US3543735A - Combustion system for internal combustion engine - Google Patents

Combustion system for internal combustion engine Download PDF

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US3543735A
US3543735A US739434A US3543735DA US3543735A US 3543735 A US3543735 A US 3543735A US 739434 A US739434 A US 739434A US 3543735D A US3543735D A US 3543735DA US 3543735 A US3543735 A US 3543735A
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fuel
piston
combustion
zone
engine
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Perry Lester Kruckenberg
Harold Elden Anderson
Ray Lavette Carlson
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Mcculloch Corp
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Mcculloch Corp
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Assigned to CITICORP INDUSTRIAL CREDIT, INC. reassignment CITICORP INDUSTRIAL CREDIT, INC. MORTGAGE (SEE DOCUMENT FOR DETAILS). Assignors: MC CULLOCH CORPORATION, MC CULLOCH OVERSEAS N.V.
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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
    • F02B19/00—Engines characterised by precombustion chambers
    • F02B19/02—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder
    • F02B19/04—Engines characterised by precombustion chambers the chamber being periodically isolated from its cylinder the isolation being effected by a protuberance on piston or cylinder head
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • 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

  • ABSTRACT Method and apparatus for burning fuel within the cylinder of an internal combustion engine wherein a series of spaced and mutually distinct airstreams are projected into the interior of a combustion zone of the cylinder. Another series of spaced and mutually distinct streams of fuel are projected into the combustion zone, with at least some of the fuel streams individually intersecting airstreams. The passage of the fuel streams into the airstreams is peripherally confined to define a series of mutually distinct fuel and airstream intersection zones where the fuel is effectively dispersed and heated. These intersection zones define burning loci.
  • a further object of the invention is to provide an improved system for dispersing and burning fuel in the'cylinder of an internal combustion engine so as to substantially reduce carbonization and thereby lower the operating temperature of the engine and the engine exhaust.
  • a method of burning fuel within the cylinder of an internal combustion engine which method involves the projection of a series of spaced and mutually distinct airstreams into the interior of a combustion zone of the cylinder of an engine. Another series of spaced and mutually distinct streams of fuel is projected into the combustion zone. At least some of the fuel streams pass through at least some of the airstreams. The passage of the fuel streams into the airstreams is peripherally Confined so as to define a series of spaced and mutually distinct fuel stream and airstream intersection zones.
  • the air and fuel streams entering each peripherally confined intersection zone pass in generally countercurrent turbulent flow relationship, thereby tending to shear and disperse fuel particles.
  • the dispersion of the fuel in the intersection zones, and the preparation of the fuel for burning in the zones, is enhanced by heating the air of the streams which are projected into the intersection zones. This heating is effected by the compressive action of a piston reciprocably mounted within the cylinder prior to the generation of the airstreams.
  • a particularly significant apparatus of the invention resides in the specific structure of a piston protrusion which cooperates and is telescopingly received within a combustion zone formed in the cylinder head of an internal combustion engine.
  • the protrusion includes a slotted annular rim encircling a semitoroidal face.
  • the combustion zone includes a cylindrical wall and a second semitoroidal face disposed so as to face the semitoroidal face of the protrusion.
  • a nozzle is mounted in the combustion zone and is operable to direct streams of fuel into the rim slots of the protrusion.
  • FIG. ll provides a vertically sectioned, schematic view of a preferred form of the internal combustion engine of the present invention illustrating basic relationships between a combustion or working cylinder and an air pumping cylinder;
  • FIG. 2 provides an enlarged, vertically sectioned view of a piston protrusion and cylinder head combustion zone of the FIG. 1 assembly, illustrating the protrusion as it is about to enter the combustion zone;
  • FIG. 3 illustrates the protrusion received within the combustion zone and moving upwardly
  • FIG. 4 provides a partially sectioned, perspective view of the projection and combustion zone as they are disposed while fuel is being injected into the combustion zone by a fuel injection nozzle;
  • FIG. 5 provides a vertically sectioned, fragmentary view of the protrusion at the point where it commences to withdraw axially out of the combustion zone;
  • FIG. 6 provides a transverse sectional view of the protrusion and combustion zone as. viewed along the section line 66 of FIG. 3;
  • FIG. 7 provides an enlarged, elevational view of the protrusion of the FIG. 1 combustion cylinder, illustrating this protrusion separated from the piston upon which it is mounted for
  • the invention may also be viewed as a technique for burning fuel in the combustion zone of the cylinder of an engine wherein a plurality of spaced combustion pockets are defined within the cylinder, with each of the pockets communicating with a combustion zone located in the cylinder head of the engine.
  • Fuel and air are confined,'rnixed and agitated in each of the spaced pockets;
  • the fuel is burned in the spaced pockets and products of combustion are discharged from the spaced pockets into an expansible chamber communicating within a reciprocable piston mounted within the cylinder.
  • FIG. d provides a top plan view of the protrusion shown in FIG. 7;
  • FIG. 9 provides a graphical representation of the pressure within the combustion cylinderof the FIG. 1 assembly in relation to crankshaft position and the operating condition of the fuel injection nozzle;
  • FIG. 10 provides a graphical representation of the operating characteristics of a diesel engine fabricated and operated in accordance with the present invention.
  • FIG. 11 illustrates, in a rotary graph format, the position of the working piston driving crankshaft of the FIG. 1 engine during various phases ofa single cycle.
  • crankshaft 8 rotates in a clockwise direction.
  • One or more air inlet ports 13 in cylinderwall 3 provide communication with a source of air.
  • An outlet port 14 provides communication between the cylinder interior zone 12 and a conduit 15.
  • Conduit 15 serves to feed airto air inlet ports to formed in the side wall of cylinder 4.
  • An exhaust port 37 is formed in cylinder wall 4 and serves to discharge products of combustion.
  • crank arms 7 and 10 are both journaled on crankshaft portion 8a, which is off center from the axis 812 of crankshaft rotation.
  • pistons 5 and 6 will operate 90 out of phase.
  • piston 5 will uncover ports 15, allow air to enter zone 12, and again cover ports 13 while piston 6 is moving 'on a down stroke.
  • FIG. 1 illustrates working cylinder 4 with conventional liquid cooling passages W. in a conventional fashion, cooling fluid may be circulated through the passage means 19 so as to maintain the temperature of the cylinder 4 within acceptable limits.
  • a conventional fuel pump 26 is mounted on engine 1.
  • Pump 20 may be operated, for example, by a conventional cam mechanism associated with a crankshaft 8.
  • This fuel pump 20 serves to supply liquid fuel, such as light oil, to a fuel injection nozzle 2i.
  • Fuel injection nozzle 21 discharges this fuel in the form of spaced sprays into a combustion zone 22 located in the cylinder head 23 of working cylinder 4.
  • the crankshaft controlled fuel pump 20 serves to start and stop the injection of fuel into zone 22 in accordance with a cyclic injection pattern to be hereinafter described in greater detail.
  • combustion zone 22 The manner in which combustion is effected within the cylinder 4 is uniquely controlled by the combustion zone 22 and a protrusion 24 mounted on the working face or fluid reaction face of piston 6.
  • COMBUSTION CONTROL BY COMBUSTION ZONE AND PISTON TROTRUSION Combustion zone 22 comprises a cylindrical wall 25 projecting coaxially of the axis of reciprocation of the piston 6 and the central axis of the cylinder 4. Cylindrical wall 25 intersects a generally annular and planar cylinder head surface 26. This surface 26 extends radially of the axis of reciprocation of the piston 6, away from the junction where the cylinder wall 25 intersects the working zone 18.
  • a semitoroidal surface 27 is coaxially alined with the axis of reciprocation of the piston 6 and merges tangentially at its annular periphery with the cylindrical wall 25. As illustrated, the extremity 28 of fuel injection nozzle 21 defines a portion of surface 2'7 and provides the central peak" portion of this semitoroidal surface 27.
  • the piston protrusion 24 comprises an annular rim 29 which is coaxially alinedwith the axis of reciprocation of the piston 6.
  • a second, semitoroidal surface 36 is carried by the protrusion 24 in coaxial relationship with the piston axis of reciprocation.
  • Surface 30 is disposed in mirror image relationship with, and faces, the surface 27.
  • this second, semitoroidal surface 30 is defined by a circular axis of cross-sectional curvature 31.
  • This axis of curvature extends in a plane passing radially of the axis of piston reciprocation, and through the pointed tip portion 32 of the surface 30.
  • the radius of curvature 33 of the lefthand side of the cross section of surface 30, as shown in FIG. 2 is exactly the same as the radius of curvature 34% of the righthand surface.
  • the radii of curvature 3.5 and 36 of the left and right-hand sides, respectively, of surface 27 are mutually equal and equal to the radii 333 and d4.
  • Radii 35 and 36 terminate substantially in contiguous relationship with the cylindrical wall 25, where this wall 25 tangentially merges with surface 27.
  • a series of peripheral slots 46 are formed in the outer periphery of rim 29.
  • the cylindrical outer periphery 41 of rim 29, interrupted by the slots 40, is telescopingly received within the cylindrical wall 25 in a noninterfering fit relationship.
  • the somewhat exaggerated radial clearance 4E2 shown in the drawings as existing between the rim periphery 4i and the cyliiidrical wall 25, provides for this noninterfering fit relationship and ensures that the protrusion 2a is freely reciprocable within the wall 25.
  • Each slot includes a planar inner wall 13 which extends parallel to the axis of reciprocation of piston 6 and perpendicular to a radius extending from this axis.
  • the radially outermost side 44 of each slot 40 is open, as shown in FIG. 6.
  • the circumferentially-spaced sides of this slot ill are defined by a pair of mutually parallel, planar, sidewalls 45 and i6.
  • sidewalls 45 and 46 are parallel to the radius which is perpendicular to the slot base 43 and which extends from the piston axis of reciprocation 47. This radius intersects each surface 43 circumferentially midway between the slot sides 46 and 45 and axially midway between the slot top edge i8 and the slot base wall lower edge 49.
  • the slots 40 are symmetrically disposed about the periphery of rim 29, i.e. are evenly circumferentially spaced. in the preferred and illustrated embodiment six slots are provided. However, the number of slots may vary depending upon engine requirements.
  • the top edge 48 of the slot base wall 43 is sharp or knifelike in character, owing to the fact that it is defined by the intersection of planar surface 43 and planar surface 30.
  • the top edge 50 of slot sidewall 36 and the top edge Si of slot edge sidewall 45 are also sharp or knifelike, resulting from the planar intersections of surfaces 46 and 45 respectively, with the interrupted annular surface 52 which defines the top of rim 29 and which extends generally radially of the axis of reciprocation of the piston 6,
  • the slots 40 provide airstream defining orifices circumferentially spaced about the periphery of the protrusion 24.
  • Each such orifice extends generally longitudinally of, i.e. parallel with, the axis 47 of piston reciprocation and is inclined relative to the axis of reciprocation in a direction extending circumferentially about the combustion zone 22.
  • Protrusion 24 is secured to piston head wall 53 by a mounting stud 5'4.
  • Mounting stud 54 projects axially through a central aperture 55 formed in piston head wall 53.
  • a threaded nut 56 threadedly engages the threaded lower end 57 of the stud 54.
  • Nut 56 acting through washers 58a and 58b, serves to elastically anchor the protrusion 24 to the head wall 53 by engaging a series of Bellville spring washers 59. This resilient anchoring arrangement tends to ensure that the protrusion 24 does not become separated from the piston head wall 53 during engine operation.
  • anchoring pin 60 may serve to fixedly secure the nut 56 on the threaded study portion 57. Pin 6% transversely intersect threaded stud 57 and nut 56, after these components have been assembled, so as to prevent rotation of the nut 56 which would tend to remove it from the stud end 57.
  • the terminus 28 of nozzle 21 is provided with a series of circumferentially spaced, fuel spray or jet defining nozzlelike orifices 61.
  • the nozzles or orifices 6i are oriented so as to project a series of six fuel sprays 62 projecting into the com bustion zone 22. These fuel sprays 62 are mutually distinct and circumferentially spaced from each other.
  • the sprays 62 are more or less alined with a conical plane diverging downwardly from the tip23 and intersecting all of the slots or flow paths 40. This surface ofalinement of the spray 62 intersects open ends or mouth 63 of the slots l throughout the period of time that the slot-carrying rim 29 is reciprocating withing the cylindrical wall 25.
  • This alinement of the sprays results from having the conical alinement surface generallyintersect the circular junction of intersection 64 between the surfaces 25 and 26.
  • the sprays 62 have been directed toward points 64a, located about one-eighth of an inch above the plane of junction 64.
  • the radial width 65 of each orifice 410 is such as to ensure that each spray 62 will continue to enter a slot mouth 63, even when the protrusion 24 has been reciprocated to the extremity position shown in FIG. 5.
  • DIMENSIONAL AND CYCLE CRITERIA The teachings of the invention have been applied specifically to the operation of a small diesel engine rated at horsepower.
  • the cylinder has a 2.75 inch diameter bore and a 3 inch stroke.
  • protrusions 24 have been incorporated in the piston head 53 of this engine.
  • the semitoroidal surface 30 of these protrusions have been dimensioned such that radii 33, 34, 35 and 36 were between .310 and .315 inches.
  • the diameter of the cylindrical peripheries of protrusions 24, as defined by a cylindrical surface 66, has generally been on the order of between 1.185 and 1.191 inches.
  • the axial height 67 of wall 41 of these protrusions was generally between .222 and .225 inches.
  • the perpendicular distance between walls 45 and d6 was generally on the order of from about .240 inches to about .280 inches.
  • the radial gap between each wall 43 and the cylindrical surface 66, which is coextensive with walls ll, was generally on the order of from about .l20 inches to about .125 inches.
  • the protrusions 24 were fabricated from stainless steel.
  • the protrusion dimensions substantially determine the dimensions of the combustion zone 22, in view of the relationships between the protrusion and the combustion zone previously described. It is contemplated however, that the radial gap 42 between the walls at and the cylindrical wall 25 may be on the order of three one-thousandth to five onethousandth of an inch.
  • the dimensional criterial of the engine was such that the protrusion rim top surface 52 became alin'ed with the cylinder head surface 26 at a point of crankshaft rotation about 29 prior to the position of crankshaft rotation operable to bring the piston 6 to its uppermost extremity as shown in FIG. 5.
  • the slots 40 substantially provided complete control of fluid communication between the zone 22 and the zone 18.
  • the fuel pump 20 was operated by timing means so as to initiate the injection of the fuel streams 62 into the zone 22 at a point of crankshaft rotation about 4 to 6 ahead of the crankshaft extremity position operable to position the piston in the FIG. 5 orientation.
  • the orifices through which the fuel stream 62 were projected each had a diameter of about .005 inches. Observations indicate that combustion was initiated within 2 or 3 of continued rotation of the crankshaft, i.e. combustion was initiated almost simultaneously with the injection of fuel and almost at the point where the piston was at top dead center of the cylinder 4 Injection of the fuel streams 62 was generally continued for a total increment of from 12 to l5 duration after top dead center.
  • combustion was both initiated and terminated very nearly coincident with the initiation and termination of fuel injection. Further, combustion was initiated in uniquely close proximity to the top dead center piston location.
  • the shaded zone A represents the period of rotary movement of the crankshaft during which the protrusion 24 is telescoping within the cylinder wall 25.
  • the fuel injection pattern is shown by the shaded segment B. From observation, it is believed that burning occurs within the general zone represented by the shaded segment C.
  • the heated and compressed air will be increased in velocity so as to flow turbulently, generally longitudinally and upwardly through the slots 10.
  • the inclination of the slots 40 will tend to cause the airstreams, defined by the orificelike slots 40, to enter the chamber 22 and flow along the wall 25 in a generally spiral pattern.
  • These upwardly moving airstreams will encounter the arcuate surface 27 and be deflected generally radially inwardly toward the axis of reciprocation 47 and then generally downwardly toward the arcuate surface fill.
  • Airstreams leaving the right side of the surface 27 may tend to initially crossover into the left side of the surface 30, viewing the surfaces in the general arrangement shown in FIG. 2. As the surfaces 27 and 29 coverage, this crossover tendency may be somewhat minimized, i.e. airstreams deflected from the right side of the surface 27 may tend to enter the right side of the surface 30.
  • each stream will be directed so as to continuously enter the slot mouths 63 while the slots 40 receiving the streams are reciprocating both into and out of the wall 25.
  • the compression induced heat will ignite the fuel. From observations, it is known that burning of the fuel is localized in the general vicinity of the slots 40. By describing burning, as occuring in the zones defined by the slots 40, it is meant that these zones, where the fuel and air intersect, provide circumferentially spaced, burning loci, with it being recognized that burning will exist beyond the confines of these slots.
  • burning may be initiated somewhat above the upwardly moving orifices 40, in the general vicinity of the I fringes of the fuel streams 62. However, regardless of where burning is initiated, it is known from observations that the intersection zones or orifices 40 define spaced centers or loci of burning. In this connection it is also believed that, even though burning may be initiated somewhat above the orifices 40, the bulk of the fuel in the downwardly directed streams 62 will enter the orifices 40 for effective dispersion and heating.
  • the turbulence within the zones dill which contributes to effective mixing is believed to be augmented or improved by the lateral inclination of the slots 40 and also by the substantially right-angle turns which the downwardly flowing airstreams taken when they impinge upon the surface 3&3. That is to say, the downwardly moving airstreams move downwardly through the inclined slots ill and inpinge upon the surface 38 where they are deflected to flow radially outwardly away from the axis of reciprocation 47.
  • turbulence is similarly generated by air flowing radially inwardly from the zone 118 through slots 40 into the zone 22 during the upstroke of the protrusion 24.
  • the air flowing from the zone 18 radially inwardly toward the axis 4'7 is deflected in a vertical plane so as to flow generally upwardly along wall 2% and is also deflected laterally because of the slot inclination.
  • This multidirectional deflection which occurs in a reverse sense on the piston downstroke, is believed to effectively contribute to the formation of turbulent flow in the zone f ll.
  • the airstrearns which are deflected and somewhat dispersed by their impingement upon the surfaces 27 and 30, provide a degree of overall turbulence which does not destroy the essential'integrity of the fuel streams 62. Nevertheless, this overall turbulence operates in conjunction with the intersection of the fuel streams 62 and the airstrcams passing through the nozzles 30 to provide an enhanced degree of fuel dispersion and heat distribution, thereby promoting overall efficiency and smoothness of burning.
  • FIG. 9 graphically represents the operating characteristics of the previously described engine operating at 2200 r.p.m.
  • Curve A in FIG. 9 represents the pressure within the cylinder 4 resulting solely from the compressive action of the piston 6.
  • Curve B which defines a continuation of the initial part of curve A, represents this pressure, plotted against crankshaft position, and resulting from the combustion cycle.
  • Curve C indicatesthe position of a valve in the fuel injection mechanism which serves to control the admission of fuel to the orifices 61 for the purposes of defining the fuel streams 62.
  • the fuel controlling valve commenced to open at point D, within about 6 of the top dead center position of the crankshaft and piston. Ignition occurred at about E, i.e. within about 3 of both the top dead center position and the point where the fuel controlling valve commenced to open.
  • the flow controlling fuel valve closed between points F and G, with valve closing commencing at point F. It is believed that the total ignition cycle terminated within the 58 increment of crankshaft rotation during which protrusion 24 reciprocated within cylindrical wall 25.
  • the noise associated with this engine was substantially less than that associated with the conventional engine. Further, the exhaust temperature of the engine was observed to be between 200 and 300 F. cooler than the exhaust of a normal engine.
  • This lower rate of pressure rise produces a significantly lower peak combustion pressure.
  • This lower peak combustion pressure produces significantly less strain on the engine frame and engine parts.
  • the turbulent flow in the zones 40 in contrast to the limited laminar flow that occurs between the walls 41 and 25, produces such efiective fuel mixing as to significantly extend the range of fuels which may be injected into the combustion zone.
  • the key to the invention resides in the peripherally confined fuel and air mixing and combustion zones, which zones produce such effective fuel dispersion and heating as to yield nearly instantaneous combustion, and more even and smooth burning.
  • This enables an engine to be operated under nearly optimum conditions where fuel is injected and starts to ignite at very nearly the top dead center piston position.
  • This also enables an operator to have almost complete control over fuel burning so as to control, effectively and predictably, the output characteristics of the engine.
  • This effective fuel combustion substantially reduces and virtually eliminates carbonization tendencies so as to reduce the operating temperature of the engine.
  • This tendency to reduce carbonization is desirable since carbon deposits, when formed, do not cool as rapidly as the engine structure. Thus, such carbon deposits tend, undesirably, to raise the operating temperature of the engine.
  • the heated air flowing out of the zone 22 through the slots 40, during the downstroke of the piston and its protrusion, is believed to contribute in a particularly effective fashion to the smoothness, evenness, and controlled nature of fuel burning. This is believed to result from the effective fuel dispersion and heating caused by the intersection of the outflowing, hot airstreams with the fuel streams discharging into the general vicinity of the orifices 40.
  • the engine 1 may be operated most advantageously with a turbocharge form of air supply.
  • the slot surfaces 43 may comprise cylindrical segments
  • the overall slots 40 may comprise segments of a true helix, etc.
  • a slot inclination of about provides better results than a slot inclination of 18 or 24 or slots arranged to extend parallel to the axis 47.
  • the invention is applicable to the operation spark plug ignited, gasoline engines as well as compression ignited diesel engines.
  • a method of burning fuel within the cylinder of an inter nal combustion engine housing a reciprocable piston comprising:
  • a method of burning fuel within the cylinder of an internal combustion engine housing a reciprocable piston comprising:
  • a method of burning fuel within the cylinder of an internal combustion engine housing a reciprocable piston comprising:
  • a method of burning fuelwithin the cylinder of an internal combustion engine housing a reciprocable piston comprising:
  • each said airstresm deflecting each said airstresm from said cylindrical wall to cause each said airstream to flow along a generally arcuate path leading consecutively toward said axis of reciprocation and generally away from said closed end of said combustion zone;
  • said orifices being substantially alined with, and circumferentially spaced about, a circle extending perpendicular to said axis of reciprocation;
  • said orifices substantially control fluid communication between said combustion zone and a reaction zone and a reaction surface of said piston radially encircling said projection throughout an increment of rotation of said crankshaft commencing prior to said initial projecting of said fuel streams and terminating after the cessation of said projecting of said fuel streams.
  • a method of burning fuel in a combustion zone located in the cylinder head of an engine cylinder head of an engine cylinder housing a reciprocating piston comprising:
  • a method of burning fuel in a combustion zone located in the cylinder head of an engine cylinder housing a reciprocating piston comprising:
  • An apparatus for burning fuel within the cylinder of an internal combustion engine housing a reciprocable piston comprising: it
  • wall means carried by and movable with said reciprocable piston and operable to define a series of spaced and mutually distinct airstreams flowing between the interior and exterior of a combustion zone of said cylinder;
  • means including a fuel source operable to define a series of spaced and mutually distinct streams of fuel projecting into said combustion zone; means operable to define a series of spaced and mutually distinct fuel stream and airstream intersection zones which form burning loci;
  • said piston being operable to move said wall means which define said airstreams generally away from said fuel source while said fuel streams are being projected into said burning loci and while said wall means provide paths of limited communication between said combustion zone and said exterior of said combustion zone, which exterior comprises a working zone of said engine in direct communication with said reciprocable piston.
  • An apparatus for burning fuel within the cylinder of an internal combustion engine housing a reciprocable piston comprising:
  • wall means carried by and movable with said reciprocable piston and operable to define a series of spaced and mutually distinct streams of heated air flowing between the interior and exterior combustion zone of a cylinder generally along a cylindrical surface extending coaxially of the axis of reciprocation of said piston which is mounted within said cylinder;
  • means including a fuel source operable to define a series of spaced and mutually distinct streams of fuel projecting into the interior of said combustion zone of said cylinder, with each said fuel stream being generally alined with a conical plane diverging away from said combustion zone and coaxially alined with the axis of reciprocation of said piston within said cylinder; means operable to define a series of mutually distinct fuel and airstream intersection zones which form burning loci, spaced circumferentially about said axis of reciprocation; means for projecting fuel into said zones during movement of said piston away from said combustion zone; and said piston being operable to move said wall means which define said airstreams generally away from said fuel source while said fuel streams are being projected into said burning loci and while said wall means provide paths of limited communication between said combustion zone and said exterior of said combustion zone, which exterior comprises a working zone of said engine in direct communication with said reciprocable piston.
  • An apparatus as defined in claim 9 further including:
  • said piston including a reaction surface in said working zone
  • said paths being operable to substantially limit fluid communication between said combustion zone and said reaction surface of said piston commencing prior to said projecting of said fuel streams and terminating after the cessation of said projecting of said fuel streams.
  • a method of heating and dispersing fuel in an internal combustion engine comprising:
  • said said moving of said flow paths generally toward said working chamber while concurrently projecting fuel into said spaced zones occuring, at least in part, while said flow paths limit communication between said combustion chamber and said working chamber.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
US739434A 1968-06-24 1968-06-24 Combustion system for internal combustion engine Expired - Lifetime US3543735A (en)

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BE (1) BE734769A (xx)
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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3738332A (en) * 1970-04-15 1973-06-12 Ins Francais Du Petrole Des Co Compression-ignition engine
US3777724A (en) * 1971-11-03 1973-12-11 Teledyne Ind Internal combustion engine having a variable volume precombustion chamber
US3870025A (en) * 1972-07-05 1975-03-11 Mcculloch Corp Method and apparatus for improving the fuel injection characteristics of internal combustion engines
US3892208A (en) * 1972-07-05 1975-07-01 Mcculloch Corp Modified injection spray characteristics for spaced burning loci engines
US4467759A (en) * 1982-10-14 1984-08-28 Artman Noel G Combined air intake passage and precombustion chamber for internal combustion engine
US5299537A (en) * 1992-03-11 1994-04-05 Thompson Ransom S Metered induction two cycle engine
FR2939842A1 (fr) * 2008-12-12 2010-06-18 Louis Chauville Moteur thermique a essence, a deux ou quatre temps, fonctionnant a pleine admission et taux de compression eleve
US8677970B2 (en) 2011-03-17 2014-03-25 Cummins Intellectual Property, Inc. Piston for internal combustion engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1364508A (en) * 1970-11-27 1974-08-21 Mcculloch Corp Combustion system for internal combustion engine

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3738332A (en) * 1970-04-15 1973-06-12 Ins Francais Du Petrole Des Co Compression-ignition engine
US3777724A (en) * 1971-11-03 1973-12-11 Teledyne Ind Internal combustion engine having a variable volume precombustion chamber
US3870025A (en) * 1972-07-05 1975-03-11 Mcculloch Corp Method and apparatus for improving the fuel injection characteristics of internal combustion engines
US3892208A (en) * 1972-07-05 1975-07-01 Mcculloch Corp Modified injection spray characteristics for spaced burning loci engines
US4467759A (en) * 1982-10-14 1984-08-28 Artman Noel G Combined air intake passage and precombustion chamber for internal combustion engine
US5299537A (en) * 1992-03-11 1994-04-05 Thompson Ransom S Metered induction two cycle engine
FR2939842A1 (fr) * 2008-12-12 2010-06-18 Louis Chauville Moteur thermique a essence, a deux ou quatre temps, fonctionnant a pleine admission et taux de compression eleve
US8677970B2 (en) 2011-03-17 2014-03-25 Cummins Intellectual Property, Inc. Piston for internal combustion engine
USRE46806E1 (en) 2011-03-17 2018-04-24 Cummins Intellectual Property, Inc. Piston for internal combustion engine

Also Published As

Publication number Publication date
DE1915531A1 (de) 1970-01-02
DE1915531C3 (de) 1974-01-17
DE6912261U (de) 1970-01-15
DE1915531B2 (de) 1973-06-20
FR2011589A1 (xx) 1970-03-06
GB1227641A (xx) 1971-04-07
BE734769A (xx) 1969-12-01

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