CA1047861A - Fuel heating device for internal combustion engines - Google Patents
Fuel heating device for internal combustion enginesInfo
- Publication number
- CA1047861A CA1047861A CA280,379A CA280379A CA1047861A CA 1047861 A CA1047861 A CA 1047861A CA 280379 A CA280379 A CA 280379A CA 1047861 A CA1047861 A CA 1047861A
- Authority
- CA
- Canada
- Prior art keywords
- reaction chamber
- intake manifold
- branching portion
- exhaust gas
- auxiliary
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 42
- 239000000446 fuel Substances 0.000 title abstract description 16
- 238000010438 heat treatment Methods 0.000 title description 3
- 238000006243 chemical reaction Methods 0.000 claims abstract description 68
- 239000007789 gas Substances 0.000 abstract description 46
- 239000000203 mixture Substances 0.000 abstract description 17
- 239000000498 cooling water Substances 0.000 abstract description 8
- 230000002093 peripheral effect Effects 0.000 abstract description 4
- 238000009413 insulation Methods 0.000 abstract 1
- 238000010276 construction Methods 0.000 description 2
- 239000003344 environmental pollutant Substances 0.000 description 2
- 230000003647 oxidation Effects 0.000 description 2
- 238000007254 oxidation reaction Methods 0.000 description 2
- 231100000719 pollutant Toxicity 0.000 description 2
- UGFAIRIUMAVXCW-UHFFFAOYSA-N Carbon monoxide Chemical compound [O+]#[C-] UGFAIRIUMAVXCW-UHFFFAOYSA-N 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229930195733 hydrocarbon Natural products 0.000 description 1
- 150000002430 hydrocarbons Chemical class 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 230000003584 silencer Effects 0.000 description 1
- 238000009834 vaporization Methods 0.000 description 1
- 230000008016 vaporization Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/1023—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s)
- F02B19/1028—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber pre-combustion chamber and cylinder being fed with fuel-air mixture(s) pre-combustion chamber and cylinder having both intake ports or valves, e.g. HONDS CVCC
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/26—Construction of thermal reactors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
- F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
- F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
- F02M31/087—Heat-exchange arrangements between the air intake and exhaust gas passages, e.g. by means of contact between the passages
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
An internal-combustion spark-ignition V-8 piston engine has an exhaust gas reaction chamber body positioned between its two banks of cylin-ders. Each cylinder has a main combustion chamber communicating with an auxiliary combustion chamber by means of a torch opening. A main intake manifold with branching portion over the reaction chamber communicates with main intake passages to supply a lean air-fuel mixture to the main combustion chambers. An auxiliary intake manifold with branching portion directly below the central portion of the branching portion of the main intake manifold com-municates with auxiliary intake passages to supply a rich air-fuel mixture to the auxiliary combustion chambers. Exhaust passages supply hot exhaust gases from the cylinders to exhaust gas conduits, each of which receives hot exhaust gases from two adjacent cylinders and projects through an insulated wall of the reaction chamber to discharge into it toward an end wall thereof.
An exhaust pipe extends through a remote end wall at the opposite end of the reaction chamber. The top wall of the reaction chamber has an exhaust nozzle formed therein facing the branching portion of the auxiliary intake manifold. Also, the top wall of the reaction chamber has a layer of insula-tion within it and an opening formed to face the branching portion of the auxiliary intake manifold. Within the peripheral wall of the exhaust gas reaction chamber body is formed an annular cooling water jacket, and a heat shielding plate covers the outer bottom portion of this exhaust gas reaction chamber body.
An internal-combustion spark-ignition V-8 piston engine has an exhaust gas reaction chamber body positioned between its two banks of cylin-ders. Each cylinder has a main combustion chamber communicating with an auxiliary combustion chamber by means of a torch opening. A main intake manifold with branching portion over the reaction chamber communicates with main intake passages to supply a lean air-fuel mixture to the main combustion chambers. An auxiliary intake manifold with branching portion directly below the central portion of the branching portion of the main intake manifold com-municates with auxiliary intake passages to supply a rich air-fuel mixture to the auxiliary combustion chambers. Exhaust passages supply hot exhaust gases from the cylinders to exhaust gas conduits, each of which receives hot exhaust gases from two adjacent cylinders and projects through an insulated wall of the reaction chamber to discharge into it toward an end wall thereof.
An exhaust pipe extends through a remote end wall at the opposite end of the reaction chamber. The top wall of the reaction chamber has an exhaust nozzle formed therein facing the branching portion of the auxiliary intake manifold. Also, the top wall of the reaction chamber has a layer of insula-tion within it and an opening formed to face the branching portion of the auxiliary intake manifold. Within the peripheral wall of the exhaust gas reaction chamber body is formed an annular cooling water jacket, and a heat shielding plate covers the outer bottom portion of this exhaust gas reaction chamber body.
Description
~047861 This application is divided out of copending application No.
216,984, filed December 27, 1974.
This invention relates to internal combustion, spark-ignition plston engines, particularly of the type having an auxiliary combustion chamber associated with each main combustion chamber and connected thereto through a torch opening. In such type of engine, a spark plug associated with each auxiliary combustion chamber ignites a relatively rich mixture therein to project a torch flame through the torch opening into the main combustion chamber to burn the relatively lean mixture therein.
The present invention employs an improved exhaust gas reaction chamber body to substantially reduce thermal expansion of the structure and to protect the engine body from thermal strain, as well as to more effectively heat the air-fuel mixtures introduced into their respective com-bustion chambers for better engine performance and less pollutants in the engine exhaust.
In conventional exhaust gas emission control devices for internal eombustion engines, the reaetion ehamber is loeated downstream from the exhaust manifold, that is, downstream from the junction of exhaust gases from all the eylinders. In sueh a ease, there is neeessarily a relatively long distanee between the engine eylinders and the reaetion chamber, so that the temperature of the exhaust gas lowers signifieantly before reaehing the reaetion ehamber. This undesirable lowering of the temperature of the exhaust gases is partieularly notieeable under engine start-up eonditions, when the reaetion ehamber takes so mueh time to reaeh the desired heat intensity that the neeessary oxidation reaetions to minimize the production of unburned hydrocarbons and earbon monoxide are not earried out to the desired extent.
~y utilizing a eonstruetion as will herein be deseribed, the benefieial effeet of maintaining the exhaust gases at a relatively high temperature for a relatively long period of time before diseharge ean be aehieved without sub--1- `~ ~ --:
, :
78~1 jecting the exhaust gas reaction chamber body or the engine body to harmful thermal strain. Furthermore, heat from the exhaust gases can be used to very effectively raise the temperature of incoming air-fuel mixtures for more efficient combustion.
The invention is in an internal-combustion spark-ignition piston engine having a plurality of cylinders arranged in at least one bank, each cylinder being provided with a combustion chamber, the improvement comprising in combination: an exhaust gas reaction chamber body arranged on one side of a bank of cylinders, a reaction chamber accommodated in said exhaust gas reaction chamber body, a first intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, a second intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, said first intake manifold having a branching portion above said reaction chamber, said second intake manifold having a branching portion directly below the central portion of said branching portion of said first intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching ;
portion of said second intake manifold.
In the drawings:
Figure 1 is a sectional elevation showing a preferred embodiment of this invention.
Figure 2 is a plan view partly broken away.
Figure 3 is a sectional elevation taken along the line 3-3 as shown in Figure 2.
Figure 4 is a sectional plan view taken along the line 4-4 as shown in Figure 1.
Only the embodiment of the invention with a V-8 internal combustion engine wherein the exhaust gas reaction chamber body is positioned between -two banks of cylinders will be described in detail, however, it must be unde~stood that the invention includes embodiments wherein the exhaust gas reaction chamber body is arranged on one side of the engine body whether the engine is of the "V" - type or otherwise.
. .
~ ~ -2--` ~047861 Referring to the drawings, the V-8 internal combustion engine generally designated 1 comprises two banks, A and B, of cylinders 2 arranged in the shape of the letter "V", with a cooling jacket 3 formed within the ;,.,. i ,--2a- ~: :
~' .
engine body 1. Each bank of cylinders has a cylinder head 4. Each cylinder has a main combustion chamber 5 and an auxiliary combustion chamber 7 connected thereto by a torch opening 6. A spark plug 8 communicates with the auxiliary chamber 7. A main intake passage 9 and an exhaust passage 10 communicate with each main combustion chamber 5. An auxiliary intake passage 11 communicates with the auxiliary combustion chamber 7. The main intake passage 9 is controlled by the main intake valve 12, and the exhaust passage 10 is controlled by the exhaust valve U . The auxiliary intake valve 14 controls the auxiliary intake passage 11. All of the valves are operated by conventional valve actuating mechanisms.
Extending longitudinally within the "V"-shaped space 15 formed by the two cylinder banks A and B is an exhsust gas reaction chamber body 17 which accommodates a reaction chamber 16 having a top opening 26 closed by a closure member 18. The reaction chamber 16 is formed of an inner casing 16a and an outer casing 16b which surrounds the inner casing and takes the form of a heat shielding structure with its wall formed hollow to receive a heat insulating layer 25. Exhaust conduits 27 pass through each side wall of the reaction chamber 16, the outside end of each conduit being connected to two exhaust passages 10 of adjacent cylinders which have exhaust timings differing from each other. The inside end of each exhaust conduit 27 is directed toward the rear end wall 16a' to require exhaust gases to reverse their direction of movement at the rear end wall 16a' before ultimately escaping through the single exhaust pipe 28 in the opposite end wall 16a''.
An exhaust gas induction member or shroud 31 is positioned within the reaction chamber 16 and this shroud extends from a location near the exhaust pipe 28 to its open end 35 which slants upward from approximately one-third the distance from end wall 16a'' to rear end wall 16a' to midway ~-between the two walls 16a' and 16a". Two of the exhaust conduits 27 extend into the interior of the shroud 31, while the other two exhaust conduits 27 ' .' ': ' ,' ~
extend into the reaction chamber past the open end 35 of the shroud 31.
The shroud 31 insures that exhaust gases discharged from the conduits 27 near the exhaust pipe 28 initially travel in a direction away from the exhaust pipe 28. The construction just described has the beneficial effect of main-taining the exhaust gases ~ arelatively high temperature for a relatively long period of time before discharge through the exhaust pipe 28 leading to a silencer, not shown.
Formed within the peripheral wall of the exhaust gas reaction chamber body 17 is a cooling water jacket 19. The cooling water jacket 19 is connected to the cooling water passages 3 formed as a part of the engine body 1. In addition, a heat shielding plate 20 is arranged to cover the bottom portion of the exhaust gas reaction chamber body 17. Formed as a part of the closure member 18 are a main intake manifold 21 connecting with the intake passages 9 formed in the engine heads 4 and an auxiliary intake manifold 22 connecting with the auxiliary intake passages 11. The allx~liary intake manifold 22 has a branching portion which is located above the reaction chamber 16 approximately midway between the rear end wall 16a~ and the oppos-ite end wall 16a'~. The main intake manifold 21 has a branching portion 21~ ~ -which is directly above the branching portion of the auxiliary intake mani- -fold 22'. The main intake manifold 21 connects at its top end with a main carburetor 23, and the auxiliary intake manifold 22 connects at its top end with an auxiliary carburetor 24. The main carburetor 23 is adjusted so as to produce a lean air-fuel mix*ure, while the auxiliary carburetor 24 is adju~ted so as to produce a rich air-fuel mixture.
The reaction chamber 16 has a top wall structure which has a ~ -portion of its outer casing 16b formed with the opening 26 in a position oppo9ite to the branching portions 21' and 22' of the main and auxiliary intake manifolds 21 and 22, respectively. Formed in the top wall of the inner casing 16a are an exhaust nozzle 29 directed toward the branching , : '.; . ~: ~
1~47861 portion 22' of auxiliary intake manifold 22 and an outlet 30 situated between the exhaust pipe 28 and the shroud 31.
In the drawings, reference number 32 designates pistons; 33, a crank shaft; and 34, a crank case.
In operation, a lean air-fuel mixture produced in the main carbure-tor 23 during suction strokes of the engine 1 is distributed through the main intake manifold 21 and its branching portion 21' to the main intake ports 9 and is inducted into each main combustion chamber 5 when the intake valves 12 are open. A rich air-fuel mixture produced in the auxiliary carburetor 24 is distributed through the auxiliary intake manifold 22 and its branching portion 22' to the auxiliary intake ports 11 and is inducted into each auxiliary combustion chamber 7 when the valves 14 are open. At the end of the compression stroke in each cylinder, the rich air-fuel mixture in the auxiliary combustion chamber 7 is ignited by a spark plug 8 forming a flame which passes through the torch opening 6 to burn the lean mixture in the main combustion chamber 5, thus enabling the engine 1 to start its expansion stroke. In this manner, the engine is run with an air-fuel mixture of an extremely low overall air-fuel ratio, producing exhaust gases containing very limited amounts of unburned components, which are further minimized in the following manner.
During the exhaust strokes, the exhaust gases from each of the engine cylinders 2 are emitted through its respective exhaust passage 10 to one of the exhaust conduits 27 and then into the inner casing 16a of the reaction chamber 16 without any substantial reduction in temperature and at reduced speed so that the inner casing 16a is heated quickly to its activation temperature and any unburned components of the exhaust gases can readily react with high temperature excess air evenly contained therein and be largely eliminated.
Most of the exhaust gases thus burned again in the inner casing 16a 1~:)47861 flow beneath the shroud 31 into the exhaust pipe 28 while a portion of the exhaust gases ejects through the exhaust no~zle 29, first heating the branch-ing portion 22' of the auxiliary intake manifold 22 and subsequently heating the branching portion 21' of the main intake manifold 21 so that the lean and rich air-fuel mixtures formed respectively in the main and auxiliary carburetors 23 and 24 are heated rapidly and vaporization of fuel in the mixtures is expedited. However, the branching portions 21' and 22' of the main and auxiliary intake manifolds 21 and 22 are insulated from the inner casing 16a by the top wall portion of the outer casing 16b so that the air-fuel mixtures passing through the branching portions 21~ and 22~ are notheated to such a great degree as to excessively reduce the volumetric or charging efficiency when drawn into the engine cylinders 2 for combustion. -Though some heat transmission from the reaction chamber 16 to the extent gas reaction chamber body 17 is unavoidable despite the heat shielding .. . . .. .
structure of the outer casing 16b of the reaction chamber 16, the exhaust gas reaction chamber body 17 is subjected to limited thermal expansion as it is continuously cooled by cooling water circulating through the water jacket 19 formed in the peripheral wall of the exhaust gas reaction chamber body 17.
Further, heat radiated from the bottom portion of the exhaust gas reaction chamber body 1? is shielded by the heat shielding plate 20 so as not to heat the engine body 1 and cause harmful thermal strain therein.
From the foregoing description, it will be understood that this invention makes it possible to direct exhaust gases from all the cylinders
216,984, filed December 27, 1974.
This invention relates to internal combustion, spark-ignition plston engines, particularly of the type having an auxiliary combustion chamber associated with each main combustion chamber and connected thereto through a torch opening. In such type of engine, a spark plug associated with each auxiliary combustion chamber ignites a relatively rich mixture therein to project a torch flame through the torch opening into the main combustion chamber to burn the relatively lean mixture therein.
The present invention employs an improved exhaust gas reaction chamber body to substantially reduce thermal expansion of the structure and to protect the engine body from thermal strain, as well as to more effectively heat the air-fuel mixtures introduced into their respective com-bustion chambers for better engine performance and less pollutants in the engine exhaust.
In conventional exhaust gas emission control devices for internal eombustion engines, the reaetion ehamber is loeated downstream from the exhaust manifold, that is, downstream from the junction of exhaust gases from all the eylinders. In sueh a ease, there is neeessarily a relatively long distanee between the engine eylinders and the reaetion chamber, so that the temperature of the exhaust gas lowers signifieantly before reaehing the reaetion ehamber. This undesirable lowering of the temperature of the exhaust gases is partieularly notieeable under engine start-up eonditions, when the reaetion ehamber takes so mueh time to reaeh the desired heat intensity that the neeessary oxidation reaetions to minimize the production of unburned hydrocarbons and earbon monoxide are not earried out to the desired extent.
~y utilizing a eonstruetion as will herein be deseribed, the benefieial effeet of maintaining the exhaust gases at a relatively high temperature for a relatively long period of time before diseharge ean be aehieved without sub--1- `~ ~ --:
, :
78~1 jecting the exhaust gas reaction chamber body or the engine body to harmful thermal strain. Furthermore, heat from the exhaust gases can be used to very effectively raise the temperature of incoming air-fuel mixtures for more efficient combustion.
The invention is in an internal-combustion spark-ignition piston engine having a plurality of cylinders arranged in at least one bank, each cylinder being provided with a combustion chamber, the improvement comprising in combination: an exhaust gas reaction chamber body arranged on one side of a bank of cylinders, a reaction chamber accommodated in said exhaust gas reaction chamber body, a first intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, a second intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, said first intake manifold having a branching portion above said reaction chamber, said second intake manifold having a branching portion directly below the central portion of said branching portion of said first intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching ;
portion of said second intake manifold.
In the drawings:
Figure 1 is a sectional elevation showing a preferred embodiment of this invention.
Figure 2 is a plan view partly broken away.
Figure 3 is a sectional elevation taken along the line 3-3 as shown in Figure 2.
Figure 4 is a sectional plan view taken along the line 4-4 as shown in Figure 1.
Only the embodiment of the invention with a V-8 internal combustion engine wherein the exhaust gas reaction chamber body is positioned between -two banks of cylinders will be described in detail, however, it must be unde~stood that the invention includes embodiments wherein the exhaust gas reaction chamber body is arranged on one side of the engine body whether the engine is of the "V" - type or otherwise.
. .
~ ~ -2--` ~047861 Referring to the drawings, the V-8 internal combustion engine generally designated 1 comprises two banks, A and B, of cylinders 2 arranged in the shape of the letter "V", with a cooling jacket 3 formed within the ;,.,. i ,--2a- ~: :
~' .
engine body 1. Each bank of cylinders has a cylinder head 4. Each cylinder has a main combustion chamber 5 and an auxiliary combustion chamber 7 connected thereto by a torch opening 6. A spark plug 8 communicates with the auxiliary chamber 7. A main intake passage 9 and an exhaust passage 10 communicate with each main combustion chamber 5. An auxiliary intake passage 11 communicates with the auxiliary combustion chamber 7. The main intake passage 9 is controlled by the main intake valve 12, and the exhaust passage 10 is controlled by the exhaust valve U . The auxiliary intake valve 14 controls the auxiliary intake passage 11. All of the valves are operated by conventional valve actuating mechanisms.
Extending longitudinally within the "V"-shaped space 15 formed by the two cylinder banks A and B is an exhsust gas reaction chamber body 17 which accommodates a reaction chamber 16 having a top opening 26 closed by a closure member 18. The reaction chamber 16 is formed of an inner casing 16a and an outer casing 16b which surrounds the inner casing and takes the form of a heat shielding structure with its wall formed hollow to receive a heat insulating layer 25. Exhaust conduits 27 pass through each side wall of the reaction chamber 16, the outside end of each conduit being connected to two exhaust passages 10 of adjacent cylinders which have exhaust timings differing from each other. The inside end of each exhaust conduit 27 is directed toward the rear end wall 16a' to require exhaust gases to reverse their direction of movement at the rear end wall 16a' before ultimately escaping through the single exhaust pipe 28 in the opposite end wall 16a''.
An exhaust gas induction member or shroud 31 is positioned within the reaction chamber 16 and this shroud extends from a location near the exhaust pipe 28 to its open end 35 which slants upward from approximately one-third the distance from end wall 16a'' to rear end wall 16a' to midway ~-between the two walls 16a' and 16a". Two of the exhaust conduits 27 extend into the interior of the shroud 31, while the other two exhaust conduits 27 ' .' ': ' ,' ~
extend into the reaction chamber past the open end 35 of the shroud 31.
The shroud 31 insures that exhaust gases discharged from the conduits 27 near the exhaust pipe 28 initially travel in a direction away from the exhaust pipe 28. The construction just described has the beneficial effect of main-taining the exhaust gases ~ arelatively high temperature for a relatively long period of time before discharge through the exhaust pipe 28 leading to a silencer, not shown.
Formed within the peripheral wall of the exhaust gas reaction chamber body 17 is a cooling water jacket 19. The cooling water jacket 19 is connected to the cooling water passages 3 formed as a part of the engine body 1. In addition, a heat shielding plate 20 is arranged to cover the bottom portion of the exhaust gas reaction chamber body 17. Formed as a part of the closure member 18 are a main intake manifold 21 connecting with the intake passages 9 formed in the engine heads 4 and an auxiliary intake manifold 22 connecting with the auxiliary intake passages 11. The allx~liary intake manifold 22 has a branching portion which is located above the reaction chamber 16 approximately midway between the rear end wall 16a~ and the oppos-ite end wall 16a'~. The main intake manifold 21 has a branching portion 21~ ~ -which is directly above the branching portion of the auxiliary intake mani- -fold 22'. The main intake manifold 21 connects at its top end with a main carburetor 23, and the auxiliary intake manifold 22 connects at its top end with an auxiliary carburetor 24. The main carburetor 23 is adjusted so as to produce a lean air-fuel mix*ure, while the auxiliary carburetor 24 is adju~ted so as to produce a rich air-fuel mixture.
The reaction chamber 16 has a top wall structure which has a ~ -portion of its outer casing 16b formed with the opening 26 in a position oppo9ite to the branching portions 21' and 22' of the main and auxiliary intake manifolds 21 and 22, respectively. Formed in the top wall of the inner casing 16a are an exhaust nozzle 29 directed toward the branching , : '.; . ~: ~
1~47861 portion 22' of auxiliary intake manifold 22 and an outlet 30 situated between the exhaust pipe 28 and the shroud 31.
In the drawings, reference number 32 designates pistons; 33, a crank shaft; and 34, a crank case.
In operation, a lean air-fuel mixture produced in the main carbure-tor 23 during suction strokes of the engine 1 is distributed through the main intake manifold 21 and its branching portion 21' to the main intake ports 9 and is inducted into each main combustion chamber 5 when the intake valves 12 are open. A rich air-fuel mixture produced in the auxiliary carburetor 24 is distributed through the auxiliary intake manifold 22 and its branching portion 22' to the auxiliary intake ports 11 and is inducted into each auxiliary combustion chamber 7 when the valves 14 are open. At the end of the compression stroke in each cylinder, the rich air-fuel mixture in the auxiliary combustion chamber 7 is ignited by a spark plug 8 forming a flame which passes through the torch opening 6 to burn the lean mixture in the main combustion chamber 5, thus enabling the engine 1 to start its expansion stroke. In this manner, the engine is run with an air-fuel mixture of an extremely low overall air-fuel ratio, producing exhaust gases containing very limited amounts of unburned components, which are further minimized in the following manner.
During the exhaust strokes, the exhaust gases from each of the engine cylinders 2 are emitted through its respective exhaust passage 10 to one of the exhaust conduits 27 and then into the inner casing 16a of the reaction chamber 16 without any substantial reduction in temperature and at reduced speed so that the inner casing 16a is heated quickly to its activation temperature and any unburned components of the exhaust gases can readily react with high temperature excess air evenly contained therein and be largely eliminated.
Most of the exhaust gases thus burned again in the inner casing 16a 1~:)47861 flow beneath the shroud 31 into the exhaust pipe 28 while a portion of the exhaust gases ejects through the exhaust no~zle 29, first heating the branch-ing portion 22' of the auxiliary intake manifold 22 and subsequently heating the branching portion 21' of the main intake manifold 21 so that the lean and rich air-fuel mixtures formed respectively in the main and auxiliary carburetors 23 and 24 are heated rapidly and vaporization of fuel in the mixtures is expedited. However, the branching portions 21' and 22' of the main and auxiliary intake manifolds 21 and 22 are insulated from the inner casing 16a by the top wall portion of the outer casing 16b so that the air-fuel mixtures passing through the branching portions 21~ and 22~ are notheated to such a great degree as to excessively reduce the volumetric or charging efficiency when drawn into the engine cylinders 2 for combustion. -Though some heat transmission from the reaction chamber 16 to the extent gas reaction chamber body 17 is unavoidable despite the heat shielding .. . . .. .
structure of the outer casing 16b of the reaction chamber 16, the exhaust gas reaction chamber body 17 is subjected to limited thermal expansion as it is continuously cooled by cooling water circulating through the water jacket 19 formed in the peripheral wall of the exhaust gas reaction chamber body 17.
Further, heat radiated from the bottom portion of the exhaust gas reaction chamber body 1? is shielded by the heat shielding plate 20 so as not to heat the engine body 1 and cause harmful thermal strain therein.
From the foregoing description, it will be understood that this invention makes it possible to direct exhaust gases from all the cylinders
2 of the ~'V"-shaped multi-cylinder engine 1 into a reaction chamber 16 positioned between the banks, A and B, of cylinders 2 of the engine 1 with little drop in exhaust gas temperature and to prolong the stay of the exhaust gases in the reaction chamber 16 for maximum oxidation effect. The reaction chamber 16 is heated quickly immediately after starting of the engine in order to cause the exhaust gases to react uniformly and effectively, and thus .
, . i ' , , ' , . . ' ~ , ' ' ' ~47861 provide a reduction in the quantity of harmful components contained in the gases discharged into the atmosphere. Also, since the intake manifolds 21 and 22 are formed within the closure member 18 of the exhaust gas reaction chamber body 17, the intake and exhaust systems of the engine are confined in the "V"-shaped groove 15 defined by the two banks, A and B, of the engine cylinders 2, thus enabling compact construction of the engine as a whole.
Moreover, the cooling water jacket 19 formed within the peripheral wall of the reaction chamber body serves to substantially reduce the thermal expansion of the exhaust gas reaction chamber body 17 and the cooling water jacket 19, along with the heat shielding plate 20, which shields the engine body 1 from heat radiated from the bottom portion of the exhaust gas reaction chamber body 17, serves to protect the engine body from harmful thermal strain. In addition, the simple annular form of the cooling water ~acket 19 enables the exhaust gas reaction chamber body 17 to be relatively easily constructed by casting.
Furthermore, the provision of the branching portions 21' and 22' of the intake manifolds 21 and 22, respectively, along with the heat insulat-ing layer 25 within the top wall of the outer casing 16b of the reaction chamber 16, its top opening 26 and the exhaust nozzle 29 facing said branch-ing portions 21' and 22', insures that the lean and rich air-fuel mixtures passing through those branching portions 21' and 22', respectively, can be heated to predetermined extents by the exhaust gases, resulting in more efficient engine performance and less pollutants in the engine exhaust.
.
.. .. . . . . ..
, . i ' , , ' , . . ' ~ , ' ' ' ~47861 provide a reduction in the quantity of harmful components contained in the gases discharged into the atmosphere. Also, since the intake manifolds 21 and 22 are formed within the closure member 18 of the exhaust gas reaction chamber body 17, the intake and exhaust systems of the engine are confined in the "V"-shaped groove 15 defined by the two banks, A and B, of the engine cylinders 2, thus enabling compact construction of the engine as a whole.
Moreover, the cooling water jacket 19 formed within the peripheral wall of the reaction chamber body serves to substantially reduce the thermal expansion of the exhaust gas reaction chamber body 17 and the cooling water jacket 19, along with the heat shielding plate 20, which shields the engine body 1 from heat radiated from the bottom portion of the exhaust gas reaction chamber body 17, serves to protect the engine body from harmful thermal strain. In addition, the simple annular form of the cooling water ~acket 19 enables the exhaust gas reaction chamber body 17 to be relatively easily constructed by casting.
Furthermore, the provision of the branching portions 21' and 22' of the intake manifolds 21 and 22, respectively, along with the heat insulat-ing layer 25 within the top wall of the outer casing 16b of the reaction chamber 16, its top opening 26 and the exhaust nozzle 29 facing said branch-ing portions 21' and 22', insures that the lean and rich air-fuel mixtures passing through those branching portions 21' and 22', respectively, can be heated to predetermined extents by the exhaust gases, resulting in more efficient engine performance and less pollutants in the engine exhaust.
.
.. .. . . . . ..
Claims (4)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. In an internal-combustion spark-ignition piston engine having a plurality of cylinders arranged in at least one bank, each cylinder being provided with a combustion chamber, the improvement comprising in combination:
an exhaust gas reaction chamber body arranged on one side of a bank of cylinders, a reaction chamber accommodated in said exhaust gas reaction chamber body, a first intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, a second intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, said first intake manifold having a branching portion above said reaction chamber, said second intake manifold having a branching portion directly below the central portion of said branching portion of said first intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching portion of said second intake manifold.
an exhaust gas reaction chamber body arranged on one side of a bank of cylinders, a reaction chamber accommodated in said exhaust gas reaction chamber body, a first intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, a second intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with the combustion chambers, said first intake manifold having a branching portion above said reaction chamber, said second intake manifold having a branching portion directly below the central portion of said branching portion of said first intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching portion of said second intake manifold.
2. In an internal-combustion spark-ignition piston engine having a plurality of cylinders arranged in at least one bank, each cylinder being provided with a main combustion chamber and an auxiliary combustion chamber connected by a torch opening, the improvement comprising in combination: an exhaust gas reaction chamber body arranged on one side of a bank of cylinders, a reaction chamber accommodated in said exhaust gas reaction chamber body, a main intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with said main combustion chambers, an auxiliary intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with said auxiliary combustion chambers, said main intake manifold having a branching portion above said reaction chamber, said auxiliary intake manifold having a branching portion directly below the central portion of said branching portion of said main intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching portion of said auxiliary intake manifold.
3. In an internal-combustion spark-ignition piston engine having a plurality of cylinders each provided with a main combustion chamber and an auxiliary combustion chamber connected by a torch opening, the improvement comprising in combination: an exhaust gas reaction chamber body, a reaction chamber accommodated in said exhaust gas reaction chamber body, the cylinders arranged in two banks in a V shape with said reaction chamber positioned between them, a main intake manifold formed within the top wall of said ex-haust gas reaction chamber body communicating with said main combustion chambers, an auxiliary intake manifold formed within the top wall of said exhaust gas reaction chamber body communicating with said auxiliary combus-tion chambers, said main intake manifold having a branching portion above said reaction chamber, said auxiliary intake manifold having a branching portion directly below the central portion of said branching portion of said main intake manifold, said reaction chamber having an exhaust nozzle directed toward said branching portion of said auxiliary intake manifold.
4. The combination set forth in claim 2 in which the reaction chamber is covered by a closure member within which are formed said main intake manifold, along with its branching portion, and said auxiliary intake mani-fold, along with its branching portion.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP331974A JPS5326251B2 (en) | 1973-12-29 | 1973-12-29 | |
| JP743318A JPS5326250B2 (en) | 1973-12-29 | 1973-12-29 | |
| JP4574374A JPS5326604B2 (en) | 1974-04-23 | 1974-04-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1047861A true CA1047861A (en) | 1979-02-06 |
Family
ID=27275754
Family Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA280,379A Expired CA1047861A (en) | 1973-12-29 | 1974-12-24 | Fuel heating device for internal combustion engines |
| CA216,984A Expired CA1020420A (en) | 1973-12-29 | 1974-12-27 | Fuel heating device for internal combustion engines |
Family Applications After (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA216,984A Expired CA1020420A (en) | 1973-12-29 | 1974-12-27 | Fuel heating device for internal combustion engines |
Country Status (9)
| Country | Link |
|---|---|
| BE (1) | BE823826A (en) |
| CA (2) | CA1047861A (en) |
| CH (1) | CH591631A5 (en) |
| DE (1) | DE2461488C3 (en) |
| ES (1) | ES433307A1 (en) |
| FR (1) | FR2256311B1 (en) |
| GB (1) | GB1497268A (en) |
| IT (1) | IT1026159B (en) |
| SE (1) | SE421816B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2132697B (en) * | 1982-12-27 | 1986-09-10 | Brunswick Corp | Internal combustion engine with air-fuel mixture heating |
| US4534333A (en) * | 1982-12-27 | 1985-08-13 | Brunswick Corporation | Internal combustion engine with air-fuel mixture heating |
-
1974
- 1974-12-23 SE SE7416272A patent/SE421816B/en unknown
- 1974-12-24 BE BE151898A patent/BE823826A/en not_active IP Right Cessation
- 1974-12-24 FR FR7442711A patent/FR2256311B1/fr not_active Expired
- 1974-12-24 DE DE2461488A patent/DE2461488C3/en not_active Expired
- 1974-12-24 GB GB55878/74A patent/GB1497268A/en not_active Expired
- 1974-12-24 ES ES74433307A patent/ES433307A1/en not_active Expired
- 1974-12-24 CA CA280,379A patent/CA1047861A/en not_active Expired
- 1974-12-24 CH CH1731874A patent/CH591631A5/xx not_active IP Right Cessation
- 1974-12-24 IT IT7454756A patent/IT1026159B/en active
- 1974-12-27 CA CA216,984A patent/CA1020420A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| BE823826A (en) | 1975-06-24 |
| CA1020420A (en) | 1977-11-08 |
| CH591631A5 (en) | 1977-09-30 |
| GB1497268A (en) | 1978-01-05 |
| IT1026159B (en) | 1978-09-20 |
| FR2256311A1 (en) | 1975-07-25 |
| SE7416272L (en) | 1975-06-30 |
| FR2256311B1 (en) | 1979-01-05 |
| ES433307A1 (en) | 1977-02-16 |
| DE2461488B2 (en) | 1978-01-19 |
| DE2461488A1 (en) | 1975-07-10 |
| DE2461488C3 (en) | 1978-09-28 |
| SE421816B (en) | 1982-02-01 |
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