Internal-combustion engines – Precombustion and main combustion chambers in series – Valveless precombustion chamber
Patent
1998-11-23
2000-09-19
Kwon, John
Internal-combustion engines
Precombustion and main combustion chambers in series
Valveless precombustion chamber
123292, F02B 1900
Patent
active
061196509
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a piston reciprocating cycle, which converts conventional and special piston reciprocating motions to rotational power. More particularly, the present invention relates to an energy conservation cycle engine in which in order to improve the energy conversion efficiency of my previous invention, based on the third law of thermodynamics, "Energy transformation method and its system for piston reciprocating cycle" (Japanese Patent Application No. Hei 7-79292 and U.S. patent application Ser. No. 08/608,148) by conserving the major portion of the thermal energy within a main combustion chamber, thereby the amount of energy release (a stroke volume of the piston) at the top dead center becomes low and most of the thermal energy is obtained after 30 deg. in crank angle.
BACKGROUND OF THE INVENTION
In the prior art, as shown in FIG. 1(a), a combustion chamber is defined by a cylinder head and a piston. The diameter of the combustion chamber of the prior art is comparatively large and a combustion pressure and a combustion temperature are applied to the large area of the combustion chamber and piston. Since cooling is essentially required, as the combustion chamber increases in diameter and surface area, a cooling loss increases. Moreover, when increasing the maximum combustion pressure, a reinforcement depending on the combustion pressure is required, whereby the weight per output is increased. Similarly, when increasing the maximum combustion pressure, since the friction losses of a piston ring or the like are increased, the friction loss per output is increased.
At the moment of combustion, usually, a combustion period extends between nearly 40 deg. to 60 deg. in crank angle after the dead centers. However, when the piston begins to retract from the top dead center, the combustion chamber communicates with the cylinder, whereby in response to the retraction of the piston, the volume of the combustion chamber is increased rapidly. As a result, an extreme non-constant volume combustion is caused, so that the maximum combustion pressure and the maximum combustion temperature are lowered rapidly, whereby the combustion conditions deteriorate.
Moreover, when regulating the combustion conditions to reduce the generated NOx gases, the uncombusted portion of the fuel is increased, and when regulating the combustion conditions to reduce the uncombusted portion of the fuel, the generated NOx gases increase.
With reference to a pressure diagram of a constant pressure cycle engine shown in FIG. 2, another description is given. In the conventional constant pressure cycle engine, the major portion of the thermal energy generated by combustion, including the thermal energy at the maximum combustion pressure, is released as shown in FIG. 2, until 30 deg. in crank angle after the top dead center. Since before and after the top dead center, the friction loss is maximized, the thermal energy released is dissipated by the friction force, whereby the amount of work (a stroke volume of the piston) becomes extremely slight. On the one hand, at the best opportunity of 90 deg. in crank angle after the top dead center at which the friction loss is minimized and is most adapted to release the thermal energy, the thermal energy to be released is reduced by nearly one fourteenth, whereby thermal energy of nearly 30 percent is lost.
In the constant volume cycle engine, since the curves of a pressure diagram shown in FIG. 2 further is shifted to the top dead center side, thermal energy of 30 percent or more is lost.
That is, it has been the largest disadvantage in the prior art that the thermal energy to be released is released almost at the time when the friction loss is at a maximum.
The pressure diagram of the constant volume cycle engine shown in FIG. 2 is described as compared with the case where we make a bicycle to advance efficiently by pushing down vertically. In the conventional constant pressure cycle engine and the constant volume cycle engine, the major portion
REFERENCES:
patent: 4875445 (1989-10-01), Imoto et al.
patent: 5237964 (1993-08-01), Tomoiu
patent: 5454356 (1995-10-01), Kawamura
patent: 5950593 (1999-09-01), Matsuoka et al.
Tanigawa Hiroyasu
Tanigawa Kazunaga
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