• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    An internal combustion piston engine of the torch ignition type employs an auxiliary combustion chamber connected by a torch passage to a compact main combustion chamber. A spark plug has electrodes located adjacent the upstream end of the torch passage and remote from the intake valve for the auxiliary combustion chamber. At least one suction conduit intersects the torch passage between its ends and extends from a peripheral zone of the main combustion chamber. This zone may comprise a squish zone which increases flow of air-fuel mixture into the torch passage to follow the torch flame into the main combustion chamber. A cavity in the engine head may receive the torch flame from one or more torch passages.
    公开号:SU1438621A3
    申请号:SU823469450
    申请日:1982-07-19
    公开日:1988-11-15
    发明作者:Яги Сидзуо；Фудзии Исао；Адзики Есио；Китано Теруяки
    申请人:Хонда Гикен Когио Кабусики Кайся；
    IPC主号:
    专利说明:

    WITH
    four
    with oo
    O5
    o
     sn
    of the private zone of COP 8 and crosses K 21 between its ends. The main intake valve 18 serves to supply the enriched fuel-air mixture from the carburetor to the CS 20. The electrodes 23 of the spark plugs 22 are located in the ignition chamber 24 near the upper 25 K 21 end. The chamber 24 is filled in the head 4 and is connected to the COP 20, From the end of 25 K 21 to the electrodes 23, the distance to the valve 18 is shorter. The latter is placed at one end of the COP 20, and the K 21 communicates with its other end. Central longitudinal axis of the candle 22 m. located under the end of the COP 20, the message
    K 21. Central longitudinal axis K
    21 is located under the point located on the central longitudinal axis of the CS 20 and a third of the length of CS 20 inward from its other end communicated with K 21. The flow of the mixture through K 26 is intensified due to the increase in pressure in KS 8 caused by combustion in her mixture. This reverse flow inhibits the pressure of the pressure in the CS-8, thereby preventing the undesirable phenomenon of detonation. Due to the direction of K 21 to the central part of CS 8, it becomes possible to reduce the range of flame propagation necessary for burning the mixture in all parts of the expanded CS. 5 hp , 9 il.
    one .
    The invention relates to mechanical engineering, in particular to engine-building, in particular to internal combustion piston engines.
    The aim of the invention is to reduce detonation.
    FIG. 1 shows the proposed engine; in fig. 2 shows section A-A in FIG. 1j in fig., 3 — engine variant; in fig. 4 shows a section BB in FIG. 3; in fig. 5 shows a section B-B in FIG. 3 | in fig. 6 - piston, verti; kalnoe section; in fig. 7 - the same, top view; in fig. 8 is a section similar to FIG. 4, with an oval cavity and one flare and three suction channels in the α-head; FIG. 9 is the same, with an oval cavity and two flares and two suction channels in the head.
    The engine contains a piston 1, reciprocating and slidably mounted in the cylinder 2 of the engine block 3. The cylinder head 4 of the cylinder 2 is reinforced in a slowdown, corresponding to block 3, and a gasket 5 is placed between them. A cavity 6 formed in the head 4, together with the bottom 7 of the piston 1, forms the main combustion chamber 8, which is made small volume is limited to an area significantly smaller than the diameter of the cylinder. p. 2.
    In the neck 4, an inlet channel 9 is provided, through which a lean air-fuel mixture from the first carburetor 10 flows. The flow through the channel 9 is controlled by the main intake valve 11, which is closed in the seat 12, as shown in FIG. 2. The exhaust valve 13 is also installed in the head 4 and is closed in the seat 14 to control the flow of the exhaust gases passing through the channel 15.
    The second carburetor 16 is designed to supply the enriched fuel-air mixture to the secondary intake duct 17. The flow of this mixture is controlled by the auxiliary intake valve 18, which closes in the saddle 19. The enriched mixture enters the auxiliary combustion chamber 20 when the auxiliary inlet valve 18 is open. 21 connects the secondary combustion chamber 20 to the main combustion chamber 8. A spark plug 22, mounted on the threads in the head 4, is provided with electrodes 23 placed in the ignition chamber 24 formed in the head 4 and connected to the auxiliary combustion chamber 20. The upper end 25 of the flare channel 21 communicates with the ignition chamber 24 and with the auxiliary combustion chamber 20. The central longitudinal axis of the ignition plug 22 is located under the bottom of the auxiliary combustion chamber 20. The central longitudinal axis of the flare channel 21 is located under the point, located on the central longitudinal axis of the auxiliary combustion chamber 20 and referred to a third of the length of this chamber up from its lower end.
    There are also suction channels 26 extending from the peripheral zone of the main combustion chamber 8 and intersecting the flare channel 21 between it; the ends. The suction channels 26 are made in the head 4, and each passes at an angle to intersect the flare
    channel 21 in the zone of the border 27 between the co-rich mixture through the inlet canic part 28 of the flare channel 21 and the cylindrical part adjacent to its upper end 25. The position of the electrodes 23 is such that the flame core does not blow out during ignition suction channels 26 at the end of the compression stroke. The diameter of each of the channels 26 is smaller than the minimum diameter of the flare: channel 21. The distance from the upper upper end 25 of the flare channel 21 to the electrodes 23 of the ignition plug 22 is much smaller than the distance to the sealing surfaces of the auxiliary inlet valve 18, and less than three times the diameter of the flare channel 21 at its upper end 25. The auxiliary inlet valve 18 is located at the upper end of the auxiliary
    the combustion chamber 20, and the flare-Q flame spreads to the auxiliary channel 21 in communication with its lower end.
    In an embodiment of the engine of FIG. 3, in the bottom 7 of the piston 1, a recess 29 is formed. The cavity 6 of the head 4 is oval-shaped, while in another part 30 of the head 4, the surface is flat above the piston 1. A spacer is formed between the piston 1 and the head 4, surrounding the main chamber 8 burnout In the head 4 there are two flare channels 21 arranged symmetrically. Each of the flare channels 21 intersects with one suction channel 26 extending from the gasket zone 31i. The longitudinal axes of the flare channels 21 are not directed to the electrodes 23 of the candle 22. The electrodes 23 are located outside the project 45
    50
    55
    20 combustion chamber, where there is a strong turbulization. Then a strong flare flame is blown through the flare channel 21 into the center of the main combustion chamber 8. The movement of the burning air-fuel mixture through the flare channel 21 captures the flow of the mixture going to the peripheral part of the main combustion chamber 8 through the suction channels 26 to the flare channel 21. This leads to a more complete combustion of the mixture. The flow of the mixture through the suction channels 26 is intensified by increasing the pressure in the main combustion chamber 8 caused by the combustion of the mixture in it. This reverse flow through the suction clals 26 is held back by the temperature and pressure pulling in the main combustion chamber 8 of the upper ends of the flare channels 21.
    In the embodiment shown in FIG. 8, the oval cavity 8 in the head 4 is designed as twin lobes. The flare channel 21 passes symmetrically into the cavity 6, and the suction channels 26 pass from the gasket zone 31 and intersect the channel 21 between its ends.
    Piston engine works as follows.
    During the suction stroke, when the piston 1 moves downward, a lean mixture flows into the main combustion chamber 8 through the inlet channel 9 and into the auxiliary combustion chamber 20
    0
    five
    17, and the main inlet valve 11 and the auxiliary inlet valve 18 are in the open state. In this part of the enriched mixture flows from the auxiliary chamber 20 into the main chamber 8. During the subsequent compression stroke, the mixture from the main chamber 8 is injected into the auxiliary chamber 20. The mixture obtained in the auxiliary chamber 20 and the ignition chamber 24 is stoichiometric. Turbulence is strong in these mixtures. The mixture is easily ignited by the electrodes 23 of the plug 22 in the ignition chamber 24 at the end of the compression stroke, which, in turn, causes the mixture to ignite in the auxiliary combustion chamber 20. Turned out to be hot
    the flame spreads through
    20 combustion chamber, where there is a strong turbulization. Then a strong flare flame is blown through the flare channel 21 into the center of the main combustion chamber 8. The movement of the burning air-fuel mixture through the flare duct 21 captures the flow of the mixture going to the peripheral part of the main combustion chamber 8 through the suction ducts 26 into the flare duct 21. This leads to a more complete combustion of the mixture. The flow of the mixture through the suction channels 26 is intensified by increasing the pressure in the main combustion chamber 8 caused by the combustion of the mixture in it. This return flow through the suction clals 26 is held back by the temperature and pressure pulling in the main combustion chamber 8 / U
    jigl
    (fius.J
    Compiled by V.Morozov Editor M.Tsitkina Tehred M.Kodanich Proofreader L.Patay
    Order 5975/59
    Circulation 505
    VNIIPI USSR State Committee
    for inventions and discoveries 113035, Moscow, Zh-35, Raushsk nab. 4/5,
    17
    fS
    dzch & .z
    Subscription
    权利要求:
    Claims (6)
    [1]
    Claim
    1. A piston internal combustion engine comprising at least one cylinder with a piston disposed therein, a cylinder head, a main combustion chamber formed by a cavity in the cylinder head and a piston crown, an auxiliary combustion chamber i made in a cylinder and co; communicated with the main combustion chamber by means of at least one flare channel, at least one suction channel passing from the peripheral aeon of the main combustion chamber and crossing the flare καί channel between its ends, the main inlet valve for supplying the depleted fuel-air duct into the main combustion chamber a mixture of a first carburetor, an auxiliary inlet valve of • supplying the auxiliary combustion chamber rich air fuel mixture from the carburetor and second spark plugs ^, which electrodes placed in the ignition chamber, made in p and tet by points in paragraphs. 1,2,5 and 6;
    under item 3.
    a cylinder head and connected to an auxiliary combustion chamber, characterized in that, in order to reduce detonation, the spark plug electrodes are located near the upper end of the flare channel and the distance from the latter to the electrodes is made smaller than the distance to the auxiliary intake valve.
    [2]
    2. The engine according to π. 1, characterized in that the auxiliary inlet valve is located at one end of the auxiliary combustion chamber, and the flare channel is in communication with its 1 other end.
    [3]
    3. The engine pop, 2, with the fact that the central longitudinal axis of the spark plug is located under the end of the auxiliary combustion chamber in communication with the flax channel.
    [4]
    4. The engine according to paragraphs. 2 and 3, characterized in that the longitudinal longitudinal axis of the flare channel is located below a point located on the central longitudinal axis of the auxiliary combustion chamber and referred to a third of the length of the auxiliary combustion chamber inward from its end in communication with the flare channel.
    [5]
    5. ’Engine according to 1-4, which includes the fact that a recess is made in the piston bottom
    [6]
    6. The engine according to paragraphs.
    The head of the mold.
    P r and o '23 .07.81
    08/01/81 Fakey -
    1-5, with the fact that the cavity of the cylinder is made oval au & i fig A
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    同族专利:
    公开号 | 公开日
    KR870000253B1|1987-02-21|
    AU549729B2|1986-02-06|
    CA1206826A|1986-07-02|
    ES8400536A1|1983-10-16|
    ES514127A0|1983-10-16|
    FR2510185A1|1983-01-28|
    AU8614882A|1983-01-27|
    DE3226960C2|1989-07-06|
    GB2106179A|1983-04-07|
    SE8204390D0|1982-07-19|
    KR840000730A|1984-02-27|
    IT8248841D0|1982-07-19|
    GB2106179B|1985-01-16|
    SE8204390L|1983-01-24|
    US4489686A|1984-12-25|
    DE3226960A1|1983-03-24|
    IT1210692B|1989-09-20|
    FR2510185B1|1985-11-29|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EA023968B1|2013-12-17|2016-07-29|Зияфат Хейрулла оглы Керимов|Direct-injection, spark-ignition, pre-combustion chamber engine|US1833445A|1930-05-02|1931-11-24|Gen Motors Res Corp|Combustion chamber for internal combustion engines|
    US2173081A|1933-09-05|1939-09-12|Jean A H Barkeij|Internal combustion engine|
    US2314175A|1940-07-24|1943-03-16|Caleb E Summers|Internal combustion engine|
    GB639634A|1948-02-18|1950-07-05|Henry Weslake|Improvements in or relating to the admission of combustible mixture to the combustion chambers in the cylinder heads of internal combustion engines|
    JPS4933218U|1972-06-30|1974-03-23|
    JPS5082411A|1973-11-27|1975-07-03|
    GB1495739A|1973-12-22|1977-12-21|Nissan Motor|Internal combustion engine having main and auxiliary combustion chambers|
    DE2410803A1|1974-03-07|1975-09-11|Volkswagenwerk Ag|EXTERNAL IGNITION ENGINE OPERATED WITH LOAD STRATIFICATION|
    US3967595A|1974-04-15|1976-07-06|Honda Giken Kogyo Kabushiki Kaisha|Side valve internal combustion engine|
    US4188932A|1975-07-03|1980-02-19|Toyota Jidosha Kogyo Kabushiki Kaisha|Internal combustion engine with a secondary combustion chamber|
    DE2631762C2|1976-07-15|1982-10-14|Azerbajdžanskij politechničeskij institut imeni Čingiza Ildryma, Baku|Internal combustion engine with fuel injection and prechamber flare ignition|
    SU595529A1|1976-10-29|1978-02-28|Предприятие П/Я А-1877|Internal combustion engine with compression ignition|
    JPS5949406B2|1977-03-01|1984-12-03|Toyota Motor Co Ltd|
    US4182284A|1977-07-12|1980-01-08|Honda Giken Kogyo Kabushiki Kaisha|Divided auxiliary combustion chamber for internal combustion spark ignition engines|
    FR2408034B1|1977-11-04|1982-11-05|Honda Motor Co Ltd|
    JPS6020564B2|1977-08-31|1985-05-22|Fuji Heavy Ind Ltd|
    DE2837231C2|1977-09-29|1982-04-22|Honda Giken Kogyo K.K., Tokyo|Mixture-compressing reciprocating internal combustion engine|
    JPS56611B2|1977-09-29|1981-01-08|
    JPS54116512A|1978-03-02|1979-09-10|Toyota Motor Corp|Internal combustion engine with reservoirs|
    US4175532A|1978-03-23|1979-11-27|Toyota Jidosha Kogyo Kabushiki Kaisha|Combustion chamber of an internal combustion engine|
    JPS591329B2|1979-03-05|1984-01-11|Toyota Motor Co Ltd|
    JPS5857613B2|1979-03-05|1983-12-21|Toyota Motor Co Ltd|
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    CA2606979A1|2005-04-29|2006-11-09|Timber Dick|Radial impulse engine, pump, and compressor systems, and associated methods of operation|
    JP4609357B2|2006-03-24|2011-01-12|日産自動車株式会社|Sub-chamber internal combustion engine|
    US20100242891A1|2008-10-30|2010-09-30|Timber Dick|Radial impulse engine, pump, and compressor systems, and associated methods of operation|
    AT13172U1|2011-12-28|2013-07-15|Ge Jenbacher Gmbh & Co Ohg|Pre-chamber system for an internal combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    JP56115542A|JPS62331B2|1981-07-23|1981-07-23|
    JP56120828A|JPS62332B2|1981-08-01|1981-08-01|
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