US20100108013A1 - Gasoline Direct Injection Engine - Google Patents
Gasoline Direct Injection Engine Download PDFInfo
- Publication number
- US20100108013A1 US20100108013A1 US12/533,641 US53364109A US2010108013A1 US 20100108013 A1 US20100108013 A1 US 20100108013A1 US 53364109 A US53364109 A US 53364109A US 2010108013 A1 US2010108013 A1 US 2010108013A1
- Authority
- US
- United States
- Prior art keywords
- angle
- intake
- combustion chamber
- piston
- internal combustion
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 238000002347 injection Methods 0.000 title abstract description 13
- 239000007924 injection Substances 0.000 title abstract description 13
- 238000002485 combustion reaction Methods 0.000 claims abstract description 31
- 239000000446 fuel Substances 0.000 claims abstract description 20
- 230000001154 acute effect Effects 0.000 claims description 6
- 238000000034 method Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 239000012141 concentrate Substances 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000010276 construction Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
- F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B31/00—Modifying induction systems for imparting a rotation to the charge in the cylinder
- F02B31/08—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets
- F02B31/085—Modifying induction systems for imparting a rotation to the charge in the cylinder having multiple air inlets having two inlet valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10091—Air intakes; Induction systems characterised by details of intake ducts: shapes; connections; arrangements
- F02M35/10098—Straight ducts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/104—Intake manifolds
- F02M35/108—Intake manifolds with primary and secondary intake passages
- F02M35/1085—Intake manifolds with primary and secondary intake passages the combustion chamber having multiple intake valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/106—Tumble flow, i.e. the axis of rotation of the main charge flow motion is horizontal
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/108—Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to a gasoline direct injection engine, and more particularly to a gasoline direct injection engine having improved operability.
- the GDI engine technologies are methods in which fuel is directly injected into a combustion chamber rather than into an intake manifold.
- the GDI engine concentrates air and fuel at the circumference of an ignition spark plug by directly injecting fuel into the combustion chamber so as to make a concentrated mixture, the engine is operable with a lean air/fuel ratio.
- cooling performance of a lateral cylinder wall is superior in comparison with a conventional intake port injection type, and thereby the fuel amount can be precisely controlled in order to enhance fuel consumption and the engine performance may be improved.
- a vortex is generated about a vertical axis in a moving direction of a piston or about a horizontal axis in a moving direction of the piston, wherein the former is called tumble and the latter is called swirl.
- the tumble and swirl generated by this structure depend on an angle formed between the intake manifold and the exhaust manifold in a vertical moving direction of the piston, and an angle formed between the intake/exhaust manifolds and a horizontal line.
- Various aspects of the present invention are directed to provide a gasoline direct injection engine having advantages of improving operability thereof.
- the internal combustion engine may include a piston reciprocally moving upwardly and downwardly in a cylinder, a combustion chamber defined between a piston head and the cylinder, an ignition plug disposed at the top of the combustion chamber, at least one intake manifold disposed at an upper wall of the combustion chamber so that the at least one intake manifold is not interfered with by the ignition plug, and guiding intake air into the combustion chamber, an intake port disposed at an end of the at least one intake manifold, an intake valve disposed at the intake port and configured to open and close the intake port, and an injector interposed between the intake port and another intake port below the intake ports and injecting fuel into the combustion chamber.
- a valve angle defined as an angle between a longitudinal axis of the piston passing through a lower tip of the ignition plug and a longitudinal axis of the intake valve may be an acute angle
- a tumble angle defined as an angle between the longitudinal axis of the intake valve and a longitudinal axis of the intake manifold may be an acute angle
- an incidence angle defined as an angle between the longitudinal axis of the intake manifold and a horizontal line perpendicular to the longitudinal axis of the piston may be an acute angle
- the valve angle is less than 30 degrees
- the tumble angle is less than 65 degrees
- the incidence angle is less than 5 degrees.
- An angle between the at least one intake manifold and the injector may be less than 15 degrees.
- the piston may include a cavity formed on an upper surface thereof to be dented with a predetermined depth and an outer circumference of the input port is disposed overlapped with an outer circumference of the cavity, wherein a center of the cavity is shifted from a center of the piston toward the injector with a predetermined distance
- the gasoline direct injection engine according to an exemplary embodiment of the present invention is employed in a vehicle, operability of the GDI engine can be improved by designing it corresponding to the valve angle, tumble angle, and incidence angle.
- FIG. 1 is a top plan view showing a gasoline direct injection engine according to an exemplary embodiment of the present invention.
- FIG. 2 is a schematic view showing a main portion of a gasoline direct injection engine according to an exemplary embodiment of the present invention.
- FIG. 1 is a top plan view showing a gasoline direct injection engine according to an exemplary embodiment of the present invention
- FIG. 2 is a schematic view showing a main portion of a gasoline direct injection engine according to an exemplary embodiment of the present invention.
- a gasoline direct injection engine includes a cylinder head 100 and a cylinder block 200 , and a plurality of cylinders (only one cylinder is shown in drawings for convenience of description) between the cylinder head 100 and the cylinder block 200 .
- a piston 300 is inserted into each cylinder such that it is capable of linear reciprocation.
- Two intake manifolds 110 a and 110 b and exhaust manifolds are disposed at the cylinder head 100 , and intake valves 111 a and 111 b and exhaust valves are mounted at intake ports 140 a and 140 b and exhaust ports of a combustion chamber C, respectively.
- an injector 130 is mounted between the intake port 110 a and the intake port 110 b so as point toward an inner center of the combustion chamber C, and an ignition plug 120 is mounted at a circumference of the injector 130 so as to ignite the fuel when receiving an electrical signal from an electronic control unit.
- intake valves 111 a and 111 b are respectively provided so as to be biased toward a vertical direction of the piston 300 at a predetermined angle (hereinafter called “valve angle”: V a , V b ).
- a predetermined angle between the valves 111 a and 111 b and the intake manifolds 110 a and 110 b is called “tumble angle” T a , T b hereinafter.
- an angle formed between the intake manifolds 110 a and 110 b and the direction perpendicular to the vertical direction of the piston 300 is called “incidence angle” I a , I b hereinafter.
- valve angle Va, Vb is preferably less than 30 degrees
- tumble angle Ta, Tb is preferably less than 65 degrees
- incidence angle 1 a, 1 b is preferably over 5 degrees.
- an optimum state is realized such that the fuel and air that are mixed homogeneously are close to a circumference of the ignition plug 120 by an angle of the fuel injected from the injector 130 since the injector 130 is mounted at a predetermined angle corresponding to the incidence angle 1 a , 1 b.
- a cavity 320 may be formed at a piston head 310 defining a top end of the piston 300 .
- fuel injected from the injector 130 is concentrated at the center of the combustion chamber C by forming the center of the cavity 320 to be shifted toward the intake valves 111 a , 111 b.
- the ignition plug 120 is mounted at the cylinder head 100 so as to be disposed at an end of the cavity 320 disposed at a side of the piston 300 .
- the injector 130 is disposed between the intake manifolds 110 a and 110 b so as to directly inject fuel into the combustion chamber C, and is disposed at a predetermined biased angle with respect to the ignition plug 120 .
- the slant angle of the injector 130 formed from a horizontal direction perpendicular to a longitudinal axis of the piston 300 is preferably similar to the incidence angle I a , I b , within a scope of 10 degrees.
- the tumble and swirl generated between each of the components is promoted by minimizing interference with each other by designing the angle of the injector 130 according to the valve angle V a , V b , the tumble angle T a , T b , and the incidence angle I a , I b.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
A gasoline direct injection engine may include: a piston; a combustion chamber interposed between a piston head and a cylinder; an ignition plug disposed at the top of the combustion chamber; at least one intake manifold disposed at an upper wall of the combustion chamber so that it is not interfered with by the ignition plug, and guiding intake air into the combustion chamber; an intake port disposed at an end of the intake manifold; an intake valve opening and closing the intake port; and an injector interposed between the intake port and another intake port below the intake port and injecting fuel into the combustion chamber.
Description
- The present application claims priority to Korean Patent Application No. 10-2008-108980 filed on Nov. 4, 2008, the entire contents of which are incorporated herein by reference.
- 1. Field of the Invention
- The present invention relates to a gasoline direct injection engine, and more particularly to a gasoline direct injection engine having improved operability.
- 2. Description of Related Art
- Technologies for a gasoline direct injection (GDI) engine have been studied in order to improve fuel consumption and performance of the engine.
- The GDI engine technologies are methods in which fuel is directly injected into a combustion chamber rather than into an intake manifold.
- Since the GDI engine concentrates air and fuel at the circumference of an ignition spark plug by directly injecting fuel into the combustion chamber so as to make a concentrated mixture, the engine is operable with a lean air/fuel ratio.
- Therefore, cooling performance of a lateral cylinder wall is superior in comparison with a conventional intake port injection type, and thereby the fuel amount can be precisely controlled in order to enhance fuel consumption and the engine performance may be improved.
- Various methods have been developed in order to smoothly operate the engine with a lean air/fuel ratio by mixing air and fuel homogeneously, and in order to concentrate air and fuel at a circumference of the ignition plug.
- In an internal combustion engine, a vortex is generated about a vertical axis in a moving direction of a piston or about a horizontal axis in a moving direction of the piston, wherein the former is called tumble and the latter is called swirl.
- Since the air/fuel ratio and the concentration thereof depend on the tumble and swirl, consideration of the tumble and swirl is required in order to improve the operation performance of a GDI engine.
- The tumble and swirl generated by this structure depend on an angle formed between the intake manifold and the exhaust manifold in a vertical moving direction of the piston, and an angle formed between the intake/exhaust manifolds and a horizontal line.
- The information disclosed in this Background of the Invention section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
- Various aspects of the present invention are directed to provide a gasoline direct injection engine having advantages of improving operability thereof.
- In an aspect of the present invention, the internal combustion engine may include a piston reciprocally moving upwardly and downwardly in a cylinder, a combustion chamber defined between a piston head and the cylinder, an ignition plug disposed at the top of the combustion chamber, at least one intake manifold disposed at an upper wall of the combustion chamber so that the at least one intake manifold is not interfered with by the ignition plug, and guiding intake air into the combustion chamber, an intake port disposed at an end of the at least one intake manifold, an intake valve disposed at the intake port and configured to open and close the intake port, and an injector interposed between the intake port and another intake port below the intake ports and injecting fuel into the combustion chamber.
- A valve angle defined as an angle between a longitudinal axis of the piston passing through a lower tip of the ignition plug and a longitudinal axis of the intake valve may be an acute angle, a tumble angle defined as an angle between the longitudinal axis of the intake valve and a longitudinal axis of the intake manifold may be an acute angle, and an incidence angle defined as an angle between the longitudinal axis of the intake manifold and a horizontal line perpendicular to the longitudinal axis of the piston may be an acute angle, wherein the valve angle is less than 30 degrees, wherein the tumble angle is less than 65 degrees, and wherein the incidence angle is less than 5 degrees.
- An angle between the at least one intake manifold and the injector may be less than 15 degrees.
- The piston may include a cavity formed on an upper surface thereof to be dented with a predetermined depth and an outer circumference of the input port is disposed overlapped with an outer circumference of the cavity, wherein a center of the cavity is shifted from a center of the piston toward the injector with a predetermined distance
- Accordingly, if the gasoline direct injection engine according to an exemplary embodiment of the present invention is employed in a vehicle, operability of the GDI engine can be improved by designing it corresponding to the valve angle, tumble angle, and incidence angle.
- The methods and apparatuses of the present invention have other features and advantages which will be apparent from or are set forth in more detail in the accompanying drawings, which are incorporated herein, and the following Detailed Description of the Invention, which together serve to explain certain principles of the present invention.
-
FIG. 1 is a top plan view showing a gasoline direct injection engine according to an exemplary embodiment of the present invention. -
FIG. 2 is a schematic view showing a main portion of a gasoline direct injection engine according to an exemplary embodiment of the present invention. - It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particular intended application and use environment.
- In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing.
- Reference will now be made in detail to various embodiments of the present invention(s), examples of which are illustrated in the accompanying drawings and described below. While the invention(s) will be described in conjunction with exemplary embodiments, it will be understood that present description is not intended to limit the invention(s) to those exemplary embodiments. On the contrary, the invention(s) is/are intended to cover not only the exemplary embodiments, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims.
- An exemplary embodiment of the present invention will hereinafter be described in detail with reference to the accompanying drawings.
-
FIG. 1 is a top plan view showing a gasoline direct injection engine according to an exemplary embodiment of the present invention, andFIG. 2 is a schematic view showing a main portion of a gasoline direct injection engine according to an exemplary embodiment of the present invention. - Referring to
FIG. 1 andFIG. 2 , a gasoline direct injection engine according to an exemplary embodiment of the present invention includes acylinder head 100 and acylinder block 200, and a plurality of cylinders (only one cylinder is shown in drawings for convenience of description) between thecylinder head 100 and thecylinder block 200. - A
piston 300 is inserted into each cylinder such that it is capable of linear reciprocation. - Two
intake manifolds cylinder head 100, andintake valves intake ports - Further, an
injector 130 is mounted between theintake port 110 a and theintake port 110 b so as point toward an inner center of the combustion chamber C, and anignition plug 120 is mounted at a circumference of theinjector 130 so as to ignite the fuel when receiving an electrical signal from an electronic control unit. - Referring to
FIG. 2 ,intake valves piston 300 at a predetermined angle (hereinafter called “valve angle”: Va, Vb). - In addition, a predetermined angle between the
valves intake manifolds - Further, an angle formed between the
intake manifolds piston 300 is called “incidence angle” Ia, Ib hereinafter. - The valve angle Va, Vb is preferably less than 30 degrees, the tumble angle Ta, Tb is preferably less than 65 degrees, and the incidence angle 1 a, 1 b is preferably over 5 degrees.
- In this construction, interference caused by the
intake valve intake manifolds - Further, an optimum state is realized such that the fuel and air that are mixed homogeneously are close to a circumference of the
ignition plug 120 by an angle of the fuel injected from theinjector 130 since theinjector 130 is mounted at a predetermined angle corresponding to the incidence angle 1 a, 1 b. - Therefore, by designing as such, the tumble and swirl are generated more effectively.
- Meanwhile, a
cavity 320 may be formed at apiston head 310 defining a top end of thepiston 300. - That is, fuel injected from the
injector 130 is concentrated at the center of the combustion chamber C by forming the center of thecavity 320 to be shifted toward theintake valves - Further, the
ignition plug 120 is mounted at thecylinder head 100 so as to be disposed at an end of thecavity 320 disposed at a side of thepiston 300. - The
injector 130 is disposed between theintake manifolds ignition plug 120. - In this case, the slant angle of the
injector 130 formed from a horizontal direction perpendicular to a longitudinal axis of thepiston 300 is preferably similar to the incidence angle Ia, Ib, within a scope of 10 degrees. - As can be seen from the foregoing, the tumble and swirl generated between each of the components is promoted by minimizing interference with each other by designing the angle of the
injector 130 according to the valve angle Va, Vb, the tumble angle Ta, Tb, and the incidence angle Ia, Ib. - Therefore, operability of the GDI engine is improved, due to mixing air and fuel homogeneously, and igniting effectively.
- For convenience in explanation and accurate definition in the appended claims, the terms “upper” and “lower” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures.
- The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and their practical application, to thereby enable others skilled in the art to make and utilize various exemplary embodiments of the present invention, as well as various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the Claims appended hereto and their equivalents.
Claims (8)
1. An internal combustion engine comprising:
a piston reciprocally moving upwardly and downwardly in a cylinder;
a combustion chamber defined between a piston head and the cylinder;
an ignition plug disposed at the top of the combustion chamber;
at least one intake manifold disposed at an upper wall of the combustion chamber so that the at least one intake manifold is not interfered with by the ignition plug, and guiding intake air into the combustion chamber;
an intake port disposed at an end of the at least one intake manifold;
an intake valve disposed at the intake port and configured to open and close the intake port; and
an injector interposed between the intake port and another intake port below the intake ports and injecting fuel into the combustion chamber.
2. The internal combustion engine of claim 1 , wherein
a valve angle defined as an angle between a longitudinal axis of the piston passing through a lower tip of the ignition plug and a longitudinal axis of the intake valve is an acute angle;
a tumble angle defined as an angle between the longitudinal axis of the intake valve and a longitudinal axis of the intake manifold is an acute angle; and
an incidence angle defined as an angle between the longitudinal axis of the intake manifold and a horizontal line perpendicular to the longitudinal axis of the piston is an acute angle.
3. The internal combustion engine of claim 2 , wherein the valve angle is less than 30 degrees.
4. The internal combustion engine of claim 2 , wherein the tumble angle is less than 65 degrees.
5. The internal combustion engine of claim 2 , wherein the incidence angle is less than 5 degrees.
6. The internal combustion engine of claim 1 , wherein an angle between the at least one intake manifold and the injector is less than 15 degrees.
7. The internal combustion engine of claim 1 , wherein the piston includes a cavity formed on an upper surface thereof to be dented with a predetermined depth and an outer circumference of the input port is disposed overlapped with an outer circumference of the cavity.
8. The internal combustion engine of claim 7 , wherein a center of the cavity is shifted from a center of the piston toward the injector with a predetermined distance
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020080108980A KR20100049934A (en) | 2008-11-04 | 2008-11-04 | Gasoline direct injection engine |
KR10-2008-0108980 | 2008-11-04 |
Publications (1)
Publication Number | Publication Date |
---|---|
US20100108013A1 true US20100108013A1 (en) | 2010-05-06 |
Family
ID=42063182
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/533,641 Abandoned US20100108013A1 (en) | 2008-11-04 | 2009-07-31 | Gasoline Direct Injection Engine |
Country Status (3)
Country | Link |
---|---|
US (1) | US20100108013A1 (en) |
KR (1) | KR20100049934A (en) |
DE (1) | DE102009038918A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20140076261A1 (en) * | 2011-05-27 | 2014-03-20 | Volkswagen Aktiengesellschaft | Cylinder of a combustion engine for a vehicle and corresponding manufacturing method, means for manufacturing the cylinder, spark plug, combustion engine and vehicle |
US20160047283A1 (en) * | 2014-08-12 | 2016-02-18 | Ford Global Technologies, Llc | Intake manifold ports and pcv passages integrated into cam cover |
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US3572298A (en) * | 1968-01-08 | 1971-03-23 | Shigeru Onishi | Stratified charge engine |
US5394845A (en) * | 1991-10-15 | 1995-03-07 | Mazda Motor Corporation | Intake system for engine |
US5720253A (en) * | 1995-09-11 | 1998-02-24 | Nissan Motor Co., Ltd. | Direct-injection type spark-ignition internal combustion engine |
US5915353A (en) * | 1997-05-21 | 1999-06-29 | Nissan Motor Co., Ltd | Cylinder direct injection spark-ignition engine |
US5943993A (en) * | 1997-02-10 | 1999-08-31 | Avl List Gmbh | Four-stroke internal combustion engine with spark ignition |
US5979399A (en) * | 1997-08-28 | 1999-11-09 | Avl List Gmbh | Internal combustion engine with spark ignition |
US6047592A (en) * | 1996-04-01 | 2000-04-11 | Avl List Gmbh | Four-stroke internal combustion engine with spark ignition |
US20030221658A1 (en) * | 2002-06-04 | 2003-12-04 | Nissan Motor Co., Ltd. | Direct fuel injection internal combustion engine |
US6705275B2 (en) * | 2001-01-05 | 2004-03-16 | Nissan Motor Co., Ltd. | Incylinder direct injection spark ignition engine |
US20040103873A1 (en) * | 2001-03-27 | 2004-06-03 | Volkswagen Ag | Methods for controlling a fuel metering in the multiple injection operating mode |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4187175B2 (en) | 2006-03-13 | 2008-11-26 | 国立大学法人東北大学 | Method for producing gallium nitride material |
-
2008
- 2008-11-04 KR KR1020080108980A patent/KR20100049934A/en not_active Application Discontinuation
-
2009
- 2009-07-31 US US12/533,641 patent/US20100108013A1/en not_active Abandoned
- 2009-08-26 DE DE102009038918A patent/DE102009038918A1/en not_active Withdrawn
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3572298A (en) * | 1968-01-08 | 1971-03-23 | Shigeru Onishi | Stratified charge engine |
US5394845A (en) * | 1991-10-15 | 1995-03-07 | Mazda Motor Corporation | Intake system for engine |
US5720253A (en) * | 1995-09-11 | 1998-02-24 | Nissan Motor Co., Ltd. | Direct-injection type spark-ignition internal combustion engine |
US6047592A (en) * | 1996-04-01 | 2000-04-11 | Avl List Gmbh | Four-stroke internal combustion engine with spark ignition |
US5943993A (en) * | 1997-02-10 | 1999-08-31 | Avl List Gmbh | Four-stroke internal combustion engine with spark ignition |
US5915353A (en) * | 1997-05-21 | 1999-06-29 | Nissan Motor Co., Ltd | Cylinder direct injection spark-ignition engine |
US5979399A (en) * | 1997-08-28 | 1999-11-09 | Avl List Gmbh | Internal combustion engine with spark ignition |
US6705275B2 (en) * | 2001-01-05 | 2004-03-16 | Nissan Motor Co., Ltd. | Incylinder direct injection spark ignition engine |
US20040103873A1 (en) * | 2001-03-27 | 2004-06-03 | Volkswagen Ag | Methods for controlling a fuel metering in the multiple injection operating mode |
US20030221658A1 (en) * | 2002-06-04 | 2003-12-04 | Nissan Motor Co., Ltd. | Direct fuel injection internal combustion engine |
Cited By (4)
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US20140076261A1 (en) * | 2011-05-27 | 2014-03-20 | Volkswagen Aktiengesellschaft | Cylinder of a combustion engine for a vehicle and corresponding manufacturing method, means for manufacturing the cylinder, spark plug, combustion engine and vehicle |
US9556820B2 (en) * | 2011-05-27 | 2017-01-31 | Volkswagen Aktiengesellschaft | Cylinder of a combustion engine for a vehicle and corresponding manufacturing method, means for manufacturing the cylinder, spark plug, combustion engine and vehicle |
US20160047283A1 (en) * | 2014-08-12 | 2016-02-18 | Ford Global Technologies, Llc | Intake manifold ports and pcv passages integrated into cam cover |
US9556767B2 (en) * | 2014-08-12 | 2017-01-31 | Ford Global Technologies, Llc | Intake manifold ports and PCV passages integrated into cam cover |
Also Published As
Publication number | Publication date |
---|---|
DE102009038918A1 (en) | 2010-05-06 |
KR20100049934A (en) | 2010-05-13 |
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