Internal-combustion engines – Precombustion and main combustion chambers in series – Having volumetric relation between precombustion and main...
Patent
1998-05-04
2000-10-24
Argenbright, Tony M.
Internal-combustion engines
Precombustion and main combustion chambers in series
Having volumetric relation between precombustion and main...
123260, 123267, 123286, F02B 1912, F02B 1918
Patent
active
061350842
DESCRIPTION:
BRIEF SUMMARY
The present invention relates to a device for integrated fuel injection and fuel ignition in internal combustion engines, and particularly in Otto engines with separate fuel ignition.
Great efforts have been made to reduce fuel consumption and the emission of harmful combustion residues from the internal combustion engines of motor vehicles and in other applications. The development of electronics and computers in recent years has eased the path towards more effective engines, by enabling more precise proportioning of fuel, optimized ignition and monitoring of combustion.
The electronics of present-day engines have mainly been concentrated on reducing the proportion of fuel in the intake air and on increasing the proportion of air. The fuel is normally mixed with the intake air prior to being injected into the engine cylinder. It is also possible, however, to inject the fuel directly into the cylinder, as in the case of a diesel engine, subsequent to the intake air having filled the cylinder and the valves are closed. Mercedes Benz developed a functional direct injection petrol-driven car as early as the 1960s. Numerous alternative direct injection constructions have been developed in recent years, with a particular aim towards concentrating the directly injected fuel onto the spark plug.
Petrol-driven cars lack a number of the advantages afforded by a diesel engine, which can be filled continuously with free oxygen in air mixture. Neither do diesel engines have any form of throttle valve which on other types of internal combustion engines generate a vacuum as the engine draws in air, greatest when idling and thereafter decreasing. The throttle valve thus functions as a large inherent resistance at low power outputs and impairs the fuel economy of the engine.
Although more modern Otto engine injection systems approach the advantages of the diesel engine, they are awkward, expensive and space-consuming construction solutions and it has not been possible to apply these systems in present day engines.
Accordingly, one object of the present invention is to attempt to change the basis for internal combustion engines, by lowering the inherent resistance of a given engine, increasing the power of a given engine, increasing the torque generated by a given engine, producing more power and reducing the emission of non-combusted exhaust residues from a given fuel volume, providing quicker acceleration of engine revolutions, providing cleaner, cold-engine starts, reducing the amount of engine peripheral equipment and therewith save space, and enabling the invention to be applied on existing engines.
In accordance with the inventive concept, several mutually coacting functions contribute in achieving the aforesaid objects. For instance, the injection and ignition functions are embodied in an integrated unit, where the ignition function is suitably provided in a module that can be attached in the engine and the injector module, in turn, attached to the ignition module. The ignition module is suitably tubular internally, having a generally conical cavity with the open base of the cone facing inwards towards the engine combustion chamber. Fuel is sprayed under high pressure from the injector out in the apex of the cone and injection timing is adapted so that the fuel/air mixture can be ignited immediately after the fuel injector valve closes. The engine power requirement is regulated with the injector open time and with the amount of fuel delivered. When the engine idles, a minimum of primary ignited fuel is injected in from the injector and fills the top of the cone, with an air/fuel mixture optimized for ignition by the spark from the electrodes, which are positioned at a specific (optimal) distance beneath the injector in the top of the cone. The fuel may suitably be injected into the cylinder several times prior to ignition. The resistance to the injection of fuel into the cylinder is increased during the compression work of the piston, meaning that successively less fuel will be injected into the cylinder per unit of
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