Internal-combustion engines – Igniters – Sparkers
Patent
1988-09-19
1990-12-04
Wolfe, Willis R.
Internal-combustion engines
Igniters
Sparkers
123169PH, 123298, 123309, 313143, F02P 1300, H01T 1352
Patent
active
049745590
DESCRIPTION:
BRIEF SUMMARY
FIELD OF TECHNOLOGY
The present invention relates to a combustion system and a combustion apparatus for internal combustion engine.
BACKGROUND OF TECHNOLOGY
An internal combustion engine is commonly classified as a spark-ignition engine, a compression-ignition engine or a continuous-flow internal combustion engine. A typical spark-ignition engine is shown in FIG. 11.
The combustion in a conventional spark-ignition engine is as follows an admixture supplied from outside into the cylinder is compressed by the upward motion of the piston in a combustion chamber when the portion of this compressed admixture closest to the spark plug is ignited by the spark plug, a flame front propagates, like a ring in water, from the ignition point throughout the combustion chamber. Finally all of the admixture in the combustion chamber is burnt.
As described above, there are two prime phases, i.e. before-combustion admixture and after-combustion gas, which are divided clearly by the flame front, the flame front propagating like a ring in water from a particular portion. Such flame propagation is a characteristic of a spark-ignition engine.
Spark-ignition engines include not only the above mentioned means but also the type wherein there is direct fuel injection to the combustion chamber, as shown in FIG. 12, and the CVCC type shown in FIG. 13. The difference between those two types and the above mentioned type is as follows. The former produces an admixture in the combustion chamber by direct fuel supply to the combustion chamber from a fuel injection-valve, while in the latter type, a substantially homogeneous lean admixture is supplied to the combustion chamber and a rich admixture is supplied to a sub-combustion chamber disposed in the cylinder head. When the spark plug ignites rich admixture in the sub-combustion chamber, the flame and the combustion gas belch out from the sub-combustion chamber to the combustion chamber in order to combust the lean admixture in the combustion chamber. However, the process of flame front propagating from a particular portion and spreading combustion to all the admixture in the combustion chamber are the same as the first mentioned conventional type.
Conventional compression-ignition engines are classified in three types, i.e. direct-injection, pre-combustion-chamber and swirl-chamber types, as shown in FIGS. 14 to 16 respectively.
In the direct-injection type, where the fuel is injected directly into the combustion chamber from an injection-valve, the fuel self-ignites and burns by contact with the air in the combustion chamber which becomes hot and highly compressed by the upward motion of the piston.
The pre-combustion-chamber type has a main combustion chamber and a pre-combustion chamber of small volume which is connected with the main combustion chamber through a small diameter connecting-hole. First, a part of the fuel injected from the injection-valve to the pre-combustion chamber is burn. Then as the pressure increases in the pre-combustion-chamber, the fuel together with the combustion gas is ejected through the connecting-hole into the main combustion chamber and burns all the fuel therein.
The swirl-chamber type provides a nearly spherical swirl-chamber in the cylinder head, the fuel supplied by the injection valve into the swirl chamber is mixed rapidly with the air by the effects of the swirl and for the most part is burnt therein. High temperature gas is then ejected through the connecting-hole into the main combustion chamber and completes the combustion.
In recent years, an increase in power output, a decrease in the pollutants in exhaust gas, a decrease in the fuel consumption, and a decrease in noise are the most important factors in the design of internal combustion engines, and these are all related to the combustion systems.
However, the combustion systems explained above have the following problems.
Since a combustion principle in the spark-ignition engine depends on the flame propagation as explained, if the fuel content in the admixture is low, the admixture is
REFERENCES:
patent: 1929748 (1933-10-01), Little
patent: 3056899 (1962-10-01), Clayton
patent: 4146004 (1979-03-01), Dubois
patent: 4245589 (1981-01-01), Ryan
Hi-Tech International Laboratory Company, Limited
Wolfe Willis R.
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