U.S. patent number 3,785,355 [Application Number 05/337,376] was granted by the patent office on 1974-01-15 for engine with internal charge dilution and method.
This patent grant is currently assigned to General Motors Corporation. Invention is credited to Richard R. Toepel.
United States Patent |
3,785,355 |
Toepel |
January 15, 1974 |
ENGINE WITH INTERNAL CHARGE DILUTION AND METHOD
Abstract
In a preferred embodiment, a spark-ignited internal combustion
engine is provided with a valved receiver chamber connected with
the combustion chamber adjacent the spark plug. The receiver valve
is open at peak combustion pressures to admit combustion chamber
gases which are retained in the receiver until discharged to the
combustion chamber after ignition of the charge on the following
cycle. The arrangement and method provide substantial combustion
chamber charge dilution for limiting nitrogen oxide emissions
without adversely affecting ignition of the air-fuel mixture.
Inventors: |
Toepel; Richard R. (Warren,
MI) |
Assignee: |
General Motors Corporation
(Detroit, MI)
|
Family
ID: |
23320317 |
Appl.
No.: |
05/337,376 |
Filed: |
March 2, 1973 |
Current U.S.
Class: |
123/316 |
Current CPC
Class: |
F02B
47/08 (20130101); F02B 1/04 (20130101); Y02T
10/12 (20130101); Y02T 10/121 (20130101) |
Current International
Class: |
F02B
47/00 (20060101); F02B 47/08 (20060101); F02B
1/04 (20060101); F02B 1/00 (20060101); F02b
033/00 (); F02b 075/02 (); F02d 039/02 () |
Field of
Search: |
;123/75E,119A |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Croyle; Carlton R.
Assistant Examiner: Casaregola; Louis T.
Attorney, Agent or Firm: Robert J. Outland et al.
Claims
I claim:
1. An internal combustion engine comprising
means defining a cylinder closed at one end,
a piston movable in said cylinder and defining therewith a variable
volume combustion chamber,
means for admitting air and fuel to the combustion chamber,
igniting the mixture and exhausting burned products from the
combustion chamber, said admitting, igniting and exhausting means
being operative in timed relation to the movement of the piston to
cause repetitive performance of an operating cycle, including the
steps of admission of air-fuel mixture to the combustion chamber,
compression of the mixture, ignition and burning of the compressed
mixture, expansion of the burned mixture with an output of power
and exhaust of the burned gases from the combustion chamber,
an enclosed receiver chamber in said cylinder-defining means
adjacent and connecting with said combustion chamber, and
means controlling communication between said combustion and
receiver chambers, said controlling means being operative in timed
relation with movement of the piston to permit such communication
during portions of the various cycles substantially coincident with
the burning process in the combustion chamber and to prevent
communication during the remaining portions of the cycles.
2. An internal combustion engine comprising
a housing defining a closed end cylinder,
a piston reciprocably movable in said cylinder and defining
therewith a variable volume combustion chamber at said cylinder
closed end,
inlet and exhaust ports connecting with said combustion chamber in
said housing and valves controlling said ports,
a closed receiver chamber in said housing, said receiver chamber
being connected with said combustion chamber by an opening, a valve
in said opening and openable to permit communication between said
chambers, and
spark ignition means in said housing and extending within said
combustion chamber near said receiver chamber opening,
said piston being sequentially movable through intake, compression,
expansion and exhaust strokes and being operably interconnected
with said valves and spark ignition means whereby said intake port
valve is open during the intake stroke, said spark ignition means
operates near the end of the compression stroke, said receiver
valve is opened near the end of the compression stroke and closed
near the beginning of the expansion stroke and said exhaust valve
is open during the exhaust stroke.
3. The method of operating an internal combustion engine for
internal charge dilution, said method comprising
admitting a charge of combustible air-fuel mixture to an enclosed
combustion chamber,
contracting the chamber to compress the mixture,
igniting and burning the compressed mixture with a resultant
increase in gas pressure within the chamber,
opening communication of the combustion chamber with a receiver
chamber early in the burning process to receive previously stored
gases into the combustion chamber for dilution of the charge and
subsequently closing off such communication near the end of the
burning process at about the point of maximum gas pressure in the
combustion chamber, thereby retaining a charge of burned gases for
reintroduction to the combustion chamber on the subsequent
cycle,
expanding the gases in the combustion chamber with an output of
power, and
exhausting the burning gases from the combustion chamber.
4. The method of claim 3 and including the further step of cooling
the gases stored in the receiver chamber.
Description
BACKGROUND OF THE INVENTION
This invention relates to internal combustion engines and, more
particularly, to internal charge dilution means cooperating with
the combustion chambers of spark-ignition engines, as well as
operating methods for reduction of nitrogen oxides in such
engines.
It is known that emissions of nitrogen oxides from internal
combustion engines may be substantially reduced by dilution of the
cylinder charge with exhaust or other gases which act to limit the
combustion temperatures reached in the cylinder. Various methods
have been proposed or utilized for accomplishing such dilution,
including external exhaust recirculation, increased valve overlap
and increased exhaust back pressure. However, these methods
increase the dilution of the charge before ignition occurs and
consequently are limited in effectiveness by the tendency for
erratic combustion and misfiring of the engine at high percentages
of dilution. If these adverse effects upon ignition of the charge
could be overcome, it is believed that further reductions of
nitrogen oxide emissions could be effected with reasonably smooth
operation of the engine and good drivability of the vehicle in
which it is installed.
SUMMARY OF THE INVENTION
The present invention provides an engine arrangement which
incorporates an internal receiver chamber adjacent each combustion
chamber of the engine to receive burned combustion chamber gases at
peak pressure and return them to the combustion chamber on the
following cycle, after ignition of the charge. This arrangement and
method of operation provides for an increase in the residual
fraction of recirculated or retained exhaust gases that may be
tolerated in the engine combustion chamber without adversely
affecting ignition of the charge and consistency of combustion.
A further feature of the invention is that the receiver chamber is
located adjacent the spark plug so that the charge-diluting gases
mix first with the initially burned portions of the combustion
chamber charge, thus maximizing the reduction of nitrogen oxide
emissions.
These and other features of the invention will be more fully
understood from the following description of the preferred
embodiment, taken together with the accompanying drawing.
BRIEF DESCRIPTION OF THE DRAWING
In the drawing:
FIG. 1 is a cross-sectional view showing one cylinder of an
internal combustion engine having receiver means according to the
invention; and
FIG. 2 is a pressure-time diagram illustrating the relative
pressures in the combustion and receiver chambers during portions
of one engine cycle and the relative points of operation of the
receiver chamber valve and ignition means during the engine
cycle.
DESCRIPTION OF THE ILLUSTRATED EMBODIMENT
In the drawing, numeral 10 generally indicates an internal
combustion engine of the spark-ignition type. Engine 10 includes a
cylinder block 12 having therein a plurality of cylinders 14, only
one of which is shown. A piston 16 is reciprocably disposed in the
cylinder 14 and is connected by means of a connecting rod 18 to a
conventional crank mechanism, not shown. A cylinder head 20 closes
the end of cylinder 14 and defines therewith a variable volume
combustion chamber 22.
The cylinder head includes an inlet port 24 connecting the
combustion chamber 22 with external means, not shown, for supplying
a combustible air-fuel mixture to the chamber. Port 24 is closed at
the entrance to chamber 22 by a conventional poppet valve 26.
Adjacent the inlet port the cylinder head is also provided with an
exhaust port, not shown, which communicates the combustion chamber
with an engine exhaust system and is closed by an exhaust poppet
valve, not shown, in conventional fashion similar to that
illustrated for the inlet port.
In a wall of the combustion chamber generally opposite the valves
there is mounted a spark plug 28 which extends into the chamber 22
for the purpose of igniting air-fuel mixture supplied thereto.
Closely adjacent the spark plug there is formed within the cylinder
head a generally spherically shaped receiver chamber 30 which is
closed except for an opening 32 which connects the receiver chamber
30 with the combustion chamber 22 at a point closely adjacent the
spark plug 28. Opening 32 is closed by a poppet valve 34 which
extends through the chamber 30 and outside the cylinder head for
actuation by suitable means, not shown.
The engine is provided with ignition means, including the spark
plug, and valve gear for actuating the inlet and exhaust valves, as
well as the receiver valve 34, all of which are connected to
operate in timed relation with the reciprocating action of the
piston 16 to perform a specific operating cycle, as will be
subsequently described.
In operation of the engine, the piston 16 is reciprocated through a
four-stroke cycle, including the events of intake, compression,
expansion and exhaust. It is, however, within the scope of the
invention to utilize a two-stroke cycle mode of operation or any
other desirable operating cycle.
During the intake stroke, the intake valve 26 is opened, admitting
to the combustion chamber a charge of air and fuel mixture supplied
in combustible proportions by an external carburetor or the like.
This mixture is then compressed on the upward compression stroke of
the piston 16, increasing the pressure in the combustion chamber,
as illustrated in FIG. 2, as the piston moves from its bottom dead
center (BDC) position toward its top dead center (TDC)
position.
Shortly in advance of the piston's reaching the top dead center
position, the spark plug is fired, igniting the compressed mixture
in the combustion chamber. At about the same time, the receiver
valve 34 is opened, allowing compressed gases stored during the
previous engine cycle to enter the combustion chamber 22 adjacent
the spark plug. Due to the lag in movement of the gases, the
opening of the receiver valve may begin somewhat in advance of the
ignition of the combustion chamber mixture or, if desired, may be
delayed until shortly after this point.
The gases from the receiver chamber enter the combustion chamber
and mix with the burned and burning mixture adjacent the spark
plug, reducing the gas temperatures particularly in the earliest
burned portions of the mixture, thereby limiting the maximum
temperatures reached in the combustion chamber during the
combustion process. This effectively reduces the nitrogen oxides
formed during combustion and subsequently emitted with the exhaust
gases.
As combustion continues in chamber 22, the gas pressure rises and
reaches a peak shortly after the piston passes its top dead center
position. The receiver valve 34 remains open during this period so
that pressure in the receiver chamber which dropped initially upon
delivery of its charge to the combustion chamber, is subsequently
increased by receiving burned gases through its connection with the
combustion chamber. At about the point where the receiver chamber
pressure reaches a maximum, which is at or shortly after the
occurrence of maximum pressure in the combustion chamber, the
receiver valve 34 is closed, retaining the compressed gases in the
receiver chamber while the piston moves downwardly on its expansion
stroke.
Following expansion, which produces positive work, the exhaust
valve is opened and the burned gases are forced out of the
combustion chamber on the upward exhaust stroke of the piston. The
cycle is then repeated, beginning with another intake stroke.
The arrangement of the receiver chamber within the cylinder head is
preferably such as to provide for cooling of the gases retained in
the receiver by the engine coolant passing through passages 36 of
the coolant jacket which are in heat exchange relation with the
walls of the chamber 30. The cooling of the retained gases causes
some reduction in the pressure of the gases in the receiver during
the period between the closing of the receiver valve 34 and its
subsequent opening near the ignition point of the next cycle. While
this pressure reduction has the effect, as shown in FIG. 2, of
limiting the force by which the retained gases are returned to the
combustion chamber on the following cycle, this disadvantage is
believed to be offset by the advantages of the reduced gas
temperatures which make more effective the diluting and
temperature-reducing effects of the receiver-stored gases upon
their readmission to the combustion chamber.
The specific size and shape of the receiver and combustion chambers
and the location of the receiver chamber relative to the spark plug
will require experimental determination for best operation in a
particular engine. However, it is believed that an acceptable
reduction of nitrogen oxide emissions may be obtainable by sizing
the receiver chamber to provide a charge dilution of about 22
percent of the total cylinder charge with suitable control of the
gas temperature through cooling of the receiver chamber and proper
location of the chamber near the point of ignition of the air-fuel
charge.
While the invention has been described by reference to a particular
embodiment, it should be understood that numerous changes could be
made within the spirit and scope of the inventive concepts
disclosed. Accordingly, the invention is intended to be limited
only by the language of the following claims.
* * * * *