U.S. patent application number 10/050836 was filed with the patent office on 2002-10-10 for combustion chamber system with spool-type pre-combustion chamber.
Invention is credited to Adams, Joseph S..
Application Number | 20020144498 10/050836 |
Document ID | / |
Family ID | 26728740 |
Filed Date | 2002-10-10 |
United States Patent
Application |
20020144498 |
Kind Code |
A1 |
Adams, Joseph S. |
October 10, 2002 |
Combustion chamber system with spool-type pre-combustion
chamber
Abstract
A combustion chamber system comprises a pre-combustion chamber
and a final combustion chamber separated by means of a combustion
control wall. The pre-combustion chamber is structured so as to
define a multi-stage annular structure comprising a plurality of
pre-combustion chamber sections fluidically connected together in
an axially stacked array wherein the final combustion chamber is
co-axially housed or accommodated internally within the annular
pre-combustion chamber structure.
Inventors: |
Adams, Joseph S.; (Salt
Spring Island, CA) |
Correspondence
Address: |
Lisa M. Soltis
Illinois Tool Works Inc.
3600 West Lake Avenue
Glenview
IL
60025
US
|
Family ID: |
26728740 |
Appl. No.: |
10/050836 |
Filed: |
January 16, 2002 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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10050836 |
Jan 16, 2002 |
|
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|
09813058 |
Mar 20, 2001 |
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Current U.S.
Class: |
60/39.6 |
Current CPC
Class: |
B25C 1/08 20130101 |
Class at
Publication: |
60/39.6 |
International
Class: |
F02G 001/00; F02G
003/00; F02C 005/00 |
Claims
What is claimed as new and desired to be prtoected by Letters
Patent of the United States of America, is:
1. A combustion chamber system, comprising: a pre-combustion
chamber comprising a first end wall, a second end wall disposed
opposite said first end wall such that the distance defined between
said first and second end walls defines the length of said
pre-combustion chamber, a first side wall, and a second side wall
disposed opposite said first side wall such that the distance
defined between said first and second side walls defines the width
of said pre-combustion chamber, wherein said length of said
pre-combustion chamber is substantially greater than said width of
said pre-combustion chamber; a final combustion chamber fluidically
connected to said pre-combustion chamber; an ignition device
operatively associated with said pre-combustion chamber so as to
initiate combustion of a combustible mixture within said
pre-combustion chamber; said pre-combustion chamber comprising a
plurality of pre-combustion chamber sections fluidically connected
together and arranged within a multi-stage axially stacked annular
array around an axis and having a predetermined axial extent; and
wherein said final combustion chamber, having a predetermined axial
extent is accommodated internally within said multi-stage axially
stacked annular array of said pre-combustion chamber sections.
2. The combustion chamber system as set forth in claim 1, wherein:
the aspect ratio of said pre-combustion chamber, defined as the
ratio of said length of said pre-combustion chamber to said width
of said pre-combustion chamber, is at least 2:1.
3. The combustion chamber system as set forth in claim 2, wherein:
the aspect ratio of said pre-combustion chamber is within the range
of 2:1 to 16:1.
4. The combustion chamber system as set forth in claim 1, wherein:
interior surface portions of said pre-combustion chamber are
substantially smooth.
5. The combustion chamber system as set forth in claim 1, wherein:
said axial extent of said pre-combustion chamber and said axial
extent of said final combustion chamber are substantially
equal.
6. The combustion chamber system as set forth in claim 1, wherein:
said pre-combustion chamber and said final combustion chambers are
coaxially disposed with respect to each other.
7. The combustion chamber system as set forth in claim 1, wherein:
an end wall of said final combustion chamber is provided with an
exhaust port for exhausting combustion products toward a member
upon which work is to be performed.
8. The combustion chamber system as set forth in claim 1, wherein:
a combustion control wall, having an aperture defined therein, is
interposed between and separates said pre-combustion chamber and
said final combustion chamber.
9. The combustion chamber system as set forth in claim 1, wherein:
said pre-combustion chamber comprising a plurality of
pre-combustion chamber sections fluidically connected to each other
comprises a first radially inner cylindrical member, a second
radially outer cylindrical member, an axially oriented partition
wall for separating opposite ends of said pre-combustion chamber
sections, and at least one radially oriented partition wall for
dividing said pre-combustion chamber into said plurality of
pre-combustion sections.
10. The combustion chamber system as set forth in claim 9, wherein:
said pre-combustion chamber comprising said plurality of
pre-combustion chamber sections fluidically connected together
comprises a two-stage axially stacked annular array.
11. The combustion chamber system as set forth in claim 10, wherein
said two-stage axially stacked annular array pre-combustion chamber
comprises: a first annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis, an igniter
disposed within said first end portion of said first annular
pre-combustion chamber section, and an annular flow path which
extends circumferentially from said first end portion to a second
end portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion is
located; a second annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis which is
substantially axially aligned with said second end portion of said
first annular pre-combustion chamber section, and an annular flow
path which extends circumferentially from said first end portion of
said second annular pre-combustion chamber section to a second end
portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first end portion of
said second annular pre-combustion chamber section is located, and
which is fluidically connected to said final combustion chamber;
and an axially oriented port fluidically interconnecting said
second end portion of said first annular pre-combustion chamber
section with said first end portion of said second annular
pre-combustion chamber section such that said first and second
annular pre-combustion chamber sections are fluidically connected
together.
12. The combustion chamber system as set forth in claim 9, wherein:
said pre-combustion chamber comprising said plurality of
pre-combustion chamber section fluidically connected together
comprises a three-stage axially stacked annular array.
13. The combustion chamber system as set forth in claim 12, wherein
said three-stage axially stacked annular array pre-combustion
chamber comprises: a first annular pre-combustion chamber section
defined between said radially inner and radially outer cylindrical
members and having a first end portion disposed t a predetermined
circumferential location with respect to said axis, an igniter
disposed within said first end portion of said first annular
pre-combustion chamber section, and an annular flow path which
extend circumferentially from said first end portion to a second
end portion which is disposed at a predetermine circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion is
located; a second annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis which is
substantially axially aligned with said second end portion of said
first annular pre-combustion chamber section, and an annular flow
path which extends circumferentially from said first end portion of
said second annular pre-combustion chamber section to a second end
portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion of said
second annular pre-combustion chamber section is located; a first
axially oriented port fluidically interconnecting said second end
portion of said first annular pre-combustion chamber section with
said first end portion of said second annular pre-combustion
chamber section such that said first and second annular
pre-combustion chamber sections are fluidically connected together;
a third annular pre-combustion chamber section defined between said
radially inner and radially outer cylindrical members and
fluidically connected to said final combustion chamber; and a
second axially oriented port fluidically interconnecting said
second end portion of said second annular pre-combustion chamber
section with said third annular pre-combustion chamber section such
that said second and third annular pre-combustion chamber sections
are fluidically connected together.
14. The combustion chamber system as set forth in claim 13,
wherein: said first annular pre-combustion chamber section
comprises an uppermost one of said plurality of pre-combustion
chamber sections such that the combustion process within said
plurality of pre-combustion chamber sections proceeds axially
downwardly.
15. The combustion chamber system as set forth in claim 13,
wherein: said first annular pre-combustion chamber section
comprises a lowermost one of said plurality of pre-combustion
chamber sections such that the combustion process within said
plurality of pre-combustion chamber sections proceeds axially
upwardly.
16. A combustion chamber system for use in connection with the
driving of a working piston, comprising: a pre-combustion chamber
comprising a first end wall, a second end wall disposed opposite
said first end wall such that the distance defined between said
first and second end walls defines the length of said
pre-combustion chamber, a first side wall, and a second side wall
disposed opposite said first side wall such that the distance
defined between said first and second side walls defines the width
of said pre-combustion chamber, wherein said length of said
pre-combustion chamber is substantially greater than said width of
said pre-combustion chamber; a final combustion chamber fluidically
connected to said pre-combustion chamber; an ignition device
operatively associated with said pre-combustion chamber so as to
initiate combustion of a combustible mixture within said
pre-combustion chamber; said pre-combustion chamber comprising a
plurality of pre-combustion chamber sections fluidically connected
together and arranged within a multi-stage axially stacked annular
array around an axis and having a predetermined axial extent; and
wherein said final combustion chamber, having a predetermined axial
extent is accommodated internally within said multi-stage axially
stacked annular array of said pre-combustion chamber sections.
17. The combustion chamber system as set forth in claim 16,
wherein: the aspect ratio of said pre-combustion chamber, defined
as the ratio of said length of said pre-combustion chamber to said
width of said pre-combustion chamber, is within the range of 2:1 to
16:1.
18. The combustion chamber system as set forth in claim 16,
wherein: interior surface portions of said pre-combustion chamber
are substantially smooth.
19. The combustion chamber system as set forth in claim 16,
wherein: said axial extent of said pre-combustion chamber and said
axial extent of said final combustion chamber are substantially
equal.
20. The combustion chamber system as set forth in claim 16,
wherein: said pre-combustion chamber and said final combustion
chambers are coaxially disposed with respect to each other.
21. The combustion chamber system as set forth in claim 16,
wherein: an end wall of said final combustion chamber is provided
with an exhaust port for exhausting combustion products toward a
member upon which work is to be performed.
22. The combustion chamber system as set forth in claim 16,
wherein: a combustion control wall, having an aperture defined
therein, is interposed between and separates said pre-combustion
chamber and said final combustion chamber.
23. The combustion chamber system as set forth in claim 16,
wherein: said pre-combustion chamber comprising a plurality of
pre-combustion chamber sections fluidically connected to each other
comprises a first radially inner cylindrical member, a second
radially outer cylindrical member, an axially oriented partition
wall for separating opposite ends of said pre-combustion chamber
sections, and at least one radially oriented partition wall for
dividing said pre-combustion chamber into said plurality of
pre-combustion sections.
24. The combustion chamber system as set forth in claim 23,
wherein: said pre-combustion chamber comprising said plurality of
pre-combustion chamber sections fluidically connected together
comprises a two-stage axially stacked annular array.
25. The combustion chamber system as set forth in claim 24, wherein
said two-stage axially stacked annular array pre-combustion chamber
comprises: a first annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis, an igniter
disposed within said first end portion of said first annular
pre-combustion chamber section, and an annular flow path which
extends circumferentially from said first end portion to a second
end portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion is
located; a second annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis which is
substantially axially aligned with said second end portion of said
first annular pre-combustion chamber section, and an annular flow
path which extends circumferentially from said first end portion of
said second annular pre-combustion chamber section to a second end
portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first end portion of
said second annular pre-combustion chamber section is located, and
which is fluidically connected to said final combustion chamber;
and an axially oriented port fluidically interconnecting said
second end portion of said first annular pre-combustion chamber
section with said first end portion of said second annular
pre-combustion chamber section such that said first and second
annular pre-combustion chamber sections are fluidically connected
together.
26. The combustion chamber system as set forth in claim 23,
wherein: said pre-combustion chamber comprising said plurality of
pre-combustion chamber section fluidically connected together
comprises a three-stage axially stacked annular array.
27. The combustion chamber system as set forth in claim 26, wherein
said three-stage axially stacked annular array pre-combustion
chamber comprises: a first annular pre-combustion chamber section
defined between said radially inner and radially outer cylindrical
members and having a first end portion disposed t a predetermined
circumferential location with respect to said axis, an igniter
disposed within said first end portion of said first annular
pre-combustion chamber section, and an annular flow path which
extend circumferentially from said first end portion to a second
end portion which is disposed at a predetermine circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion is
located; a second annular pre-combustion chamber section defined
between said radially inner and radially outer cylindrical members
and having a first end portion disposed at a predetermined
circumferential location with respect to said axis which is
substantially axially aligned with said second end portion of said
first annular pre-combustion chamber section, and an annular flow
path which extends circumferentially from said first end portion of
said second annular pre-combustion chamber section to a second end
portion which is disposed at a predetermined circumferential
location which is disposed adjacent to said first predetermined
circumferential location at which said first end portion of said
second annular pre-combustion chamber section is located; a first
axially oriented port fluidically interconnecting said second end
portion of said first annular pre-combustion chamber section with
said first end portion of said second annular pre-combustion
chamber section such that said first and second annular
pre-combustion chamber sections are fluidically connected together;
a third annular pre-combustion chamber section defined between said
radially inner and radially outer cylindrical members and
fluidically connected to said final combustion chamber; and a
second axially oriented port fluidically interconnecting said
second end portion of said second annular pre-combustion chamber
section with said third annular pre-combustion chamber section such
that said second and third annular pre-combustion chamber sections
are fluidically connected together.
28. The combustion chamber system as set forth in claim 27,
wherein: said first annular pre-combustion chamber section
comprises an uppermost one of said plurality of pre-combustion
chamber sections such that the combustion process within said
plurality of pre-combustion chamber sections proceeds axially
downwardly.
29. The combustion chamber system as set forth in claim 27,
wherein: said first annular pre-combustion chamber section
comprises a lowermost one of said plurality of pre-combustion
chamber sections such that the combustion process within said
plurality of pre-combustion chamber sections proceeds axially
upwardly.
Description
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
[0001] This patent application is a Continuation-in-Part of U.S.
patent application Ser. No. 09/813,058 which was filed in the name
of Joseph S. Adams on Mar. 20, 2001 and is entitled COMBUSTION
POWER SYSTEM.
FIELD OF THE INVENTION
[0002] The present invention relates generally to combustion
chamber systems, and more particularly to a new and improved
combustion chamber system for use in connection with
combustion-powered tools for driving fasteners into work-pieces or
substrates wherein the combustion chamber system comprises a
pre-combustion chamber and a final combustion chamber wherein the
aspect ratio of the pre-combustion chamber, defined by the ratio of
the length of the pre-combustion chamber with respect to the width
of the pre-combustion chamber, is at least 2:1 whereby the
performance or output power levels of the combustion process can be
dramatically improved resulting in greater driving forces, greater
acceleration levels and greater velocity levels of the working
piston, and greater driving depths of fasteners into their
respective substrates.
BACKGROUND OF THE INVENTION
[0003] As has been noted within the aforenoted patent application,
combustion chamber systems have been previously developed wherein
the combustion chamber comprises, or is effectively divided into, a
pre-combustion chamber and a final combustion chamber. Examples of
such dual combustion chamber systems are disclosed within U.S. Pat.
No. 4,665,868 which issued to Adams on May 19, 1987, U.S. Pat. No.
4,510,748 which issued to Adams on Apr. 16, 1985, and U.S. Pat. No.
4,365,471 which issued to Adams on Dec. 28, 1982. In accordance
with such systems, combustion initiated within the pre-combustion
chamber geneates a flame front that drives and compresses unburned
fuel and air toward and into the final combustion chamber whereby
the work output of the system is significantly enhanced.
[0004] More particularly, when a combustion cycle is initiated,
both the pre-combustion chamber and the final combustion chamber
are charged with a mixture of fuel and air, and the mixture within
the pre-combustion chamber is then ignited. The generated flame
front then propagates through the pre-combustion chamber so as to
push unburned fuel and air in front of it toward the final
combustion chamber. A check valve effectively separates the
pre-combustion and final combustion chambers so as to permit the
flame front to enter the final combustion chamber from the
pre-combustion chamber but to limit any reverse flow of combustion
products from the final combustion chamber back into the
pre-combustion chamber. As the flame front enters the final
combustion chamber, it ignites the compressed fuel and air mixture
disposed within the final combustion chamber. This process elevates
the combustion pressure within the final combustion chamber leading
to a more efficient combustion within the final combustion chamber.
Accordingly, such higher pressures can more effectively and
powerfully perform useful work, such as, for example, the driving
of fasteners through and out from combustion-powered
fastener-driving tools.
[0005] As further disclosed within the aforenoted United States
Patent application, by increasing the aspect ratio, which is
defined as the ratio of the length-to-width dimensions, of the
pre-combustion chamber, the performance of the combustion process
can be dramatically improved. More particularly, constructing the
pre-combustion chamber so as to be significantly longer than wider
runs counter to the conventionally recognized wisdom of designing
combustion chamber systems to be as compact as possible, however,
it was discovered that a long and narrow pre-combustion chamber can
effectively push more unburned fuel and air ahead of a flame front
and into the final combustion chamber than was possible with a
conventional, normally short and wide pre-combustion chamber.
Again, this process elevates the combustion pressure within the
final combustion chamber leading to a more efficient combustion
within the final combustion chamber, and accordingly, such higher
pressures can more effectively and more powerfully perform useful
work, such as, for example, the driving of fasteners through and
out from combustion-powered fastener-driving tools.
[0006] It is also desirable, and even necessary or mandatory that,
in connection with the use of certain combustion-powered
fastener-driving tools, the tools be readily portable, relatively
light in weight, and relatively small in size. Accordingly, it is
desirable to achieve the aforenoted combustion process wherein the
combustion pressure within the final combustion chamber is
substantially elevated so as to lead to more efficient combustion
within the final combustion chamber whereby such higher pressures
can more effectively and more powerfully perform useful work, such
as, for example, the driving of fasteners through and out from
combustion-powered fastener-driving tools, and yet the tools must
be readily portable, relatively light in weight, and relatively
small in size.
[0007] A need therefore exists in the art for a new and improved
combustion-powered tool which has incorporated therein suitable
structure which is capable of readily attaining enhanced energy
output levels such that the resulting energy derived from the
combustion-powered tool enables the combustion-powered tool to be
used in connection with the installation of fasteners into
substrates or workpieces, and yet the internal structure
incorporated within the tool for achieving the desired energy
output levels is itself compact so as to in turn render the overall
tool readily portable, relatively light in weight, and relatively
small in size.
OBJECTS OF THE INVENTION
[0008] Accordingly, it is an object of the present invention to
provide a new and improved combustion-powered tool.
[0009] Another object of the present invention is to provide a new
and improved combustion-powered tool which effectively overcomes
the various operational disadvantages and drawbacks characteristic
of PRIOR ART combustion-powered tools.
[0010] An additional object of the present invention is to provide
a new and improved combustion-powered tool wherein the resulting or
derived energy levels, characteristic of the combustion process
within the combustion-powered tool, is readily enhanced.
[0011] A further object of the present invention is to provide a
new and improved combustion-powered tool wherein the resulting or
derived energy levels, characteristic of the combustion process
within the combustion-powered tool, is readily enhanced so as to
enable the combustion-powered tool to generate elevated driving
forces, acceleration, and velocity characteristics or
parameters.
[0012] A last object of the present invention is to provide a new
and improved combustion-powered tool wherein the resulting or
derived energy levels, characteristic of the combustion process
within the combustion-powered tool, are readily enhanced so as to
enable the combustion-powered tool to generate elevated driving
forces, acceleration, and velocity characteristics or parameters by
means of compact structure so as to in turn render the overall tool
readily portable, relatively light in weight, and relatively small
in size.
SUMMARY OF THE INVENTION
[0013] The foregoing and other objectives are achieved in
accordance with the teachings and principles of the present
invention through the provision of a new and improved
combustion-powered tool which comprises a combustion chamber system
which is effectively divided into a pre-combustion chamber and a
final combustion chamber. A combustion control wall separates the
pre-combustion chamber from the final combustion chamber, and a
check valve is operatively associated with the combustion control
wall so as to effectively permit combustion products, the
propagating combustion wave front, and unburned fuel and air to
flow from the pre-combustion chamber into the final combustion
chamber but to subsequently effectively prevent any combustion
products, wave fronts, or unburned fuel and air to flow in a
reverse direction from the final combustion chamber back into the
pre-combustion chamber. In accordance with the principles and
teachings of the present invention, however, in order to render the
combustion chamber system relatively compact, the prec-combustion
chamber has a spool-like structure wherein the pre-combustion
chamber advantageously comprises either a two-stage or three-stage
structure comprising a plurality of serially arranged, fluidically
interconnected curved sections which define a flow path which
extend from an igniter disposed within a first end of the
pre-combustion chamber to a second end of the pre-combustion
chamber which is fluidically connected to the final combustion
chamber. The stages of the pre-combustion chamber are vertically
stacked atop one another and the second end of the pre-combustion
chamber can be fluidically connected to the final combustion
chamber which axially extends beyond the pre-combustion chamber, or
alternatively, in accordance with further compact arrangement
teachniques, the axial extent of the final combustion chamber can
be coaxially housed or accommodated internally within the axial
extent of the pre-combustion chamber.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Various other objects, features, and attendant advantages of
the present invention will be more fully appreciated from the
following detailed description when considered in connection with
the accompanying drawings in which like reference characters
designate like or corresponding parts throughout the several views,
and wherein:
[0015] FIG. 1 is a schematic cross-sectional view of a first
embodiment of a combustion chamber system constructed in accordance
with the principles and teachings of the present invention and
showing the structure and relative disposition of the
pre-combustion and final combustion chambers thereof wherein the
pre-combustion and final combustion chambers are both linear and
coaxially arranged with respect to each other, however, the axis of
the fastener-driving piston is substantially perpendicular to the
common axis of the pre-combustion and final combustion
chambers;
[0016] FIG. 2 is a view similar to that of FIG. 1 showing, however,
a second embodiment of a combustion chamber system constructed in
accordance with the principles and teachings of the present
invention wherein the pre-combustion chamber is curved;
[0017] FIG. 3A is a view similar to that of FIG. 1 showing,
however, a third embodiment of a combustion chamber system
constructed in accordance with the principles and teachings of the
present invention wherein the pre-combustion chamber comprises a
plurality of curved sections which are disposed in a nested
arrangement;
[0018] FIG. 3B is a cross-sectional view of the combustion chamber
system disclosed within FIG. 3A as taken along the lines 3B-3B of
FIG. 3A;
[0019] FIG. 4 is a view similar to that of FIG. 1 showing, however,
a fourth embodiment of a combustion chamber system constructed in
accordance with the principles and teachings of the present
invention and showing the structure and relative disposition of the
pre-combustion and final combustion chambers thereof wherein the
pre-combustion and final combustion chambers are both linear and
coaxially arranged with respect to each other, and wherein further,
the axis of the fastener-driving piston is likewise coaxial with
the common axis of the pre-combustion and final combustion
chambers;
[0020] FIG. 5A is a view similar to that of FIG. 3A showing,
however, a fifth embodiment of a combustion chamber system
constructed in accordance with the principles and teachings of the
present invention wherein each one of the pre-combustion and final
combustion chambers comprises a plurality of curved sections which
are disposed in a nested arrangement;
[0021] FIG. 5B is a cross-sectional view of the combustion chamber
system disclosed within FIG. 5A as taken along the lines 5B-5B of
FIG. 5A;
[0022] FIG. 5C is a cross-sectional view of the combustion chamber
system disclosed within FIG. 5A as taken along the lines 5C-5C of
FIG. 5A;
[0023] FIG. 6A is a view similar to that of FIG. 3A showing,
however, a sixth embodiment of a combustion chamber system
constructed in accordance with the principles and teachings of the
present invention wherein each one of the pre-combustion and final
combustion chambers comprises a plurality of curved sections which
are disposed in a nested arrangement;
[0024] FIG. 6B is a cross-sectional view of the combustion chamber
system disclosed within FIG. 6A as taken along the lines 6B-6B of
FIG. 6A;
[0025] FIG. 6C is a cross-sectional view of the combustion chamber
system disclosed within FIG. 6A as taken along the lines 6C-6C of
FIG. 6A;
[0026] FIG. 7A is a view similar to that of FIG. 3A showing,
however, a seventh embodiment of a combustion chamber system
constructed in accordance with the principles and teachings of the
present invention wherein the pre-combustion chamber comprises a
plurality of curved sections which are disposed in a vertically
stacked spool arrangement;
[0027] FIG. 7B is a cross-sectional view of the combustion chamber
system disclosed within FIG. 7A as taken along the lines 7B-7B of
FIG. 7A;
[0028] FIG. 7C is a cross-sectional view of the combustion chamber
system disclosed within FIG. 7A as taken along the lines 7C-7C of
FIG. 7A; and
[0029] FIG. 8 is a perspective view partially similar to that of
FIG. 7A showing, however, an eighth embodiment of the present
invention wherein a three-stage spool-type pre-combustion chamber
is disclosed; and
[0030] FIG. 9 is a view similar to that of FIG. 8 showing, however,
a ninth embodiment of the present invention wherein an
alternatively arranged or oriented three-stage spool-type
pre-combustion chamber is disclosed.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0031] The interests of compact mechanical design have resulted in
PRIOR ART combustion systems having a relatively short length and
diameters or widths which are generally much greater than their
lengths. However, experiments in lengthening pre-combustion
chambers wherein their length to width aspect ratios are greatly
increased has revealed the fact that higher aspect ratio
pre-combustion chambers are much more effective at forcing unburned
fuel and air, ahead of an advancing flame front, into a final
combustion chamber. This improvement increases the pressure within
the final combustion chamber before ignition occurs there, and this
greatly increases the power which is obtainable or capable of being
derived from the combustion within the final combustion chamber.
The reasons why elongated pre-combustion chambers accomplish this
result remain unclear, however, experimental evidence verifies the
fact that elongated pre-combustion chambers do succeed in forcing
more unburned fuel and air into the final combustion chamber so as
to achieve increased power output levels. It is reasonable to
assume, for example, that the increased amount of fuel and air
pumped into the final combustion chamber from an elongated
pre-combustion chamber occurs in advance of a flame front
proceeding from the ignition end of the pre-combustion chamber
toward the discharge end of the pre-combustion chamber which
communicates with the final combustion chamber. The improvement in
power output from the final combustion chamber can be increased by
as much as fifty percent (50%) simply by elongating the
pre-combustion chamber wherein the same has an optimum aspect
ratio. More particularly, in accordance with the principles and
teachings of the present invention, combustion chamber systems with
elongated pre-combustion chambers having length to width ratios
over a broad range have been tested and it has been noted that some
improvement in performance has been achieved when the aspect ratio
is on the order of 2:1. Even better performance has been achieved
when the aspect ratio is within the range of 4:1 to 16:1, and still
further, peak performance has been attained when the aspect ratio
is approximately 10:1. In summary, the results tend to show that
the improvement in performance derived from an elongated linear
pre-combustion chamber tends to simulate a bell-shaped curve which
has its peak centered at an aspect ratio of approximately 10:1. It
has been additionally noted that discontinuities or irregularities
present within or upon the internal surfaces of the pre-combustion
chamber should be avoided in view of the fact that such structures
tend to degrade power output. Still further, it has been noted that
the pre-combustion chambers can comprise round, oval, rectangular,
or other cross-sectional configurations whereby they will all
function desirably well as long as the length of the pre-combustion
chamber is substantially greater than the average width. Yet
further, it has been noted that the elongated pre-combustion
chambers readily enable the scavenging of exhaust gases.
[0032] It has also been determined that in addition to the
elongated pre-combustion chambers having the aforenoted geometrical
configurations, the elongated pre-combustion chambers which are
capable of generating substantially increased piston power output
can be curved, or folded, in effect, back onto itself. Again, as
long as the curved or folded pre-combustion chambers have
relatively high aspect ratios, the aforenoted performance
advantages will be able to be achieved. It has been found, for
example, that a flame front created or generated within such
elongated and curved pre-combustion chambers propagates relatively
faster. More particularly, curving an elongated pre-combustion
chamber along its length seems to shift the aforenoted bell-shaped
curve as well as decrease the overall combustion time within the
pre-combustion chamber. It has therefore been found or determined
that by curving or folding the elongated pre-combustion chamber,
increased power and shorter combustion times have been able to be
achieved at significantly higher aspect ratio values, such as, for
example, within the range of 15:1 to 30:1. More particularly, the
pre-combustion chambers can be formed from or comprise curved
sections that are joined in series, nested together, and/or
combined with straight combustion chambers or combustion chamber
sections so as to form compact assemblages which are capable of
achieving the objective advantages of the present invention.
[0033] It has been determined further that the output performance
of the elongated pre-combustion chambers can be influenced by means
of the aspect ratios concerning the width and thickness dimensions
of the pre-combustion chambers. For example, an elongated
pre-combustion chamber which has a rectangular cross-section and
which would therefore be expected to exhibit enhanced output
performance characteristics will fail to perform well if the aspect
ratio of the width to thickness dimensions is relatively high. In
other words, as the structure, shape, or configuration of an
elongated pre-combustion chamber approaches that of a thin ribbon,
it can become too constricted so as not to be capable of
successfully pumping unburned fuel and air into the final
combustion chamber. Experiments have indicated that an optimal or
desirable width to thickness aspect ratio for elongated
pre-combustion chambers is 4:1 or less.
[0034] Referring now to the drawings, and more particularly to FIG.
1 thereof, the combustion chamber system is generally indicated by
the reference character 1 and is seen to comprise a pre-combustion
chamber or plenum 2 and a final combustion chamber or plenum 3
wherein the pre-combustion and final combustion chambers or plenums
2 and 3 are separated from each other by means of a combustion
control wall 4. An igniter 5 is disposed within a first end portion
2A of the pre-combustion chamber 2, and it is seen that the final
combustion chamber 3 is disposed adjacent to the second opposite
end 2B of the pre-combustion chamber 2. An aperture 4A is defined
within the combustion control wall 4 so as to permit the flame
front generated within the pre-combustion chamber 2 by means of the
igniter 5 to pass through the combustion control wall 4 and into
the final combustion chamber 3. Ignition of the fuel and air
mixture within the final combustion chamber 3 then serves to drive
a working piston 7. In accordance with the principles and teachings
of the present invention, and unlike PRIOR ART combustion chamber
systems, it is seen that pre-combustion chamber 2 has a
predetermined length dimension B and a predetermined width
dimension A wherein the length B is substantially greater than the
width A. More particularly, the ratio of the length B to the width
A, known as the aspect ratio of the pre-combustion chamber 2, is at
least 2:1. A check valve 6 is operatively disposed within the final
combustion chamber 3 and is disposed adjacent to the aperture 4A
defined within the combustion control wall 4 so as to minimally
impede, and therefore to effectively allow, the free flow of a fuel
and air mixture from the pre-combustion chamber 2 into the final
combustion chamber 3. Subsequently, when combustion is initiated
within the final combustion chamber 3, the pressure present therein
rapidly increases and consequently, check valve 6 is closed so as
to limit and effectively prevent any back flow from occurring from
final combustion chamber 3 into pre-combustion chamber 2. It is
further noted that the interior peripheral surface 2C of the
pre-combustion chamber 2 is substantially smooth and free of
protrusions or irregularities, and the average distance defined
between diametrically opposite side wall surfaces of the interior
peripheral wall surface 2C of pre-combustion chamber 2 constitutes
the width A.
[0035] With reference now being made to FIG. 2, it is seen that the
structure of the final combustion chamber 3, as well as its
dispositional relationship with respect to the working piston 7, is
substantially the same as that of final combustion chamber 3 as in
the first embodiment of FIG. 1, however, in accordance with the
second embodiment of the present invention as disclosed within FIG.
2, it is seen that the pre-combustion chamber 2 comprises a curved
section integrally connected to a lineal section so as to render
the entire pre-combustion chamber 2 more spatially compact. More
particularly, a pre-combustion chamber 2 such as that illustrated
in FIG. 2 permits pre-combustion chambers characterized by higher
aspect ratios to achieve results which are similar to results
attained using elongated linear pre-combustion chambers having
similar aspect ratios but requiring substantially more lineal
space. It is to be noted that, in accordance with the structure
comprising the second embodiment of FIG. 2, the length of the
pre-combustion chamber 2 is measured from the igniter end 2A of the
pre-combustion chamber 2 to the combustion control wall end 2B of
the pre-combustion chamber 2 along a line which is substantially
equidistant between the oppositely disposed side wall surface
portions of the interior peripheral wall surface 2C of the
pre-combustion chamber 2. The curved section of the pre-combustion
chamber 2 is also seen to have an angular extent of approximately
270.degree..
[0036] With reference now being made to FIGS. 3A and 3B, and in
accordance with further spatial conservation techniques developed
in accordance with the principles and teachings of the present
invention, it is seen that the pre-combustion chamber 2 comprises a
plurality of curved sections 2D which are fluidically arranged in
series and are nested together so as to be disposed within a
substantially common plane and thereby effectively form a
three-stage pre-combustion chamber 2. Alternatively, the overall
pre-combustion chamber 2 could have a substantially S-shaped
configuration, a spiral configuration, or some other configuration
comprising a combination of straight and curved sections. Curved
pre-combustion chamber 2 such as that illustrated within FIGS. 3A
and 3B is formed by means of integrally connecting together
different cylinders, having different diametrical extents, in the
noted coaxial array. It is therefore to be appreciated, in
conjunction with the operation of the pre-combustion chamber 2 as
disclosed within FIGS. 3A and 3B, that a flame front initiated by
ignition of the igniter 5 within the region 2A of the first
outermost pre-combustion chamber portion 2D first travels around
the outermost periphery of the pre-combustion chamber 2, and
subsequently enters a second intermediate peripheral portion 2D of
the pre-combustion chamber 2 through means of a first radially
oriented port fluidically connecting the outermost and intermediate
peripheral flow paths of the pre-combustion chamber 2.
[0037] The flame front then continues to travel around the
intermediate peripheral portion 2D of the pre-combustion chamber 2
and subsequently enters a third innermost pre-combustion chamber
portion 2D of the pre-combustion chamber 2 through means of a
second radially oriented port fluidically connecting the
intermediate and innermost peripheral flow paths of the
pre-combustion chamber 2. Ultimately, the flame front then passes
by or through a centrally located check valve 6 so as to enter the
final combustion chamber 3. Alternatively, ignition could be
initiated within a central chamber whereby the flame front would be
fluidically conducted and propagated in effect radially outwardly
from an inner peripheral pre-combustion chamber portion 2D to an
outer peripheral pre-combustion chamber portion 2D of the
pre-combustion chamber 2, and ultimately into the final combustion
chamber 3. Either way, the movement of the flame front within the
curved and substantially folded pre-combustion chamber portions 2D
forces unburned fuel and air through the check valve 6 and into the
final combustion chamber 3 so as to increase the pressure of the
unburned fuel and air within final combustion chamber 3. Such an
increase in the operative pressure significantly increases the
combustion power output of final combustion chamber 3 as
operatively applied to driving the working piston 7. It is to be
noted that the improvement afforded by increasing the aspect ratio
of the combustion chamber 1 can be as much as a fifty percent (50%)
increase in the power output exhibited by piston 7.
[0038] With reference now being made to FIG. 4, a variation of the
first embodiment as disclosed within FIG. 1 is disclosed within
FIG. 4 wherein it is seen that the pre-combustion chamber 2, the
final combustion chamber 3, and the drive chamber within which the
piston 7 is operatively disposed are all coaxially arranged with
respect to each other. The volumes of the pre-combustion chamber 2
and the final combustion chamber 3 of this fourth embodiment are
substantially equal whereby satisfactory increases in power output
are achieved in accordance with the objectives of the present
invention, and it is noted further that the length to width aspect
ratio of the pre-combustion chamber 2 of the fourth embodiment of
FIG. 4 is approximately 4:1.
[0039] Continuing still further, and with reference now being made
to FIGS. 5A-5C, a fifth embodiment of a combustion chamber system
constructed in accordance with the principles and teachings of the
present invention is disclosed and it is seen that this embodiment
is somewhat similar to the third embodiment shown in FIGS. 3A and
3B in that the pre-combustion chamber 2 comprises a three-stage
pre-combustion chamber structure, however, in addition, final
combustion chamber 3 likewise comprises a three-stage combustion
chamber structure. Still further, it is appreciated that the
pre-combustion chamber 2 of this fifth embodiment differs from the
pre-combustion chamber 2 of the third embodiment as disclosed
within FIGS. 3A and 3B in that the igniter 5 is disclosed at a
central or axial position with respect to the pre-combustion
chamber 2 and therefore the flame front effectively propagates from
a radially inner portion of the pre-combustion chamber 2 through
radially oriented ports 2E to a radially outer portion of the
pre-combustion chamber 2. Concomitantly therewith, the flame front
will be introduced into the final combustion chamber 3, through
means of check valve 6, at a radially outer portion of the
combustion chamber system 1 and be conducted toward a radially
inner or axial position of the combustion chamber system at which
the working piston 7 is located. The sixth embodiment of the
present invention as disclosed within FIGS. 6A-6C is substantially
the same as that of the fifth embodiiment of FIGS. 5A-5C with the
additional disclosure of an intake valve 8 being disposed within an
outer peripheral wall portion of the pre-combustion chamber 2D
while an exhaust valve 9 is similarly disposed within an outer
peripheral wall portion of the final combustion chamber 3. This
arrangement serves to compactly accommodate the purging
requirements of exhaust gases from the final combustion chamber 3,
as well as fuel and air intake requirements into the pre-combustion
chamber 2.
[0040] With reference now being made to FIGS. 7A-7C, a seventh
embodiment of the present invention is seen to be disclosed, and in
accordance with this embodiment, it is appreciated that the
pre-combustion chamber 2 has been divided into two coaxially
arranged sections 2D wherein the sections 2D are also axially
separated from each other so as to be disposed, for example, within
a two-stage, vertically stacked spool-type array. The igniter 5 is
located at a predetermined circumferential position within the
vertically upper one of the pre-combustion chamber sections 2D and
accordingly initiates combustion that proceeds around the upper one
of the pre-combustion chamber sections 2D such that the flame front
then propagates through an aperture or opening 3C which fluidically
connects the upper one of the pre-combustion chamber sections 2D to
the lower one of the pre-combustion chamber sections 2D.
[0041] After traversing the lower one of the pre-combustion chamber
sections 2D, the flame front propagates toward the check valve 6
whereupon passing through check valve 6, the flame front enters the
cylindrical final combustion chamber 3 which is seen to be disposed
radially inwardly of the annularly surrounding pre-combustion
chamber sections 2D. The flame front enters the final combustion
chamber 3 at a position adjacent to the working piston 7 after the
final combustion chamber 3 receives unburned fuel and air from the
pre-combustion chamber 2 as effectively forced into final
combustion chamber 3 from pre-combustion chamber 2 by means of the
propagating flame front. Exhaust from the final combustion chamber
3 is permitted to occur through an exhaust valve 9 which is located
within an end wall of the final combustion chamber 3 which is
disposed opposite the working piston 7, while fuel and air intake
into the upper pre-combustion chamber section 2D occurs through
means of intake valve 8 preferably disposed adjacent to igniter
5.
[0042] As has been noted heretofore, check valve 6 should be as
free-flowing as possible, and accordingly, it has been determined
that check valve 6 can be either a normally OPEN or a normally
CLOSED type of check valve. In either case, the check valve 6 will
be disposed in an OPEN state so as to allow a relatively free flow
of gases from the pre-combustion chamber 2 into the final
combustion chamber 3 and will subsequently be disposed in its
CLOSED state when the fuel and air mixture within the final
combustion chamber is ignited. It may also be desirable in
connection with some applications, in order to properly scavenge
exhaust gases or to distribute unburned fuel and air through the
system, to make the check valve 6 free-flowing in both directions
at low pressure levels. The increased pressure level that promptly
follows ignition within the final combustion chamber 3 will then
quickly close the check valve 6 so as to limit or effectively
prevent back-flow from the final combustion chamber 3 back into the
pre-combustion chamber 2. Check valve 6 may also be arranged so as
to quench a pre-combustion flame front after admitting unburned
fuel and air into the final combustion chamber 3. An igniter within
the final combustion chamber 3 can then initiate combustion within
the final combustion chamber 3.
[0043] With reference now being made to FIG. 8, an eighth
embodiment of a pre-combustion chamber assembly constructed in
accordance with the principles and teachings of the present
invention is disclosed and is generally indicated by the reference
character 20, and it is seen that the structure of this
pre-combustion chamber assembly 20 is seen to be somewhat similar
to that of the pre-combustion chamber 2 as disclosed within FIG. 7A
except that in lieu of the two-stage, vertically stacked spool-type
array of FIG. 7A, the pre-combustion chamber assembly 20 is seen to
comprise a three-stage, vertically stacked spool type array. More
particularly, the pre-combustion chamber assembly 20 is seen to
comprise a support base 22 which forms a first upper end wall 24 of
the pre-combustion chamber assembly 20, and a pair of radially
inner and radially outer cylindrical walls 26,28 which together
form an annular pre-combustion chamber 30 therebetween.
[0044] A pair of axially spaced, radially oriented annular
partition walls 32,34 are integrally connected to and are
interposed between the radially inner and radially outer
cylindrical walls 26,28, and accordingly, the partition walls 32,34
effectively divide the pre-combustion chamber 30 into three
vertically or axially separated pre-combustion chambers
30-1,30-2,30-3. An axially oriented partition wall 36 also
structurally cooperates with upper end wall 24 and the pair of
annular partition walls 32,34 in defining the three pre-combustion
chambers 30-1,30-2,30-3. In addition, it is also seen that each one
of the annular partition walls 32,34 is only partially complete in
its circumferential extent and thereby effectively forms a pair of
axially oriented ports 38,40 which, as will be described shortly
hereinafter, serve to respectively fluidically interconnect
pre-combustion chambers 30-1 and 30-2, and 30-2 and 30-3, to each
other.
[0045] More particularly, it can therefore be appreciated that an
igniter, not shown, can be located at a predetermined position
within the vertically or axially uppermost one of the
pre-combustion chambers 30-1, and upon the right side of the
vertically or axially oriented partition wall 36, so as to
accordingly initiate combustion that proceeds circumferentially
around the upper one of the pre-combustion chambers 30-1 such that
the flame front then propagates through the first axially oriented
port 38 so as to enter the next or axially central one of the
pre-combustion chambers 30-2. In a manner similar to the
propagation of the flame front within the uppermost one of the
pre-combustion chambers 301, that is, after circumferentially
traversing the axially central one of the pre-combustion chambers
30-2, the flame front propagates through the second axially
oriented port 40 so as to enter the lowermost one of the
pre-combustion chambers 30-3. The lower end portion of the
pre-combustion chamber assembly 20, and in particular, the lower
end portion of the radially inner cylindrical wall portion 26 is
further provided with a pair of diametrically opposite radially
oriented ports 42,44 through which the flame front and unburned
fuel and air from the pre-combustion chamber 30-3 can enter the
lower end of an axially disposed final combustion chamber, not
shown. An end wall 46 terminates the lower end of pre-combustion
chamber 30-3.
[0046] As was the case with the previously disclosed embodiments, a
check valve, also not shown, is of course disposed within such
lower end of the final combustion chamber, not shown, and may in
fact be operatively associated with each one of the ports 42,44 in
a manner similar to that of the seventh embodiment of FIG. 7A, so
as to freely control the admission of the flame front, and the
unburned fuel and air, into the final combustion chamber, not
shown, from the pre-combustion chamber assembly 20, but to
effectively limit any backflow of combustion and combustion
products from the final combustion chamber, not shown, into the
pre-combustion chamber assembly 20. The final combustion chamber,
not shown, will of course also have a working piston, not shown,
operatively associated therewith whereby, after the final
combustion chamber, not shown, has received the unburned fuel and
air from the pre-combustion chamber 30-3 as effectively forced into
final combustion chamber, not shown, from pre-combustion chamber
30-3 by means of the propagating flame front, combustion occurs
within the final combustion chamber, not shown, whereby, for
example, the working piston, not shown, will be driven downwardly
so as to in turn drive a fastener into a particular substrate.
[0047] With reference lastly being made to FIG. 9, a ninth
embodiment of a pre-combustion chamber assembly constructed in
accordance with the principles and teachings of the present
invention is disclosed and is generally indicated by the reference
character 120, and it is seen that the structure of this
pre-combustion chamber assembly 120 is seen to be susbstantially
the same as that of the pre-combustion chamber assembly 20 as
disclosed within FIG. 8 except that the pre-combustion chamber
assembly 120 has, in effect, been vertically upended with respect
to the pre-combustion chamber assembly 20 of FIG. 8, the
significance of which will become apparent shortly hereinafter. It
is therefore to be noted further that in connection with the
description of the structure comprising pre-combustion chamber
assembly 120 as compared to that comprising pre-combustion chamber
assembly 20, the component parts of the pre-combustion chamber
assembly 120 which correspond to the component parts of the
pre-combustion chamber assembly 20 will be noted by similar
reference characters except that the reference characters for the
pre-combustion chamber assembly 120 will be within the 100
series.
[0048] More particularly then, the pre-combustion chamber assembly
120 is seen to comprise a support base 122 which forms a first
lower end wall 124 of the pre-combustion chamber assembly 120, and
a pair of radially inner and radially outer cylindrical walls
126,128 which together form an annular pre-combustion chamber 130
therebetween. A pair of axially spaced, radially oriented annular
partition walls 132, 134 are integrally connected to and are
interposed between the radially inner and radially outer
cylindrical walls 126, 128, and accordingly, the partition walls
132,134 effectively divide the pre-combustion chamber 130 into
three vertically or axially separated pre-combustion chambers
130-1, 130-2,130-3. An axially oriented partition wall 136 also
structurally cooperates with lower end wall 124 and the pair of
annular partition walls 132,134 in defining the three
pre-combustion chambers 130-1,130-2,130-3. In addition, it is also
seen that each one of the annular partition walls 132,134 is only
partially complete in its circumferential extent and thereby
effectively forms a pair of axially oriented ports 138,140 which,
as will be described shortly hereinafter, serve to respectively
fluidically interconnect pre-combustion chambers 130-1 and 130-2,
and 130-2 and 130-3, to each other. It can therefore be appreciated
that, as was the case with the pre-combustion chamber assembly 20,
an igniter, not shown, can be located at a predetermined position
within the vertically or axially lowermost one of the
pre-combustion chambers 130-1, and upon the left side of the
vertically or axially oriented partition wall 136, so as to
accordingly initiate combustion that proceeds circumferentially
around the lowermost one of the pre-combustion chambers 130-1 such
that the flame front then propagates through the first axially
oriented port 138 so as to enter the next or axially central one of
the pre-combustion chambers 130-2. In a manner similar to the
propagation of the flame front within the lowermost one of the
pre-combustion chambers 130-1, that is, after circumferentially
traversing the axially central one of the pre-combustion chambers
130-2, the flame front propagates through the second axially
oriented port 140 so as to enter the uppermost one of the
pre-combustion chambers 130-3. The upper end portion of the
pre-combustion chamber assembly 120, and in particular, the upper
end portion of the radially inner cylindrical wall portion 126 is
further provided with a pair of diametrically opposite radially
oriented ports 142,144 through which the flame front and unburned
fuel and air from the pre-combustion chamber 130-3 can enter the
upper end of an axially disposed final combustion chamber, not
shown. An end wall 146 terminates the lower end of pre-combustion
chamber 130-3.
[0049] In accordance with the unique arrangement of the
pre-combustion chamber assembly 120, particularly in connection
with the final combustion chamber, not shown, and in a manner
similar to the embodiments disclosed within FIGS. 7A and 8, the
final combustion chamber, not shown, is adapted to be effectively
housed or accommodated within the inner cylindrical wall 126
whereby combustion within the final combustion chamber, not shown,
will propagate vertically or axially downwardly as viewed in FIG.
9. Accordingly, as was the case with the previously disclosed
embodiments, a check valve, also not shown, is adapted to be
disposed within such upper end of the final combustion chamber, not
shown, and may in fact be operatively associated with each one of
the ports 142,144 in a manner similar to that of the seventh
embodiment of FIG. 7A, so as to freely control the admission of the
flame front, and the unburned fuel and air, into the final
combustion chamber, not shown, from the pre-combustion chamber
assembly 120, but to effectively limit any backflow of combustion
and combustion products from the final combustion chamber, not
shown, into the pre-combustion chamber assembly 120. The final
combustion chamber, not shown, will of course also have a working
piston, not shown, operatively associated therewith whereby, after
the final combustion chamber, not shown, has received the unburned
fuel and air from the pre-combustion chamber 130-3 as effectively
forced into the final combustion chamber, not shown, from
pre-combustion chamber 130-3 by means of the propagating flame
front, combustion occurs within the final combustion chamber, not
shown, whereby, for example, the working piston, not shown, will be
driven downwardly so as to in turn drive a fastener into a
particular substrate.
[0050] Thus, it may be seen that in accordance with the principles
and teachings of the present invention, there has been disclosed a
combustion chamber system comprising an elongated pre-combustion
chamber used in combination with a final combustion chamber, and in
conjunction with such pre-combustion chambers, there has been
provided unique structural arrangements wherein the pre-combustion
chambers have been rendered spatially compact and efficient. More
particularly, the pre-combustion chambers have been effectively
divided into a plurality of axially separated but stacked
pre-combustion chambers or sections which effectively form two and
three-stage pre-combustion chamber structures or assemblies. Still
further, in order to additionally render the pre-combustion chamber
and final combustion assembly still more compact, the final
combustion chamber has effectively been axially housed or
accommodated internally within the pre-combustion assembly.
[0051] Obviously, many variations and modifications of the present
invention are possible in light of the above teachings. More
particularly, it is to be noted, as has been reflected by means of
the various different embodiments already disclosed, that an
endless variety of configurations, geometries, and proportions can
implement or embody an elongated pre-combustion chamber so as to
effectively increase the power output levels which are obtainable
from the final combustion chamber. It is therefore to be understood
that within the scope of the appended claims, the present invention
may be practiced otherwise than as specifically described
herein.
* * * * *