110 of the piston is adapted to be slidably received in the central concave portion 510 of the head. The full meshing configuration of the convex portion coincides with the top position of the piston . As the piston moves from the bottom position toward the top position (often referred to as the top dead center), the central convex portion 110 of the piston moves from the disengagement configuration to the initial meshing configuration, and the initial meshing configuration is first stored in the recess of the head The convex part of the piston coincides. As the piston continues to move toward the top position, the convex portion slides into the central concave portion 510 of the head, thereby generating the primary combustion chamber 600 and the secondary combustion chamber 700. The primary combustion chamber 600 is defined by a gap between the top surface of the convex portion and the top surface of the concave portion. The secondary combustion chamber 700 is defined by one or more gaps between the top surface of the main body of the piston and the bottom surface of the head.

In some specific examples, the respective volumes of the primary combustion chamber 600 and the secondary combustion chamber 700 are designed such that the compression ratio and / or pressure ratio of the primary combustion chamber 600 is higher than the compression ratio and / or pressure ratio of the secondary combustion chamber 700 (In other specific examples, the opposite is true). In this way, automatic ignition of the fuel-air mixture can be obtained in the primary combustion chamber 600 before the piston reaches the top dead center, when the piston reaches the top dead center, or after the piston reaches the top dead center, without secondary combustion. The interior of the chamber 700 results in automatic ignition. As the piston moves away from the top position, the convex portion 110 moves from the engaged configuration to the disengaged configuration. In the disengaged configuration, the convex portion is displaced from the concave portion 510 of the head, thereby allowing the The pressure generated by the combustion is extended into the secondary combustion chamber 700, so that combustion, combustion ignition, and / or ignition are initiated in the secondary combustion chamber 700.

Referring to FIG. 10, when the convex portion is in the meshing configuration, some specific examples define a gap 800 between the periphery of the convex portion 110 and the inner wall of the concave portion 510. In some of these specific examples, one or more gap-filling mechanisms, such as a ring, are coupled to the convex portion 110 and / or fixed within the concave portion 510 in order to prevent or otherwise inhibit fluid from flowing out of the gap 800. In some of these specific examples, the gap-filling mechanism creates an air-tight seal between the primary combustion chamber 600 and the secondary combustion chamber 700 when the protrusions are in an engaged configuration. However, in other specific examples, a gap-filling mechanism, such as a ring (or another seal), is not used because the size of the gap 800 is designed to allow sufficient pressure to be generated in the primary combustion chamber 600 to generate auto-ignition, Without allowing sufficient pressure to escape through the gap 800 to generate ignition in the secondary combustion chamber 700 when the piston is in the top position before the piston is on its downstroke. In yet other specific examples, as discussed below, the primary and secondary combustion chambers are maintained in constant fluid communication with each other for the purpose of generating multi-stage dynamic compression-ignition combustion. In some specific examples, the gap 800 is sufficient to provide this constant fluid communication between the primary combustion chamber and the auxiliary combustion chamber throughout the piston stroke.

As shown in Figs. 9 and 10, the intake valve 400 is located in the recess 510 of the cylinder head to reduce and / or eliminate the trapped volume (and / or gas-rich bag, and / or the primary and secondary chambers) Unbalanced combustion), and ensure a homogeneous air / fuel / EGR mixture throughout the combustion chamber (primary and secondary). It should be understood that, in other specific examples, additional intake valves are included at other locations where trapped volume originally exists and / or where air / fuel / EGR mixing is required, such as in a secondary combustion chamber. For example, in a specific example having three or more combustion chambers, each combustion chamber includes an intake valve. It should be further understood that, in some specific examples, the intake valve 400 (and / or other intake valves) during at least a portion of the exhaust stroke (and / or in some specific examples, at least a power and / or compression stroke Part of the time) is left open to eliminate trapped volume. In some of these specific examples, the valve is opened at the top of the exhaust stroke. In some specific examples, an exhaust valve not shown is located in the secondary combustion chamber. In yet another specific example, an exhaust valve (not shown) is included in the recessed portion 510 to help eliminate trapped volume, and / or is included at other desired locations within the combustion chamber. It should be understood that by eliminating the hold-up volume, the inventive concept helps to produce equal air / fuel and exhaust EGR, hydrocarbons, carbon monoxide and maintain low NOx emissions. The inventive concept allows 2-cycle clearing that did not exist in prior art such as Roberts Jr. discussed above.

9 and 10, the design of the piston 100 (where the convex portion 110 is located at the center of the piston 100) allows the elbow pin 210 to attach the rod 200 to the piston at the portion where the thickness of the piston increases (due to the convex portion). This increases the strength at locations that were originally lower than the increased stress. In addition, as the piston moves up and down in the cylinder, the relatively high connection on the piston allows the piston to be controlled to a greater degree and allows the piston to reduce its impact.

13-16, some specific examples include one or more head openings 520 defined by a portion of the head 500 and extending through the portion of the head 500. In some of these specific examples, each head opening 520 extends between the primary combustion chamber 600 and the secondary combustion chamber 700 when the protrusions are in the initial meshing configuration. In some specific examples, the port is designed to generate a cyclic or spin and / or rolling and / or rolling airflow into the combustion chamber as the piston 100 reciprocates within the cylinder to produce a constant air / fuel mixture. This helps eliminate or otherwise minimize trapped volumes in the combustion chamber. In some specific examples, as shown in FIGS. 13-16, when the convex portion is in a fully engaged configuration, the convex portion 110 operates as a valve to close the head port. In some of these specific examples, as the protrusion is removed from the fully engaged configuration, the head opening is reopened. In other specific examples, the opening of the head opening is positioned in the recess, so that the primary chamber 600 maintains continuous fluid communication with the secondary chamber 700 through at least some of the head openings 520, regardless of the position of the projection. In some specific examples, as shown in FIGS. 13-16, the port 520 is shown at an angle of approximately 45 degrees from the top to the bottom. It should be understood that other angles, sizes, shapes, lengths, etc. of the port 520 will be utilized in each specific example to create the desired circulation within / between the combustion chambers. In addition, the number and location of the ports 520 and exit / entry angles will vary between specific instances to achieve the desired cycle. In some specific examples, the gap 800 is sufficient to provide constant fluid communication between the primary chamber 600 and the secondary chamber 700 throughout the piston stroke.

In some specific examples, as shown in FIGS. 13 to 16, the convex portion defines one or more through holes 130 extending from a top surface of the convex portion to a side surface of the convex portion. In some of these specific examples, the single central opening 120 extends axially from the center of the top surface of the convex portion into the convex portion, and the plurality of lateral openings extend from the central opening to the side surface of the convex portion. In some of these specific examples, each lateral port extends at an angle relative to the central port such that the length of any path through the central port and any of the lateral ports is The length of the path of one of the other lateral ports is substantially the same distance.

In some specific examples, as shown in FIG. 14, the openings for at least some of the lateral openings are positioned along the outer surface of the convex portion, so that when the convex portion is in the meshing configuration, the lateral opening and the secondary combustion The chamber 700 is in fluid communication regardless of whether the projections are in an initial meshing configuration or a fully meshing configuration. In this way, it is possible to maintain constant and continuous fluid communication between the primary combustion chamber 600 and the secondary combustion chamber 700, thereby assisting multi-stage dynamic compression ignition combustion. In some specific examples, the port is designed to generate a cyclic or spin airflow into the combustion chamber as the piston 100 reciprocates within the cylinder. This helps eliminate or otherwise minimize trapped volumes in the combustion chamber. In some specific examples, as shown in FIGS. 13 to 16, the ports 120, 130 are shown from top to bottom and at various angles around the convex portion 110. It should be understood that other angles, sizes, shapes, lengths, etc. of the ports 120, 130 will be utilized in each specific example to produce the desired circulation within / between the combustion chambers. In addition, the number and location of the ports 120 and 130 and the exit / entry angle will vary between specific instances to achieve the desired cycle. In some specific examples, as shown in FIG. 15, the port 130 leaves the port 120 substantially tangentially to help generate a circulating flow within the combustion chamber.

Referring to FIG. 17, a cross-sectional view of an alternative specific example of the engine of FIGS. 9 and 10 is shown, in which the piston is positioned so that the combustion chamber is isolated into a primary combustion chamber and a secondary combustion chamber. In the specific example shown in FIG. 17, the convex portion 110 of the piston 100 includes a groove 115 surrounding the periphery of the convex portion 110. It should be understood that similar specific grooves and / or indentations are included in various specific examples of the present invention that are similar to the specific examples discussed herein, such specific examples include, but are not limited to, those shown above with respect to FIGS. 1 to 16 Specific examples. In some specific examples, multiple grooves / indentations are utilized. The grooves / indentations create friction to help create velocity eddies / turbulence in the combustion chamber.

In some specific examples, an initial ignition occurs in the primary chamber 600 and then a secondary ignition occurs in the secondary chamber 700. It should be understood that in other specific examples, an initial ignition occurs in the secondary chamber 700 and a secondary ignition occurs in the primary chamber 600. In these specific examples, the piston 100, the convex portion 110, the head portion 500, and the central concave portion 510 are configured such that a higher compression ratio and / or pressure ratio is obtained in the secondary chamber 700 than in the primary chamber 600.

In some specific examples, a housing for the valve 400 and / or another suitable structure is positioned within the recess 510 and configured to vary the volume within the recess 510. In this manner, the housing of the valve 400 can adjust the compression ratio within the primary combustion chamber 600 to allow varying performance levels and / or adapt to various operating conditions. In some specific examples, a piston configuration similar to the piston configuration shown in US Published Patent Application No. 2007/084428, which is incorporated herein by reference in its entirety, is used to vary the volume within the recess 510. Referring to FIGS. 9 and 10, an exemplary variable compression ratio piston 900 accommodates the valve 400 so that the piston 900 can be moved between an open position and a closed position, thereby allowing the variable compression ratio piston 900 to change the volume within the recess 510. In some specific examples, the variable compression ratio piston is hydraulic ("hydraulic variable compression ratio piston"), while in other specific examples, the piston displacement is electro-hydraulic, piezo-mechanical hydraulic, or is now known or Any other form of displacement developed in the future. In some specific examples, the variable compression ratio piston moves via an electric motor and a helical gear assembly. In some of these specific examples, as the engine RPM rises and falls, the helical gear assembly adjusts the variable compression ratio piston up and down. In some specific examples, a helical gear assembly is used for a substantially "slower" adjustment of a variable compression ratio piston, where the variable compression ratio piston is maintained at a constant position for multiple strokes of the piston such that the variable compression The specific piston does not shift to different ratios during each stroke. In some specific examples, the variable compression ratio piston moves up and down via a connecting rod and a cam assembly. Some of these specific examples allow very "faster" displacement of the variable compression ratio piston, thereby allowing the variable compression ratio piston to shift to a different ratio at each stroke. In some of these specific examples, the variable compression ratio piston reciprocates each combustion cycle, which is opposite to or otherwise counteracts the reciprocating motion of the convex portion of the piston 100 of the inventive concept. Some of these specific examples allow for maximum combustion in the primary combustion chamber, thereby generating energy to the crank via a moving valve system, while allowing pre-ignition.

It should be understood that in some specific examples, the variable compression ratio piston of the present inventive concept is a structure separated from any valve, so that the only function of the variable compression ratio piston is to change the volume in the recess 510. In some specific examples, a variable compression ratio piston includes an air intake valve within or as part of a piston such that the valve is displaced with the piston. In other specific examples, the valve is separated from the piston such that the valve remains in a static position when the piston is displaced.

Referring to FIGS. 58 to 61, some specific examples of the variable compression ratio piston 900 are movable between a first position and a second position respectively associated with the volume of the maximum and minimum recesses 510. In some specific examples, the connecting rod assembly 910 is used to move the variable compression ratio piston between its first position and the second position, and / or selectively fix the variable compression ratio piston in its first position In its second position and / or in one or more intermediate positions.

In some specific examples, the invention includes a control system for monitoring and / or controlling the position of the variable compression ratio piston 900. In some specific examples, the control system utilizes mechanical and / or electrical methods, such as magnetoresistive and / or Hall effect methods, for determining the position of the variable compression ratio piston. In some specific examples, the control system includes a first sensor 922 and a second sensor 924 for sensing when the variable compression ratio piston is in its respective first position or second position. In some of these specific examples, the control system further includes a plurality of intermediate sensors positioned between the first sensor and the second sensor, each intermediate sensor being separate from the variable compression ratio piston Intermediate positions are associated.

In some specific examples, the variable compression ratio piston includes one or more features associated with individual sensors. In some specific examples, a plurality of corresponding features of the variable compression ratio piston are positioned such that each feature moves in and out of the corresponding sensor as the variable compression ratio piston moves between its first position and its second position. Sight (and / or otherwise move relative to the sensing area of the sensor). In this manner, when the variable compression ratio piston 900 is in the respective first, second, and intermediate positions, the first feature 912, the second feature 914, and the intermediate feature are positioned only by the respective first sensors 922, The second sensor 924 and the middle sensor sense, thereby providing an indication of the current position of the variable compression ratio piston. In some specific examples, one or more sensors are held in place by a sensor support member 920.

In some specific examples, the plurality of sensors are spaced along the first plane, and the plurality of corresponding features are spaced apart, such that each corresponding feature is aligned with the corresponding sensor and positioned on a unique corresponding parallel plane, each The plane is perpendicular to the direction of movement of the variable compression ratio piston, so that the sensor senses only one feature at a time. In this way, the control system can determine the current position of the variable compression ratio piston and / or can move the variable compression ratio piston to a desired position.

In some specific examples, the present invention further includes one or more appliances for measuring ambient air pressure and / or adjusting the operation of the engine to accommodate different heights, such as a height dial. In some specific examples, appliances that adjust the operation of the engine include changing air flow and / or fuel flow to accommodate different air quality and / or mixture requirements.

Still referring to FIGS. 58 to 61, some specific examples of the present invention include one or more inserts 930 for receiving, storing, and / or providing thermal energy. In some specific examples, the insert 930 is made of one or more materials with excellent heat transfer properties, such as brass, copper, titanium, aluminum, or the like. In some specific examples, one or more inserts 930 are at least partially embedded in the head 500, the protrusions 110, and / or the variable compression ratio piston 900, so that the inserts 930 are immediately before combustion and immediately Thermal communication with the fluid in the recess 510 is then performed, thereby causing thermal energy from the insert 930 to move into the fluid before combustion and thermal energy from the fluid to move into the insert 930 after combustion. In this manner, adjusting the size, shape, location, and material of one or more inserts 930 will allow a user to influence how much thermal energy from the first combustion cycle can be stored for use in facilitating one or more future combustion cycles. It should be understood that the number and location of the inserts 930 will vary in each specific example. In some specific examples, the insert 930 is located in the head and / or piston of a specific example that does not include a variable compression ratio piston. In some specific examples, the insert 930 is a screw inserted into a head, a piston, and / or a variable compression ratio piston. In some specific examples, the insert 930 is a rivet protruding through the piston. In some specific examples, the insert 930 is a washer or disc located in the head. It should be understood that various specific examples of the inventive concept include other shapes and mounting mechanisms for the insert 930.

In some specific examples, the top surface of the convex portion 110 defines a concave shape. In some of these specific examples, the top surface of the recess 510 defines a corresponding convex shape. In other specific examples, the top surface of the convex portion 110 defines a convex shape. In some of these specific examples, the top surface of the recess 510 defines a corresponding concave shape.

In some specific examples, the top surface of the main body of the piston 100 defines a convex shape, while in other specific examples, the top surface of the main body of the piston 100 defines a concave shape. In some of these specific examples, the bottom surface of the head 500 defines a concave shape configured to correspond to the convex shape of the top surface of the main body of the piston. In other such specific examples, the bottom surface of the head 500 defines a convex shape configured to correspond to the concave shape of the top surface of the main body of the piston. It should be understood that each specific example of the inventive concept includes all variations of the concave and convex shapes combined with each other, and a substantially flat surface combined with the concave and convex surfaces discussed above. In yet another specific example, a non-curved shape is utilized. For example, in some specific examples, the convex portion includes a triangular or pyramid-shaped convex portion engaging an opposite triangular or pyramid-shaped concave portion. In other specific examples, square or rectangular threaded nozzles and recesses are utilized. In some specific examples, the convex portion 110 includes a wedge shape such that the width narrows downward from the top of the convex portion 110 to a narrower width toward the bottom of the convex portion 110 at a point where it intersects with the rest of the piston 100. This wedge shape helps reduce or prevent carbon deposits caused by interference with the cylinder head.

In some specific examples, each edge of the piston and / or head is filleted, chamfered, or otherwise bent, so that the air moves and the "circle" effect is caused by the leakage of the main piston, and / or Helps roll and roll inside the combustion chamber. For example, in some specific examples, the portion 114 in FIG. 9 is a fillet. In some specific examples, the edge 104 is a fillet. In some specific examples, the edge 112 is a fillet. In some specific examples, the edge 502 of the head is a fillet. In some specific examples, the top surface 102 of the piston 100 surrounding the convex portion 110 is concave, for example, to form a cup. In other specific examples, the surface 102 is convex.

It should be understood that, in a specific example of the present invention, the size and shape of each convex portion 110 and the corresponding central concave portion 510 will be changed to provide a desired compression ratio and / or pressure ratio and efficiency. In some specific examples utilizing multiple protrusions, the size and shape are varied to create different combustion chambers, such as primary, secondary, tertiary, and so on. In these specific examples, the volume will vary to provide different compression ratios and / or pressure ratios. In some specific examples, the plurality of protrusions will have different sizes, but will have equal volumes to provide an equivalent compression ratio and / or pressure ratio. In some specific examples, the central protrusion produces a primary combustion chamber, while other protrusions surrounding the central protrusion produce a secondary (or third-level, etc.) combustion chamber, and the remainder of the combustion chamber (e.g., chamber 700) is three Stage (or subsequent) combustion chamber. In other specific examples, one or more of the protrusions surrounding the central protrusion will be a primary combustion chamber. It should be further understood that boring and stroke and other engine design parameters will change to optimize, reduce or increase the design for different types of fuels.

Some specific examples of the inventive concept include opposing piston designs similar to the piston designs discussed above. In some of these specific examples, there is a single master piston, in some specific examples, it is combined with the variable compression ratio piston discussed above, and the variable compression ratio piston fully cooperates with the main piston in a single cylinder. In other specific examples, the opposing pistons operate in separate opposing cylinders. In some of these specific examples, variable compression ratio pistons are also utilized.

A specific example of the inventive concept generates an on-demand flame and / or pressure propagation by performing a compression ignition in a primary combustion chamber and allowing combustion to propagate to a secondary chamber as the piston moves away from the head, thereby Increase volume.

It should be understood that specific examples of multi-stage dynamic compression ignition combustion engines disclosed herein will include different numbers of cylinders (eg, 1, 2, 4, 6, 8, etc.) and different cylinder displacements. In some specific examples of the present invention, a lower number of cylinders (e.g., 2 cylinders) is utilized to provide a total engine displacement that is the same as the total engine displacement typically found in higher number of cylinder engines (e.g., 8 cylinders) Displacement. Because the inventive concept allows full compression ignition combustion and / or on-demand flame and / or pressure propagation, the bore size of the cylinder can be scaled up and down as needed without any increase in emissions or reduced efficiency. In some specific examples, an opposed twin-cylinder structure is used to design a higher displacement (e.g., 4.0 liter, etc.) engine. This structure results in a smaller overall size of the engine, as well as manufacturing material and labor savings.

In some specific examples of the inventive concept, the thermal storage medium is included on the top of the piston, such as on the top of the convex portion of the inventive concept, and / or on the cylinder head, such as near the center of the top of the cylinder. In some specific examples, the thermal storage medium is designed to stay hot and become hotter than the walls of the cylinder or piston. In some of these specific examples, the increased heat of the storage medium is then dissipated into the compressed charge to assist auto-ignition near the storage medium. In some specific examples, the thermal storage medium is a relatively small piece of metal or other material with suitable thermodynamic properties to store and release heat to assist auto-ignition as described. In some specific examples, the thermal storage medium is a coating applied to the surface of the piston and / or head.

In some specific examples, ceramic coatings, anodized coatings, or other suitable heat-resistant coatings or surface features now known or explored in the future are added to the cylinder head and / or piston surface to improve heat resistance and prevent / minimize Spitfire damage to aluminum or other materials used to construct the piston / head.

In some specific examples, a pre-heater is included on or associated with the intake manifold to heat air / fuel and / or water entering the engine to assist startup and performance.

In some specific examples (see, for example, FIG. 20 to FIG. 22), the engine of the inventive concept includes an offset intake valve and an exhaust valve, and the offset intake valve and the exhaust valve surround a central convex portion of the piston and its association The recess is associated with a central valve. In some of these specific examples, the exhaust valves are located on the right and left sides of the engine, and the intake valves are on the same line as the crank. In some of these specific examples, the exhaust ports extend upward from the exhaust valves and extend outwardly to the right or left of the respective exhaust valves. The offset from the exhaust valve to the intake valve allows the temperature in the combustion chamber to be balanced. In some specific examples, the location of the valve allows even greater balance and allows heat from combustion to be pulled away from the center of the cylinder and the air intake. In some specific examples, the drawn heat is used to preheat the intake air. In other specific examples, heat is not used to preheat the intake air. However, it should be understood that in other specific examples of designs using offset valves, the intake valve portion and the exhaust valve portion are reversed. In some specific examples, the center valve is used as both an intake valve and an exhaust valve. In some specific examples, depending on the desired flow characteristics required in the cylinder, all valve locations can be intake, exhaust, and / or both intake and exhaust. In various specific examples, the order, duration, and / or timing of each valve opening and closing varies and is designed to achieve the desired flow characteristics within the cylinder. It should be understood that the offset valve design of the inventive concept will be utilized in various specific examples with compression ignition and conventional ignition engines.

18A, 18B, and 18C, some specific examples of the inventive concept include a multi-stage direct injector. The ejector includes a "stepped" ejector pin that is pulled up a small amount from its base to open the first stage that allows the first lowest amount of flow. Referring to FIG. 18A, the ejector pin 1000 is in a seated position within the housing 1200, where fluid flow will not occur. FIG. 18B shows a state after the ejector pin 1000 is moved in its self-placed position to open the first stage of the fluid passage opening 1100. As the ejector is further pulled up, it opens successively larger holes through its stepped design to open the second, third, fourth, fifth, etc., thereby gradually increasing at each stage The amount of flow. FIG. 18C shows the state of the ejector pin 1000 after it has been moved from the first stage of FIG. 18B to the second stage where the extra fluid port 1100 has been opened. As shown in FIG. 18C, the third stage of the fluid port 1100 remains closed by the ejector pin 1000. In some specific examples, O-rings are included along each stage of the injector to improve sealing. In the specific example shown in Figures 18A, 18B, and 18C, a single fuel / fluid line is shown to feed the injector. In other specific examples, each stage of the injector is fed by a separate fuel line. In this way, injectors are utilized in some specific examples to feed different fuel types or other fluids through each stage. For example, in some specific examples (such as in a trailer), the first stage sprays alcohol, the second stage sprays nitrous acid of the first stage, and the third stage sprays nitrous acid of the second stage. In some specific examples, the injector of the inventive concept is used in conjunction with a vaporization engine, while in other specific examples, the injector of the inventive concept is used as part of a fuel injection system. In some specific examples, the injector of the inventive concept is used in a turbofan. In other specific examples, the injector is used as a plastic injector, such as for multi-stage injection molding of plastic. In yet other specific examples, the injector is used as an oil injector. In various specific examples, the invention includes one or more injectors, such as one or more direct fuel injectors, which extend through the wall of the head into one or more chambers.

Referring to FIGS. 19A, 19B, and 19C, various specific examples of the engine of the inventive concept are shown as including a butterfly valve 465, which is designed to selectively trap heat and / or exhaust from the combustion chamber to assist Compression ignition. FIG. 19A shows a specific example of a two-cycle engine of the concept of the present invention, in which a piston serving as an exhaust valve and an intake valve selectively blocks the intake port 450 and the exhaust port 460, and further includes a butterfly in the exhaust port 460 The shape valve 465 selectively traps heat and exhaust inside the combustion chamber to assist compression ignition. The intake valve 400 is located in the recess 510 of the cylinder head to reduce and / or eliminate the trapped volume in another part of the combustion chamber. In some specific examples of the engine shown in FIG. 19A with a single exhaust port, the butterfly valve 465 is never 100% closed. Instead, the valve is partially closed to trap a portion of the exhaust and preheat the intake air. In other specific examples where there are multiple exhaust ports or lines, the butterfly valve 465 can close a portion of the exhaust port to provide the desired flow limitation and / or pre-heating effect. FIG. 19B shows a butterfly valve 465 in a specific example in which a piston is used as an exhaust valve and a separate intake valve 450 is used together with the valve 400. FIG. 19C shows a butterfly valve 465 in a specific example of a two- or four-cycle engine in which the exhaust valve is located in the head along with the intake valves 450 and 400. It should be understood that, in other specific examples, the butterfly valve 465 is used in engines that include only a single combustion chamber, as compared to the primary and secondary (tertiary, etc.) chambers shown in FIGS. 19A to 19C. In addition, although not shown in FIGS. 19B and 19C, it should be understood that the variable compression ratio piston 900 is included in each specific example of the inventive concept of FIGS. 19B and 19C. Similarly, various specific examples of the inventive concept of FIG. 19A are utilized without the variable compression ratio piston 900 shown therein.

Various specific examples of the inventive concepts described herein include and / or utilize multi-stage dynamic compression ignition combustion in a two-cylinder supercharged engine of the type discussed in PCT / US2014 / 64866, all of PCT / US2014 / 64866 The disclosure is incorporated herein by reference. It should be understood that each specific example of the inventive concept disclosed herein includes a single-cylinder, dual-cylinder, and additional cylinder (such as 3, 4, 5, 6, 7, 8, etc.) structure, and also includes applications and Use any type of intake boost structure (such as supercharger and / or turbocharger) (including but not limited to the structure disclosed in PCT / US2014 / 64866).

20 and 21, an illustrative specific example of the inventive concept is shown as a three-cylinder Siamese cylinder engine, which includes three pistons 100 in a cylinder 300 (and 301 and 302), each piston including a main body of the piston The generally convex center portion 110 is raised at the top. The cylinder head 500 includes a generally central recess 510 (and 511 and 512) within each cylinder, which is configured to cooperatively receive a protrusion 110 of a piston for each cylinder. The central convex portion 110 of the piston is adapted to be slidably received in the central concave portion 510 (and 511 and 512) of the head. As the piston moves upward toward the top dead center, the central convex portion 110 of the piston slides into the central concave portion 510 (and 511 and 512) of the head, thereby generating a primary combustion chamber and a secondary combustion chamber. In some specific examples, the respective volumes of the primary combustion chamber and the secondary combustion chamber are designed such that the compression ratio and / or pressure ratio of the primary combustion chamber is higher than the compression ratio and / or pressure ratio of the secondary combustion chamber (in other specific In the example, the opposite situation also holds true). In this way, automatic ignition is obtained in the primary combustion chamber before the piston reaches the top dead center, when the piston reaches the top dead center, or after the piston reaches the top dead center, without causing automatic ignition in the secondary combustion chamber. As the piston moves downward from the top dead center and the convex portion 110 moves out of the recess 510 (and 511 and 512) of the head, the pressure generated by the combustion in the primary combustion chamber is allowed to expand into the secondary combustion chamber to initiate combustion Ignition and / or combustion ignition in the secondary combustion chamber. In some specific examples, auto-ignition is initiated due to pressure propagation of the leaked gas through the primary combustion chamber to the secondary combustion chamber, or vice versa.

For each cylinder, the central intake valve 400 (and 401 and 402) is located in the recess 510 (and 511 and 512) of the cylinder head to reduce and / or eliminate the trapped volume in the combustion chamber and ensure the entire combustion chamber (primary And secondary chamber). In the specific example shown, additional intake valves 410 (and 420 and 430) and 412 (and 422 and 432) and exhaust valves 415 (and 425 and 435) and 417 (and 427 and 437) are located in the secondary combustion Room area. In the specific example shown, all intake valves (400, 401, 402, 410, 412, 420, 422, 430, and 432) are positioned along the centerline of the engine block. In this way, the intake valves 412, 420, 422, and 430 are positioned in close proximity and adjacent to the cylinder walls of adjacent pistons, which are the sites where hot spots are generated. The valve and the part of the airflow generated by the valve allow heat to be absorbed between adjacent cylinders and away from hot spots. Improved thermal balance throughout the engine allows greater control and use of compression ignition. It should be understood that the thermal balance of the inventive concept is utilized in combination with single-cylinder and other multi-cylinder specific examples (eg, 2-cylinder, 4-cylinder, etc.).

Referring to Figure 21, a dual overhead cam configuration is shown. The central intake valves 400, 401 and 402 are controlled by an overhead camshaft member 1600. The secondary combustion chamber intake valves 410, 412, 420, 422, 430, and 432 and the exhaust valves 417, 417, 425, 425, 435, and 437 are all composed of overhead camshaft members located directly above the overhead camshaft member 1600. 1700 control. Rocker arms 715 and 710 (rocker arms associated with cylinders 301 and 302 not shown) extend from the camshaft member 1700 to exhaust valves 415 and 417, respectively. In other specific examples, a single cam is used to control all valves. In yet other specific examples, three or more cams are utilized. In some three-cam specific examples, a central camshaft member controls a central intake valve, while a cam on each side of the engine controls a respective valve on the other side of the engine. In yet other specific examples, mechanical, electronic, and / or hydraulic controllers and / or combinations thereof are used to control individual valves. It should be understood that in each specific example, some or all of the exhaust valves shown herein are used as intake valves, and some or all of the intake valves shown herein are used as exhaust valves. In addition, in some specific examples, the same valve is used as both the exhaust valve and the intake valve depending on the desired engine performance. Although a dual overhead cam is shown in FIG. 21, in other specific examples, a single cam is used to control both exhaust and intake. In other specific examples, three or more cams are utilized. In yet other specific examples, other mechanisms for valve actuation are utilized. In some specific examples, the intake valve is electronically actuated and the exhaust valve is mechanically controlled by a cam. Although not shown in FIG. 21, it should be understood that in some specific examples, a variable compression ratio piston is used in combination with the structure shown in FIG. 21.

In some specific examples, multiple intake valves shown in a single cylinder (e.g., in Figure 20) are controlled to open in a staggered pattern to help control the rolling and rolling of the air / fuel / EGR mixture in the combustion chamber. In some specific examples where the intake valve is controlled by a cam, the valve openings are staggered from 1 to 20 degrees from each other. In some specific examples, one intake valve opens at a time in a staggered pattern. In other specific examples, multiple valves are open at the same time, while another valve is open in a staggered pattern. It should be understood that depending on the desired sweeping motion in the combustion chamber and the physical shape, size and design of the components, the pattern will vary in different specific examples.

Referring to FIG. 21, in the specific example shown, the design of the piston 100 (where the convex portion 110 is located at the center of the piston 100) allows the elbow pin 210 to attach the rod 200 to the portion where the thickness of the piston increases (attributable to the convex portion). Connect to the piston. This increases the strength at locations that were originally lower than the increased stress. In addition, as the piston moves up and down within the cylinder, the relatively high connection on the piston allows the piston to be controlled to a greater degree and allows the piston to reduce impact.

In some specific examples of the engine shown in FIG. 20 and FIG. 21, the intake manifold and the exhaust manifold are designed such that at least a part of the exhaust line is in physical contact, or at least very close to the intake line. In this way, the exhaust line is used to preheat the intake air. In some specific examples, a butterfly valve similar to the butterfly valve shown in FIGS. 19A, 19B, and 19C is used to divert exhaust from a portion of the exhaust manifold that is in contact with / close to the exhaust line to be positioned Into the exhaust manifold away from the intake line. In this manner, a valve can be utilized to selectively engage and disengage preheating. In some specific examples, the valve is located at "T" in the manifold, and the exhaust line exits from the port substantially parallel to the intake line, where "T" diverts the exhaust downward and away from the intake line , Or when not selectively turned, allowing exhaust to flow through the portion of the manifold that continues parallel to the intake line (and is in contact with or in close proximity to the intake line). In some specific examples, there are separate intake lines entering from each side of the engine, and exhaust lines on each side of the engine to provide balanced heat transfer. In some specific examples, the intake and exhaust lines on each side of the engine are side-by-side (physical contact or close proximity to each other) and curved upward toward the top of the engine. The intake lines meet each other and are connected at the top of the engine, and in some specific examples, the fuel injector is located at the top of the air intake. In some specific examples, the exhaust lines also meet with each other and are connected together and flow outward in a single exhaust pipe near the phase fork. In other specific examples, each exhaust line continues over the top of the engine and down the opposite side of its origin, and then outwards from the engine. In some specific examples, the intake and exhaust manifolds are single molded or cast pieces that are bolted to the engine head. In some specific examples, the intake lines meet at the top of the engine.

22, a top plan view of another specific example of a three-cylinder Siamese cylinder engine including a plurality of convex portions of the inventive concept. In addition to the convex portion 110 (which engages with the concave portions 510a, 511a, and 512a in FIG. 22), other convex portions are also positioned to surround the convex portion 110 around the top of the piston and to engage with the concave portions 510b, 510c, 510d and 510e, 511b, 511c, 511d, and 511e and 512b, 512c, 512d, and 512e are engaged. It should be understood that the number, size, shape, and location of the protrusions will vary in different specific examples. In some specific examples, each protrusion has a different volume to provide different compression results (e.g., producing primary, secondary, tertiary, etc. combustion chambers). In other specific examples, the volume of each convex portion is equal to provide the same compression within each concave portion.

Referring to FIGS. 23 to 57, some specific examples of the present invention include one or more valves positioned in an engine block, such as in a flat-head configuration. In some specific examples, the valve is placed in the engine block next to the piston, where a recess in the cylinder head creates a pathway to connect the valve to the combustion chamber. In some specific examples, the valve is on one side of the piston, and / or only one intake valve and one exhaust valve are utilized for each piston. In the specific examples shown in FIGS. 23 to 25, two exhaust valves and two intake valves are used with each cylinder. In some specific examples, an intake valve and an exhaust valve are located on each side of the piston. In other specific examples, two intake valves are on one side and two exhaust valves are on the other side. In still other specific examples, a single valve is an intake valve, and three valves are exhaust valves. In another specific example, the single valve is an exhaust valve and the three valves are intake valves. In yet other specific examples, more than 2 valves are located on each side of the piston, with various configurations of air inlets and outlets. In yet other specific examples, some valves are used as both intake and exhaust valves.

In the specific examples shown in Figs. 23 to 25, the central intake valve (or an exhaust valve in some specific examples, or a combined exhaust / intake valve in some specific examples) is located in the threaded pipe portion of the receiving piston. Inside the recess. In some specific examples, the center valve helps reduce and / or eliminate trapped volumes. In some specific examples, a central valve is not needed to reduce the hold-up volume, because the control of multiple valves to the piston side will generate a cyclone effect in the combustion chamber that helps to evacuate the recess. In some specific examples, the side valve is located on only one side of the piston. In some of these specific examples, only a single intake valve and a single exhaust valve are used on the side of the piston along with a center valve in the recess.

In some specific examples, the engine block includes a group or groups of side valves positioned on one or more sides of the piston. In some specific examples, the center valve in a group of three valves is an exhaust valve, and the valves on either side of the exhaust valve are intake valves, or vice versa. In other specific examples, the central valve of a group of three valves performs the same function (intake or exhaust) as one or more end valves of the group. In some specific examples, the valve is positioned along an arc (Figure 26, Figure 27) or other curve. In some specific examples, the valve is positioned along a straight line, such as a straight line extending in a tangential (Figure 36), oblique (Figure 38), or radial (Figure 42) direction.

In some specific examples, the center valve in the first group of valves is an exhaust valve, and the corresponding center valve in the second group of valves is an intake valve. In some specific examples, two exhaust valves and one intake valve are positioned adjacent to the first side of the piston, and one exhaust valve and two intake valves are positioned adjacent to the second side of the piston such that The half of the valve is an exhaust valve and the other half of the valve is an intake valve. In yet other specific examples, each valve positioned adjacent to the first side of the piston is an exhaust valve, and each valve positioned adjacent to the second side of the piston is an intake valve. It should be understood that other specific examples include valves of different numbers and / or configurations and / or valves of different sizes (e.g., sizes different from those shown in the various drawings, and / or at least one valve in a group of valves The size differs from at least one other valve).

In some specific examples, the corresponding head includes one or more recessed regions for connecting one or more valves or a group of valves to one or more combustion chambers of an engine block. In some specific examples, one or more recesses define one or more channels. In some specific examples, the first passage and the second passage connect the respective first and second groups of valves to the respective first and second combustion chambers. In some specific examples, the first passage and the second passage connect respective first and second valves in the first group of valves to respective first and second combustion chambers. In some specific examples, the first passage connects the first valve to the first combustion chamber, and the second passage connects the first combustion chamber to the second valve and / or the second combustion chamber.

Referring to FIGS. 42 to 57, some specific examples include two or more valves positioned along a straight line extending in a radial direction. In some of these specific examples, the distal valve defining the first diameter is larger than the second diameter of the proximal valve. It should be understood that other configurations include valves positioned along different lines (or not at all) and / or having different placement and / or size configurations. In some specific examples, the side valve is located in front of the engine block / on the flywheel side. In some specific examples, the side valve is located on the rear side of the engine block.

In some specific examples, the distal valve is an intake valve and the proximal valve is an exhaust valve. In some specific examples, the intake valve defines a first diameter that is larger than a second diameter of the exhaust valve. In other specific examples, the intake valve is the same size as the exhaust valve. In yet other specific examples, the intake valve is smaller than the exhaust valve. In some specific examples, the valve and locations of the airflow generated by the valve allow and / or promote heat to be sucked away from one or more hot spots of the engine. In some specific examples, improved thermal balance throughout the cylinder allows and / or promotes greater control and use of compression ignition.

In some specific examples, the piston includes a center convex / threaded tube associated with a center concave in the head. In some specific examples, the valve is not included in the central recess. In some specific examples, the head, block, valve, and piston are configured to provide sufficient airflow to eliminate and / or control the trapped volume throughout the combustion chamber. In some of these specific examples, a valve inside the center recess valve is not required to eliminate and / or control the hold-up volume. In some specific examples, a center valve is included in the central recess in some specific examples to further control the hold-up volume.

The valves shown and described in the above specific examples of the inventive concept are controlled in each specific example by mechanical mechanisms, electrical mechanisms, electromechanical mechanisms, hydraulic mechanisms, combinations thereof, and / or other actuating mechanisms now known or explored in the future. Although the cam and rocker arm assemblies are shown above in some specific examples, it should be understood that in other specific examples, other valve actuation mechanisms will be utilized in conjunction with the same or similar features of the inventive concepts described therein. In each specific example, the intake and exhaust valves are actuated sequentially or out of order, depending on the design and performance required.

Although not shown and described herein, it should be understood that various specific examples of the Siamese cylinder inventive concept are used with various features, combinations, and sub-combinations of other compression ignition systems and methods disclosed herein.

In the foregoing description, certain terms have been used for the sake of brevity, clarity, and understanding; but other than the requirements of the prior art, unnecessary restrictions should not be implied from these terms because they are used to describe Sexual purpose and intended to be broadly explained. In addition, the description and drawings of the present invention are examples, and the scope of the present invention is not limited to the exact details shown or described.

Although the foregoing detailed description of the invention has been described with reference to illustrative specific examples, and the best mode contemplated for carrying out the invention has been shown and described, it should be understood that without departing from the spirit and scope of the invention, Certain changes, modifications, or alterations may be made in embodying the above invention and in its construction, and those skilled in the art may achieve content other than those specifically set forth herein, and such changes, modifications, or alterations should be considered It is within the scope of the present invention. It is therefore intended to cover any and all alterations, modifications, variations or equivalents that fall within the true spirit and scope of the invention and the underlying principles disclosed and claimed herein. Therefore, the scope of the present invention is intended to be limited only by the scope of the accompanying application patents, and everything contained in the above description and shown in the accompanying drawings should be interpreted as illustrative rather than restrictive.

Now that the features, explorations, and principles of the present invention, the manner in which the present invention is constructed and used, the characteristics of the construction, and the advantageous, new, and useful results obtained have been described, new and Useful structures, devices, components, arrangements, components and combinations.

It should also be understood that the following patent application scope is intended to cover all general and specific features of the invention described herein, as well as all statements of the scope of the invention that can be considered linguistically between the scope of the patent application.

Claims (20)

    An internal combustion engine includes: a cylinder; a first piston located in the cylinder; the first piston includes a convex portion and is configured to have a top dead point ("TDC") and a bottom dead point ( "BDC") configuration to define a stroke of the first piston; and a cylinder head that encloses the first piston within the cylinder, the cylinder head including a portion associated with the protrusion A recess, wherein the cylinder, the cylinder head, and the recess define a combustion chamber having a primary chamber and a primary chamber, and wherein the engine is configured to promote a dual-ignition combustion process, as the first piston The TDC is removed, a first firing sequence occurs in the primary chamber and a second firing sequence occurs in the secondary chamber.         The engine of claim 1, wherein the second ignition procedure includes expanding fluid from the primary chamber into the secondary chamber.         The engine of claim 2, further comprising a spark plug extending into the primary chamber, the spark plug configured to selectively initiate the first ignition sequence.         The engine of claim 3, further comprising a glow plug extending into the primary chamber, the glow plug being configured to selectively initiate the first ignition sequence.         The engine of claim 2, further comprising a glow plug extending into the primary chamber, the glow plug being configured to selectively initiate the first ignition sequence.         The engine according to claim 2, further comprising a second piston, wherein when the first piston is at TDC, the primary chamber defines a first volume, wherein the second piston is one associated with the primary chamber Variable compression ratio piston, and wherein the second piston is movable between a first position and a second position, and the maximum value of the first position and the second position of the second piston and the first volume are respectively And minimum.         The engine according to claim 6, wherein the first ignition procedure is a compression ignition procedure.         The engine of claim 7, wherein the second ignition sequence occurs after the piston has been removed from the TDC.         The engine of claim 6, further comprising a link assembly for moving the second piston between its first position and its second position, thereby adjusting the compression associated with the primary chamber ratio.         The engine of claim 9, wherein the link assembly is configured to selectively fix the second piston at its first position, its second position, or one of a plurality of intermediate positions Office.         The engine according to claim 9, further comprising a control system having a first sensor and a second sensor associated with respective first and second characteristics of the second piston, So that when the second piston is in the respective first position and the second position, the first sensor and the second sensor are aligned with the respective first feature and the second feature.         The engine according to claim 6, further comprising a control system having a first sensor and a second sensor associated with respective first and second characteristics of the second piston, So that when the second piston is in the respective first position and the second position, the first sensor and the second sensor are aligned with the respective first feature and the second feature.         The engine of claim 12, wherein the control system further includes an intermediate sensor associated with an intermediate feature of the second piston, such that when the second piston is in a respective intermediate position, the intermediate The sensor is aligned with the intermediate feature.         The engine according to claim 12, further comprising an insert at least partially embedded in a first component, wherein the first component is one of the first piston, the head, and the second piston, The first component is formed of a first material, and the insert is formed of a second material. The heat transfer property of the second material is better than the heat transfer property of the first material. Positioned and configured for thermal communication with the primary chamber.         The engine according to claim 1, further comprising an insert at least partially embedded in a first component, wherein the first component is one of the first piston, the head, and the second piston, The first component is formed of a first material, and the insert is formed of a second material. The heat transfer property of the second material is better than the heat transfer property of the first material. Positioned and configured for thermal communication with the primary chamber.         The engine according to claim 15, further comprising a plurality of inserts, each insert being at least partially embedded in one of the first piston, the head, and the second piston.         An internal combustion engine includes: a cylinder; a first piston located in the cylinder; the first piston includes a convex portion and is configured to have a top dead point ("TDC") and a bottom dead point ( "BDC") configuration to define a stroke of the first piston; a cylinder head that encloses the first piston in the cylinder, the cylinder head including one associated with the protrusion A recess; and a second piston, wherein the cylinder, the cylinder head, and the recess define a combustion chamber having a primary chamber and a primary chamber, wherein when the first piston is at TDC, the primary chamber defines a first volume Wherein the second piston is a variable compression ratio piston associated with the primary chamber, and wherein the second piston is movable between a first position and a second position, the first of the second piston is The position and the second position are associated with the maximum and minimum values of the first volume, respectively.         The engine of claim 17, further comprising a link assembly for moving the second piston between its first and second positions, thereby adjusting the compression associated with the primary chamber ratio.         The engine according to claim 18, further comprising a control system having a first sensor and a second sensor associated with respective first and second characteristics of the second piston, So that when the second piston is in the respective first position and the second position, the first sensor and the second sensor are aligned with the respective first feature and the second feature.         An internal combustion engine includes: a cylinder; a first piston located in the cylinder; the first piston is configured to a top dead center ("TDC") and a bottom dead center ("BDC") group Moving between states to define a stroke of the first piston; a cylinder head that encloses the first piston in the cylinder to define a combustion chamber; a spark plug that extends into the combustion chamber The spark plug is configured to selectively start a first ignition sequence; and a glow plug extending into the combustion chamber, the glow plug is configured to selectively start the first point Fire program.