WO2021210007A1

WO2021210007A1 - An engine assembly

Info

Publication number: WO2021210007A1
Application number: PCT/IN2020/050817
Authority: WO
Inventors: Hillol KUMAR ROY; Ankit RAWAT; Mugilan MEIBALAN; Vijay Bhaskar ADIGA; Chithambaram SUBRAMONIAM
Original assignee: Tvs Motor Company Limited
Priority date: 2020-04-15
Filing date: 2020-09-24
Publication date: 2021-10-21
Also published as: CO2022014456A2

Abstract

The present invention relates to an internal combustion engine (100) configured to have a cylinder head (102, 303). The cylinder head (102, 303) comprising of an one or more exhaust passage (204, 304) wherein said exhaust passage (204, 304) receiving exhaust emission from a combustion chamber. Further, one or more exhaust valve (204D) is positioned in the exhaust passage (204, 304) configured to open and close openings of the exhaust passage (204, 304). An ignition source (201) is disposed positioned in the cylinder head (102) such that it is communicating with the exhaust passage (204, 304). The ignition source (201) quickly raises a temperature of exhaust gas so as to activate catalyst in the catalytic converter that reduces harmful material included in the exhaust gas.

Description

AN ENGINE ASSEMBLY

TECHNICAL FIELD

[0001] The present subject matter relates to a multi wheeled vehicle. More particularly, to an engine assembly. BACKGROUND

[0002] Conventionally, vehicles are powered by an internal combustion (IC) engine. The internal combustion (IC) engine comprises a cylinder head, abutting a cylinder block to form a combustion chamber where the burning of air fuel mixture occurs. The cylinder head comprising of an intake valve and an exhaust valve which control the intake of air fuel mixture inside the combustion chamber, and controls the exit of exhaust gases after the combustion. The exhaust gases include harmful emissions of hydrocarbons, carbon monoxide and nitrogen oxides into the atmosphere. In order to reduce the emissions of the internal combustion engines, a number of different strategies are being used.

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The detailed description is described with reference to an embodiment of a single cylinder overhead camshaft (OHC) engine assembly with two-valve, and a single combustion chamber along with the accompanying figures. The same numbers are used throughout the drawings to reference similar features and components.

[0004] Fig. 1 illustrates a top view of an internal combustion (IC) engine (100). [0005] Fig. 2 illustrates a side view and a localized top cut section view of the internal combustion engine (100) across A-A’ axis. [0006] Fig. 3A illustrates a top view of the internal combustion engine (100) and a side cut section view of the internal combustion engine (100) across B-B’ axis as per preferred embodiment. [0007] Fig. 3B illustrates a top view of the internal combustion engine (100) and a side cut section view of the internal combustion engine (100) across B-B’ axis as per alternate embodiment.

DETAILED DESCRIPTION

[0008] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder. Further "front" and "rear", and "left" and "right" referred to in the ensuing description of the illustrated embodiment refer to front and rear, and left and right directions as seen from a rear portion of an engine assembly and looking forward. Furthermore, a longitudinal axis Y - Y’ unless otherwise mentioned, refers to a front to rear axis relative to the engine assembly, while a lateral axis C - C’ unless otherwise mentioned, refers generally to a side to side, or left to right axis relative to the engine assembly.

[0009] However, it is contemplated that the disclosure in the present invention may be applied to any engine assembly without defeating the spirit of the present subject matter. The detailed explanation of the constitution of parts other than the present invention which constitutes an essential part has been omitted at suitable places.

[00010] The gasoline fueled spark ignition engines are the dominant powertrain configuration till date. The theoretical working cycle of a four-stroke engine gasoline fueled spark ignition engines is based on an Otto cycle. In four stroke engine the thermodynamic cycle is completed in four strokes of a piston. A combustible homogenous air fuel mixture, sucked inside an engine cylinder, is ignited with the help of a spark plug. More particularly, the charge of air fuel mixture is induced into the engine cylinder as the piston moves from a top dead center (hereinafter TDC) to a bottom dead center (hereinafter BDC). The charge is then compressed and ignited by the spark plug before the TDC producing high pressure and temperature at about the TDC. The gas expands and work is produced as the piston moves to the BDC. An exhaust valve opens and the exhaust gases come out from a combustion chamber as the piston again moves to the TDC. The exhaust valve closes and an intake valve opens with the piston now moving back towards the BDC to draw in a fresh charge. The volume swept by the piston in the engine cylinder from the TDC to the BDC is known as swept volume. The swept volume is important parameter for a design engineer while designing the internal combustion engine because geometry of the piston together with a connecting rod and a crankshaft is constrained due to the swept volume. Generally, the overall displacement for the engine with the reciprocating piston is calculated by multiplying together three values viz. stroke length, cylinder bore and number of cylinders. In other words, volumetric measurement of the engine cylinder is defined by its engine displacement and usually expressed using unit of cubic centimeters. The engine displacement is one of the critical parameters for the development of the efficient compact size engines. The cost and effectiveness of the spark ignition (SI) engine technologies are complicated by several tradeoffs including limitation on a compression ratio due to currently available octane level. Therefore, automobile manufacturers continuously try improving the air fuel mixture formation and combustion process in order to reduce engine raw emissions and to get best power and torque with available fuel.

[00011] However, it is observed that the exhaust gases coming out from the combustion chamber of a naturally aspirated Otto cycle engine with lower cubic capacity have less pressure and temperature. Hence various devices like exhaust turbochargers are used to improve the performance. But, these exhaust solutions for the naturally aspirated internal combustion engines are associated with several disadvantages that include excessive engine compartment bulkiness.

[00012] Further, in many applications, after treatment systems are used to reduce the emissions coming out from the engine. The after-treatment systems include emission control device known as a catalytic converter designed to reduce combustion by-products such as carbon monoxide (CO), hydrocarbon (HC) and oxides of nitrogen (NOx). The catalytic converter is coupled to the internal combustion engine & is configured to oxidize, reduce, reform, filter, and otherwise transform exhaust gas constituents to elemental nitrogen, carbon, carbon dioxide (CO2), water (H2O), and other molecules in the presence of catalysts and other constituents. The catalytic converter reduces the harmful pollutants such as carbon monoxide (CO), hydrocarbon (HC) and oxides of nitrogen (NOx) in the following ways:

Oxidation

Oxidation of HCs (unburned and partially burned fuel) to CO2 and H2O:

CXH2X+2 + [(3x+l)/2] 02~^x C02+(x+l) H2O (a combustion reaction)

Reduction of NOx to Nitrogen & oxygen:

2NOx^ O2+ N2

[00013] However, the catalysts are currently formulated and designed to be effective over a specific operating range of both lean and rich fuel/air conditions and a specific operating temperature range. These particulate catalyst compositions enable optimization of the conversion of HC, CO, and NOx. This purification of the exhaust stream by the catalytic converter is dependent upon the temperature of the exhaust gas because the catalytic converter works optimally at an elevated catalyst temperature, generally at or above about 200° C. The time period between when the exhaust emissions begin during cold start, until the time when the substrate heats up to a light-off temperature, is generally referred to as the light-off time. Light-off temperature is generally defined as the catalyst temperature at which fifty percent (50%) of the emissions from the engine are being converted as they pass through the catalyst.

[00014] During a cold start of the engine, a quantity of emissions from the engine is relatively large compared to a quantity of emissions from the engine after it is heated up to a certain temperature. These pollutants are emitted, for a period of few minutes after cold engine starting, in large part because that is the time period required for the catalyst to reach an efficient operating temperature. Therefore, even though the exhaust gases are flowing through the catalytic converter, until the exhaust gases heat the catalytic converter to its operating range, the emission continue to remain undesirably high.

[00015] Further, it is observed that to improve the engine performance the ignition timing is advanced, in other words the timing of the spark is advanced. However, advancing the ignition timing produces increased NOx emissions, HC emissions across the entire stoichiometric range. The increased emissions are due to decreases in the exhaust gas temperature which reduces the post reactions in the catalytic converter of exhaust system specifically during the cold start.

[00016] In order to reduce the emissions more effectively during the cold start of the engine various methods are employed like placing the catalytic converter adjacent to the engine for heating, use of multiple catalytic converters etc. However, placing the catalytic converter almost immediately adjacent to the engine is not desirable because of the tendency to overheat the catalyst with resulting accelerated degradation of the catalyst. Further, use of multiple catalytic converters will increase the backpressure due to increased number of bends and curves in the exhaust pipe with increased noise, vibration, and harshness (NVH) in the exhaust system. Further, the back pressure in the exhaust system can cause reversion specifically during valve overlap. The reversion reduces the space for fresh charge because exhaust gas flows backwards due to backpressure. Furthermore, the increased number of mechanical components presents difficulty in the engine assembly at the time of manufacturing and service also.

[00017] Thus, overall, the design challenge becomes an endless moving target to achieve and a trade-off becomes imminent. Designing a compact efficient engine assembly with a right trade-off and selecting the factors to trade-off is where lies the challenge for a design engineer. Hence, there remains a need for a system overcoming all above problems and as well as overcoming problems of known art. [00018] Therefore, it is an object of the invention to reduce the time required to reach light off temperature after cold start in catalytic converter without affecting engine performance. [00019] It is another object of the present invention to reduce the time required to reach light off temperature after cold start in catalytic converter with simple design and minimum changes in a stock or platform engine assembly.

[00020] It is yet another object of the present invention to provide a system which is economical solution to reduce the cold emission with less number of parts which is easy to manufacture and service.

[00021] Therefore, the present invention relates to an internal combustion engine assembly comprising of a cylinder head. The cylinder head includes an one or more exhaust passage receiving exhaust emission from a combustion chamber. Further, one or more exhaust valve is positioned in the exhaust passage configured to open and close openings of the exhaust passage. At least one ignition source is positioned in the cylinder head such that it is communicating with the exhaust passage.

[00022] In one implementation, said ignition source is communicating with an one or more additional passage and one or more exhaust passage.

[00023] In one implementation, said additional passage is communicating with said exhaust passage at first orifice.

[00024] In one implementation, said first opening in the exhaust passage is disposed upstream of the said one or more ignition source.

[00025] In one implementation, said axis of the ignition source being at an acute angle w.r.t. the axis of the additional passage on the cylinder head.

[00026] In one implementation, said additional passage being disposed between the spark plug & the ignition source when seen perpendicular to a piston axis of the engine.

[00027] In one implementation, said the ignition source is disposed substantially mid-way of the exhaust passage.

[00028] In one implementation, said timing of the ignition source being controlled by an ECU.

[00029] In one implementation, said engine is configured with at least one of a carburetor or a throttle body.

[00030] In one implementation, said ignition source includes at least one of a burner, a glow tube and a spark plug. [00031] In one implementation, said engine assembly is propelling a multi wheeled vehicle. The multi wheeled vehicle includes a two or three or four wheeled vehicle. [00032] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the present embodiments. The size, shape, position, number and the composition of various elements of the device of the invention is exemplary only and various modifications are possible to a person skilled in the art without departing from the scope of the invention. Thus, the embodiments of the present invention are only provided to explain more clearly the present invention to the ordinarily skilled in the art of the present invention. In the accompanying drawings, like reference numerals are used to indicate like components.

[00033] The specification may refer to "an", "one" or "some" embodiment(s) in several locations. This does not necessarily imply that each such reference is to the same embodiment(s), or that the feature only applies to a single embodiment. Single features of different embodiments may also be combined to provide other embodiments.

[00034] As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless expressly stated otherwise. It will be further understood that the terms "includes", "comprises", "including" and/or "comprising" when used in this specification, specify the presence of stated features, integers, steps, operations, elements and/or components, but do not preclude the presence or addition of one or more other features integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may be present. Furthermore, "connected" or "coupled" as used herein may include operatively connected or coupled. As used herein, the term "and/or" includes any and all combinations and arrangements of one or more of the associated listed items. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein. [00035] For the purposes of describing and defining the present invention it is noted that the term “ignition source” is utilized herein to represent a combination of components and individual components, regardless of whether the components are combined with other components. For example, an “ignition source” according to the present invention may comprise burner, glow tube or spark plug, an engine assembly incorporating an ignition source according to the present invention, etc.

[00036] Figure 1 illustrates a top view of an internal combustion (IC) engine (100) (hereinafter “engine”) along with few peripheral systems where few parts are omitted from the figure for sake of brevity. The internal combustion engine (100) comprises a cylinder head (102) located above a cylinder block (103). A combustion chamber (not shown) interposed between the cylinder head (102) and the cylinder block (103). The cylinder head (102) covered by a cylinder head cover (101). The engine (100) operatively connected to an air filter assembly (104). The air filter assembly (104) includes an air cleaner (104A). The environmental air is sucked in the air cleaner (104 A) and directed towards a filter element (not shown) in the air cleaner (104 A). The filtered air flows to a carburetor (105) through a tube outlet (104B). As per alternate embodiment, the filtered air flows to a throttle body (not shown) through the tube outlet (104B). The carburetor (105) is a pressure differential device which delivers metered air - fuel mixture to the engine (100) as a function of engine speed, load, volumetric efficiency and power level. The metered air - fuel mixture flows to the engine (100) through a tube inlet (105A). The fresh charge is induced into the engine (100). The engine (100) produces useful power by burning a mixture of fuel and air. The exhaust gases from the engine (100) flows towards an exhaust system (107). The exhaust system (107) includes exhaust pipe (108A), a muffler with catalytic converter (108B). Further, the cylinder head cover (101) is provided with a breather pipe (106). The breather pipe (106) is press fitted at the top of the cylinder head cover (101). The breather pipe (106) is connected to the air filter assembly (104) through a breather hose (106A). Furthermore, a secondary air injection system (109) is operatively connected to the engine (100). The secondary air injection (SAI) system (109) supplies air to the engine (100) to facilitate the combustion of hydrocarbons in the exhaust gases which are being treated by the muffler with catalytic converter inside muffler (108B). The secondary air injection system (109) includes secondary air filter (109A), and a secondary air valve (109B). The fresh air is filtered by the secondary air filter (109A) flows towards the engine (100) via secondary air valve (109B).

[00037] Figure 2 illustrates a side view and a localized top cut section view of the engine (100) across A-A’ axis. The cylinder head (102) is configured to have at least one spark plug (205) received in a threaded opening formed in the cylinder head (102). The exhaust pipe (108A) is bent downward at one end in the lower part of the cylinder head (102), and is folded back from the cylinder head (102) to extend obliquely downward to the right rear side in the engine (100) longitudinal direction (Y-Y’). A rear end of the exhaust pipe (108A) is connected to a muffler with catalytic converter (108B) for exhaust gas purification. The muffler with catalytic converter (108B) is positioned obliquely downward of the cylinder head (102). Further, a front end (108AB) of the exhaust pipe (108A) is connected to an exhaust pipe attachment portion (102 A) formed in the cylinder head (102). The flat surfaces of exhaust pipe attachment portion (102A) and the front end (108AB) are connected by using suitable attachment means. A large number of cooling fins (202) are formed on the outer periphery of the cylinder block (103) and the cylinder head (102). The secondary air injection system (109) according to present invention includes a hose (109C) made of elastomeric material. The one end of the hose (109C) is connected to one or more additional passage (203) configured in the cylinder head (102) while the other end is connected to the secondary air valve (109B). The purified air from the hose (109C) flows to the exhaust passage (204) through one or more additional passage (203) and prevents the exhaust gases from flowing in opposite direction. As per preferred embodiment, one or more ignition source (201) is attached to the cylinder head (102) such that it communicates with one or more additional passage (203) and one or more exhaust passage (204). Further, as per one implementation an axis (C-C’) of the ignition source (201) being at an acute angle w.r.t. the axis (B-B’) of the additional passage (203) on the cylinder head (102) such that additional passage (203) being disposed between the spark plug (205) and the ignition source (201) when seen perpendicular to a piston axis (not shown) of the engine (100). [00038] Figure 3A illustrates a top view of the engine (100) and a side cut section view of the engine (100) across B-B’ axis as per preferred embodiment. The cylinder head (102) is configured to have at least one intake passage (301) and at least one exhaust passage (204). The intake passage (301) formed in the cylinder head (102) extends from an intake valve seat (301A) formed in the combustion chamber recess of the cylinder head (102) to an inlet port formed on the outer surface of the cylinder head (102). The intake valve (301D) cooperates with the intake valve seat (301A) and controls the amount of intake air in the combustion chamber (not shown). The intake valve (301D) is urged to their closed position by an intake valve return spring assembly (301B). The intake valve (301D) is opened by a camshaft (302) via an intake valve rocker arm assembly (301C) that is pivotal in the cylinder head (102) about an intake valve rocker arm shaft (301CB). The fuel is mixed with the air charge admitted by one of the carburetor (105) or throttle body (as shown in figure 2) to the combustion chamber (not shown) via the intake passage (301). As per alternate embodiment, fuel injectors can be used to inject the fuel in the combustion chamber (not shown). The spark plug (205) gives spark to initiate combustion and the burning gases expand and drive the piston (not shown) downwardly in the cylinder bore (not shown) so as to drive the crankshaft (not shown). The exhaust passage (204) is formed in the cylinder head (102) and extend from an exhaust valve seat (204A) formed in the combustion chamber recess of the cylinder head (102) to an exit port formed in an outer surface of the cylinder head (102). The exit port as per a preferred embodiment is disposed on the side opposite to the intake passage (301). The flow of exhaust gases through the exhaust passage (204) is controlled by means of one or more exhaust valve (204D) that is mounted in the cylinder head (102) on the side substantially opposite of the intake valve (301D). Like the intake valve (301D), the exhaust valve (204D) is urged toward their closed positions by exhaust valve return spring assembly (204B). The cam shaft (302) operates the exhaust valve (204D) through an exhaust valve rocker arm assembly (204C). The rocker arms (204CC) of this rocker arm assembly (204C) is pivotally supported on an exhaust valve rocker arm shaft (204CB). A stem of each of the intake valve (301D) and exhaust valve (204D) extends obliquely passing through the inner wall of the intake passage (301) and exhaust passage (204) and then engages the tip part (301CA, 204CA) of the intake side rocker arm (301CC) or the exhaust side rocker arm (204CC). The other end of each rocker arm (301CC, 204CC) is in sliding contact with two cam crests (302A, 302B) formed on a single cam shaft (302), and each valve (301D, 204D) reciprocates along the stem to open and close the combustion chamber (not shown) opening of each port. The cylinder head (102) is formed with at least one ignition source receiving hole leading into the exhaust passage (204). The ignition source (201) is sealed and fixed in the ignition source receiving hole such that a portion of the ignition source (201) is protruding in the exhaust passage (204) which is optimum to burn the exhaust gas effectively. The ignition source (201) includes a burner, a glow tube or a spark plug. The additional passage (203) is communicating with the exhaust passage (204) at first orifice (203 A). The air is injected into the exhaust passage (204) by way of the first orifice (203A) such that said first opening (203A) in the exhaust passage (204) is disposed upstream of said one or more ignition source (201). As per preferred embodiment, the ignition source (201) is communicating with the additional passage (203) and the exhaust passage (204). The ignition source (201) is operatively connected to a power source. As per one implementation, the ignition source (201) receives inputs from a terminal which communicates with an Electronic control unit (hereinafter “ECU”) for engine control. Specifically, the timing of the ignition source (201) is controlled by the ECU.

[00039] Figure 3B illustrates a top view of the engine (100) and a side cut section view of the engine (100) across B-B’ axis as per alternate embodiment. Since the valve train components are identical in construction, reference would be made to only to essential component for the purposes of brevity. A cylinder head (303) comprising of at least one ignition source (201). The ignition source (201) is communicating with an exhaust passage (304). Further, the ignition source (201) is disposed substantially mid-way of the exhaust passage (204, 304). This embodiment is not configured with a secondary air injection system (SAI) and thus no additional passage (203) exists.

[00040] According to above architecture, the primary efficacy of the present invention is that the time required to reach light off temperature after cold starts in catalytic converter is reduced due to increase in the temperature of the exhaust gases by the ignition source because the ignition source quickly raises a temperature of exhaust gas so as to activate catalyst in the catalytic converter that reduces harmful material or elements included in the exhaust gas.

[00041] According to above architecture, the primary efficacy of the present invention is that optimum combustion of the exhaust gas is obtained due to a large volume between the ignition source and exhaust valve resulting in reduced emissions including unburnt hydrocarbon in the exhaust gas.

[00042] According to above architecture, the primary efficacy of the present invention is that it provides after exhaust gas treatment without use of additional catalytic converters and additional bends in the exhaust pipe. Further, the ignition source is optimally positioned such that it does not obstruct the flow of exhaust gases which eliminates any undesirable back pressure of the exhaust system.

[00043] According to above architecture, the primary efficacy of the present invention is that it provides exhaust gas treatment with minimum modification in the design of cylinder head which minimizes operational and assembly cost. As assembly of the cylinder head can be accomplished with the ignition source in position. This greatly facilitates ease of assembly. Subsequently, the power connections can be made to ignition source.

[00044] According to above architecture, the primary efficacy of the present invention is that the ignition source reduces the raw emission coming out from the engine without use of additional devices like exhaust turbocharger, catalytic converters which reduces the overall weight of the engine and improves power to weight ratio.

[00045] According to above architecture, the primary efficacy of the present invention that ignition source can be easily accessed for servicing because there is considerable room for accessing the ignition source for its removal and replacement. The ignition source is provided on the cylinder head which can be easily removed without dismounting the complete engine assembly from a vehicle.

[00046] According to above architecture, the primary efficacy of the present invention is that it provides an economical solution to reduce the cold emission with minimum modification in the cylinder head and improved engine performance without use of multiple catalytic converters, exhaust turbochargers etc.

[00047] According to above architecture, the primary efficacy of the present invention is that performance of the naturally aspirated Otto cycle engine with lower cubic capacity can be improved by advancing the ignition timing with reduced emission.

[00048] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

List of references

F- Front 102A - Exhaust pipe attachment portion R -Rear

30 103 - Cylinder block

C - C’ - Lateral axis

104 - Air filter assembly Y - Y’ - Longitudinal axis 104 A - Air cleaner

B-B’ - Axis passing through an additional passage 104B - Tube outlet

C-C’ - Axis passing through an 105 - Carburetor ignition source 35 105A - Tube inlet 100 - Internal combustion engine

106 Breather tube

101 - Cylinder head cover 106A - Breather hose

102 - Cylinder head 107 - Exhaust system 204CB -Exhaust valve rocker arm shaft

108A - Exhaust pipe

25 204CC - Exhaust valve rocker arm

108AB - Front end of exhaust pipe 204D - Exhaust valve

108B - Muffler 205 - Spark plug 109 - Secondary injection system

301 - Intake passage

109A - Secondary air injection filter 301A - Intake valve seat

109B - Secondary air injection 30 301B - Intake valve return spring valve assembly 109C - Hose 301C - Intake valve rocker arm assembly

201- Ignition source

301CA - Tip of intake valve rocker

202 - Cooling fins 35 arm

203 - Additional passage

301CB-Intake valve rocker arm

203 A - Orifice of additional 301CC- Intake valve rocker arm passage 301D - Intake valve

204 - Exhaust passage

302 - Camshaft

204A - Exhaust valve seat

40 302A, 302B - Crest on camshaft

204B - Exhaust valve return spring assembly 303 - Cylinder head as per alternative embodiment 204C - Exhaust valve rocker arm assembly 304 - Exhaust passage as per alternative embodiment

204CA - Tip of rocker arm

Claims

We Claim:

1. A cylinder head (102) of an internal combustion (IC) engine (100) comprising of one or more exhaust passage (204), said one or more exhaust passage

(204) receiving exhaust emission from a combustion chamber; one or more of exhaust valve (204D) configured to open and close openings of said one or more exhaust passage (204); one or more additional passage (203), said one or more additional passage

(203) is communicating with said one or more exhaust passage (204) at first orifice (203A); and at least one ignition source (201), said ignition source (201) is communicating with said one or more exhaust passage (204) and said one or more additional passage (203).

2. The cylinder head (102) of an internal combustion (IC) engine (100) as claimed in claim 1, wherein said first opening (203 A) in said exhaust passage (204) is disposed upstream of said one or more ignition source (201).

3. The cylinder head (102) of an internal combustion (IC) engine (100) as claimed in claim 1, wherein said ignition source (201) having an axis (C-C’) being at an acute angle w.r.t. an axis (B-B’) of said additional passage (203) on said cylinder head (102).

4. The cylinder head (102) of an internal combustion (IC) engine (100) as claimed in claim 1, wherein said additional passage (203) being disposed between said spark plug (205) and said ignition source (201) when seen perpendicular to a piston axis of said engine (100).

5. A cylinder head (303) of an internal combustion (IC) engine (100) comprising of one or more exhaust passage (304), said one or more exhaust passage (304) receiving exhaust emission from a combustion chamber; one or more exhaust valve (204D) configured to open and close openings of said one or more exhaust passage (304); and at least one ignition source (201), said ignition source (201) is communicating with said exhaust passage (304).

6. The cylinder head (102, 303) of an internal combustion (IC) engine (100) as claimed in claim 1 or claim 5, wherein said ignition source (201) is disposed substantially mid-way of said exhaust passage (204, 304).

7. The cylinder head (102, 303) of an internal combustion (IC) engine (100) as claimed in claim 1 or claim 5, wherein timing of said ignition source (201) is controlled by an Electronic control unit (ECU).

8. The cylinder head (102, 303) of an internal combustion (IC) engine (100) as claimed in claim 1 or claim 5, wherein said engine (100) is configured with at least one of a carburetor (105) or a throttle body.

9. The cylinder head (102, 303) of an internal combustion (IC) engine (100) as claimed in claim 1 or claim 5, wherein said ignition source (201) includes at least one of a burner, a glow tube and a spark plug.

10. The cylinder head (102, 303) of an internal combustion (IC) engine (100) as claimed in any of the preceding clams, wherein said engine (100) is propelling a multi wheeled vehicle, said multi wheeled vehicle includes a two or three or four wheeled vehicle.