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WO2018187811A1 - Systèmes et procédés améliorés pour moteurs à allumage par compression - Google Patents

Systèmes et procédés améliorés pour moteurs à allumage par compression Download PDF

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Publication number
WO2018187811A1
WO2018187811A1 PCT/US2018/026743 US2018026743W WO2018187811A1 WO 2018187811 A1 WO2018187811 A1 WO 2018187811A1 US 2018026743 W US2018026743 W US 2018026743W WO 2018187811 A1 WO2018187811 A1 WO 2018187811A1
Authority
WO
WIPO (PCT)
Prior art keywords
piston
engine
cylinder
chamber
combustion chamber
Prior art date
Application number
PCT/US2018/026743
Other languages
English (en)
Inventor
Matthew T. Riley
Original Assignee
Nautilus Engineering, Llc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nautilus Engineering, Llc filed Critical Nautilus Engineering, Llc
Priority to EP18781085.8A priority Critical patent/EP3607188A4/fr
Priority to KR1020197032846A priority patent/KR20200015472A/ko
Priority to JP2019555003A priority patent/JP2020513090A/ja
Priority to CA3096555A priority patent/CA3096555A1/fr
Priority to CN201880037947.6A priority patent/CN110914525B/zh
Priority to AU2018249957A priority patent/AU2018249957A1/en
Publication of WO2018187811A1 publication Critical patent/WO2018187811A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B7/00—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F01B7/18—Machines or engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with differential piston
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • 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
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/005—Plugs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • F02D41/3041—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode with means for triggering compression ignition, e.g. spark plug
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/26—Pistons  having combustion chamber in piston head
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/28—Other pistons with specially-shaped head
    • 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

Definitions

  • the present inventive concept relates generally to apparatuses, systems and methods for achieving compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in an internal combustion engine. More particularly, the present inventive concept is concerned with improved apparatuses, systems and method for utilizing multi-zoned combustion chambers (and/or multiple combustion chambers) for achieving compression ignition (and/or spark-assisted or fuel- assisted compression ignition) in an internal combustion engine. In addition, the present inventive concept is concerned with improved apparatuses, systems and methods for achieving and/or controlling compression ignition (and/or spark-assisted or fuel-assisted compression ignition) in internal combustion engines, including "Siamese cylinder" internal combustion engines. Background of the Invention
  • compression ignition includes, but is not necessarily limited to: Diesel/Stratified Charge Compression Ignition (SCCI), Homogeneous Charge Compression Ignition (HCCI), Homogenous Compression Ignition (HCI), Homogeneous Charge with Spark Ignition (HCSI), Gas Direct Compression Ignition (GDCI), diesel and other fuels, as well as fuel blends, carbureted and/or injected as different types of fuel and fuel blend compression ignition, spark-assisted ignition, fuel-assisted ignition, etc.).
  • SCCI Diesel/Stratified Charge Compression Ignition
  • HCCI Homogeneous Charge Compression Ignition
  • HCI Homogenous Compression Ignition
  • HCSI Homogeneous Charge with Spark Ignition
  • GDCI Gas Direct Compression Ignition
  • diesel and other fuels as well as fuel blends, carbureted and/or injected as different types of fuel and fuel blend compression ignition, spark-assisted ignition, fuel-assisted ignition
  • Spark ignition engines utilize a spark from a spark plug to ignite the combustion process of the air-fuel mixture within the combustion chamber of the engine.
  • compression ignition engines utilize temperature and density increases in the air-fuel mixture within the combustion chamber to auto-ignite the combustion process. Spark ignition engines typically have much lower efficiency than compression ignition engines. Because the flame propagates from the point of ignition (i.e. the spark), it results in incomplete combustion. In compression ignition engines, no flame front exists, instead because the combustion is initiated by increased pressure, the ignition is uniformed, and/or takes place, within multiple places within the combustion chamber, causing nearly simultaneous/instant ignition throughout the entire air-fuel mixture and resulting in more complete combustion.
  • FIGS. 2-8 illustrate the multiphase sequence of the internal combustion processes of the engine of Roberts, Jr., in which combustion is initiated in the primary chamber 143 while delaying combustion in the secondary chamber 144.
  • FIG. 2 illustrates a first phase, which begins after a normal induction stroke, in which air is introduced into the combustion chamber 146. Fuel is delivered and mixed into the combustion system through valve 41 and/or fuel injector 62.
  • FIG. 3 illustrates a later, second phase in the compression stroke of the combustion chamber 146.
  • This phase illustrates the initiation of chemical reactions within the unburned fuel/air masses 150, 151 in the primary chamber 143 and the secondary chamber 144 due to compression heating.
  • the combustion chamber 146 is separated into two individual combustion chambers (the primary chamber 143 and the secondary chamber 144) due to the design and motion of the piston and the design of the combustion chamber.
  • FIG. 4 illustrates a third phase where the fuel/air mass 150 trapped within the primary chamber 143 undergoes a compression ignition process.
  • compression ignition is undertaken, rapid combustion of the fuel/air mass 150 in the primary chamber 143 occurs.
  • the size of the primary chamber 143 modulates the amount of energy trapped in the primary chamber 143 so that when the fuel/air mass 150 ignites, the pressure and temperature that is achieved can be controlled through design.
  • the pressure required to ignite the fuel/air mass 150 is a function of thermodynamic interaction.
  • the primary chamber 143 and the secondary chamber 144 have different compression and/or pressure ratio values, so that the fuel/air mass 151 within the secondary chamber 144 will not auto-ignite due to compression from the piston.
  • FIG. 5 illustrates a fourth phase where the compression ignition process proceeds to a rapid combustion process within the primary chamber 143. Since the primary chamber 143 is being utilized as an ignition control for the secondary chamber 144, the timing after TDC is not necessary.
  • FIG. 6 illustrates a fifth phase where the fuel/air mass 150 has been converted to a high pressure, high temperature, combusting gas 150A within the primary chamber 143.
  • the fifth phase occurs after TDC, when the piston 140 is moving in the direction of a down stroke 44.
  • the combusting gas 150A continues to expand and remains segregated from the remaining fuel/air mass 151 (or remaining combustible gas) in the secondary chamber 144.
  • FIG. 7 illustrates a sixth phase where the piston 140 has moved to a predetermined position where segregation of the primary chamber 143 and secondary chamber 144 is eliminated.
  • the sixth phase occurs after TDC, as the piston continues to move in the direction of a down stroke 44.
  • combustion of the remaining fuel/air mass 151 in the secondary chamber 144 is initiated.
  • FIG. 7 shows the combusting gas 150A from the primary chamber 143 thermodynamically communicating with the remaining fuel/air mass 151 of the secondary chamber 144 and causing it to be converted into a remaining combusting gas 151 A.
  • FIG. 8 illustrates a seventh phase where all of the remaining fuel/air mass 151 of the secondary chamber 144 has been ignited and converted into a combusting gas 151 A. Ignition of the secondary chamber can be by compression ignition, direct flame contact, or a combination thereof.
  • the multi-phase combustion process of Roberts, Jr. allows the combustion process to be initiated by compression caused by the piston, without requiring precise control of the reaction to ensure it occurs when the piston is at or past top dead center. Instead, the segregation of the combustion chamber allows the piston to cause auto-ignition only in the primary chamber, which has a higher compression ratio and/or pressure ratio than the secondary chamber.
  • the relatively small volume of the primary combustion chamber reduces the downward force on the piston, reducing the risk of damage to the engine even if the piston is in its upstroke. The remaining combustion does not occur until the piston is in its down stroke and the seal/barrier (created by the piston and head shape) between the primary and secondary combustion chamber is removed.
  • the apparatus and method of Roberts Jr. suffer from several drawbacks.
  • the design of the piston central recess 141, and circumferential recess 134 of the head create trap volume areas in which it is difficult to obtain a homogeneous air-fuel mixture (as used hereafter meaning exhaust, Exhaust Gas Recirculation (EGR), intake air and fuel are all mixed in a homogeneous fashion).
  • EGR Exhaust Gas Recirculation
  • intake air and fuel are all mixed in a homogeneous fashion.
  • the central recess 141 of the piston lowers the position of the wrist-pin connecting the piston to the rod.
  • the present inventive concept comprises apparatuses, systems and methods for achieving multi-phase compression ignition in a manner similar to that described in Roberts, Jr., while also reducing/minimizing/eliminating trap volume, reducing carbon buildup, reducing engine knock, and/or decreasing likelihood of engine failure that is inherent in Roberts, Jr.'s designs, and providing control over compression ignition at a multitude of ranges of RPM' s, temperatures and/or multiple loads (with and without boosting of intake charge of any kind).
  • the inventive concept includes a stepped piston that includes a generally central protuberance (or multiple protuberances) that mates with a central recess (or recesses) in the cylinder head to physically segregate the combustion chamber of the engine into multiple smaller chambers (e.g.
  • the stepped piston physically segregates the combustion chamber into multiple chambers, the separate chambers are not physically sealed off from one another, allowing fluid communication there between.
  • the fluid communication between combustion chambers is controlled through a multiphasic dynamic compression ignition combustion process in which there is constant fluid communication between the primary and secondary (as well as tertiary and so forth) combustion chambers/ignition sources.
  • the multiphasic dynamic process aids in creating a homogenous air-fuel mixture and slows down ignition to allow the piston to move past top dead center before full ignition occurs (e.g. throughout the entire combustion chamber including primary, secondary, etc.).
  • fuel is introduced (e.g. direct injection, or other form of fuel intake) separately into different parts of the combustion chamber, such as separately into primary and secondary chambers.
  • different types of fuel are introduced into one or more separate parts of the combustion chamber (e.g. diesel fuel in primary and gas in secondary, etc.).
  • Embodiments of the instant inventive concept include both two cycle and four cycle technologies, Miller cycle, Atkinson cycle, rotary engine, modified piston engines (e.g. offset elliptical pistons or other convoluted shapes of pistons), turbine fans, opposed piston, Scuderi or other split cycle engines, and other engine technologies now known or hereinafter developed.
  • intake and exhaust valves are included in the head.
  • the exhaust is located on the side and the piston acts as the exhaust valve to control exhaust.
  • at least one intake valve is located in the head to help minimize trap volume.
  • a butterfly or other suitable valve assembly
  • the valve is utilized to trap heat and/or exhaust gas inside the combustion chamber to suffocate (or partially suffocate) the next combustion cycle and assist with compression ignition in the engine.
  • the trapped heat functions as a catalyst for the next combustion cycle. It will be appreciated that in various embodiments the butterfly exhaust valve will be opened or closed or adjusted at any given time to control the compression ignition process.
  • the butterfly valve is opened further at higher RPM's and closed more at lower RPM's.
  • the butterfly exhaust valve of the inventive concept will be utilized with any of the engine embodiments herein (such as the multiphasic dynamic compression ignition combustion engines disclosed herein), alone or in combination with other features, as well as in connection with other two cycle, four cycle or other engine types of the prior art and hereinafter discovered (such as engines that do not utilize multiphasic dynamic compression ignition combustion).
  • various embodiments of the inventive concept include fuel injectors located at various locations about the combustion chamber to provide the desired homogenous air/fuel/EGR mixture throughout the chamber.
  • injectors are located at varying angles and orientations, including at varying crank angles and/or at multiple different crank angles within a single cycle, to provide desired mixtures of fuel/air into the combustion chamber.
  • no fuel is injected directly into the combustion chamber, instead the fuel is mixed into the air in a pre-intake area (e.g. prior to entering the combustion chamber through the intake valve(s)).
  • the air-fuel mixture is accomplished via high or low pressure port, throttle body (including upstream linear EGR connected into throttle body, and/or downstream fuel injection to assist in better atomization of air/fuel and/or EGR blending), sequential, assisted port, direct or indirect injections, or any combination thereof.
  • carburetor(s) is/are used to accomplish the air-fuel mixture, or a portion thereof.
  • a stratified cloud injection for throttle body is utilized, in which a fuel pressure of 90 PSI or higher is created through electric or mechanical pumps to create a fine mist with high atomization capability. In other low pressure inj ection embodiments, a fuel pressure of 10 PSI or higher is utilized.
  • Some embodiments include single, twin, triple, quads, etc. throttle high pressure cloud throttle body.
  • the high pressure atomizes the fuel to result in improved homogenous fuel-mix for HCCI.
  • the inventive concept utilizes high pressure fuel injection via a multitude of nozzles to create the cloud injection.
  • standard throttle control is utilized to control the intake gases of the engine.
  • a butterfly throttle control is utilized to restrict intake gases.
  • throttle body with a butterfly assembly and/or carburetor with adjustable lean/rich control function to control the amount of air/fuel entering the engine intake is utilized.
  • an electronic control is utilized in connection with the enrichment needle to control the lean/rich function and control the amount of fuel in the intake at any given time.
  • the electronic control of the lean/rich function is part of a carburetor.
  • a carburetor includes throttle control of intake gases.
  • spark plugs or glow plugs are utilized to aid in ignition.
  • spark plugs are utilized in low temperature, low RPM or engine startup situations.
  • the angle and location of the spark plug(s) varies based on desired performance of the engine.
  • the spark plug(s) is positioned at a 45 degree angle to the piston to prevent interference with intake valves.
  • spark plugs are located in the primary chamber.
  • spark plugs are located in the secondary chamber (tertiary, etc.).
  • spark plugs are located in both primary and secondary chambers.
  • one or more spark plug or glow plug extends through a wall of the head into one or more chamber.
  • one or more park plug and glow plug extends into a single compression chamber.
  • the inventive concept comprises apparatuses, systems and methods for achieving multi -phase compression ignition in a "Siamese cylinder" internal combustion engine in a manner similar to that described above.
  • the inventive concept includes a stepped piston that includes a generally central protuberance that mates with a central recess in the cylinder head to physically segregate the combustion chamber of the engine into multiple smaller chambers (e.g. a primary chamber and at least a secondary chamber, as well as possibly a tertiary, or more subsequent chambers).
  • the stepped piston physically segregates the combustion chamber into multiple chambers, the separate chambers are not physically sealed off from one another, allowing fluid communication there between.
  • the fluid communication between combustion chambers is controlled through a multiphasic dynamic compression ignition combustion process in which there is constant fluid communication between the primary and secondary (as well as tertiary and so forth) combustion chambers/ignition sources.
  • the multiphasic dynamic process aids in creating a homogenous air-fuel mixture and slows down ignition to allow the piston to move past top dead center before full ignition occurs (e.g. throughout the entire combustion chamber including primary, secondary, etc.).
  • FIG. 1 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of the prior art.
  • FIGs. 2-8 illustrate the multiple phases of combustion in the prior art engine of Fig. 1.
  • Fig. 9 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of an embodiment of the instant inventive concept.
  • the piston is positioned such that the combustion chamber is not segregated.
  • the primary and secondary (and any subsequent) combustion chambers are all in complete fluid communication with each other.
  • Fig. 10 shows a cross-sectional view of the engine of Fig. 9, with the piston positioned such that the combustion chamber is segregated into a primary combustion chamber and a secondary combustion chamber.
  • Figure 11 is a top cross-sectional plan view of the piston of Figs. 9 and 10 taken along section line 11-11 of Fig. 9.
  • Figure 12 is a bottom cross-sectional plan view of the head of Figs. 9 and 10 taken along section line 12-12 of Fig. 9.
  • Fig. 13 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of another embodiment of the instant inventive concept.
  • the piston is positioned such that the combustion chamber is not segregated.
  • the primary and secondary (and any subsequent) combustion chambers are all in complete fluid communication with each other.
  • ports are included in the piston to provide for multiphasic dynamic compression ignition combustion.
  • ports are included in the head to aid in creating a homogenous air-fuel mixture by creating spin within the combustion chamber(s) before, after and/or at auto-ignition.
  • Fig. 14 shows a cross-sectional view of the engine of Fig. 13, with the piston positioned such that the combustion chamber is segregated into a primary combustion chamber and a secondary combustion chamber. As is shown in Fig. 14, even when the combustion chambers are segregated, they are not sealed off from each other.
  • Fig. 15 is a top cross-sectional plan view of the piston of Figs. 13 and 14 taken along section line 19-19 of Fig. 13.
  • Fig. 16 is a bottom cross-sectional plan view of the head of Figs. 13 and 14 taken along section line 18-18 of Fig. 13.
  • FIG. 17 shows a cross-sectional view of an alternate embodiment of the engine of Figs. 9 and 10, with the piston positioned such that the combustion chamber is segregated into a primary combustion chamber and a secondary combustion chamber.
  • Figs. 18 A, 18B, and 18C show representative cross-sectional plan views of a multi- staged injector of an embodiment of the inventive concept.
  • Figs. 19A shows embodiment of two cycle engine of the inventive concept in which the piston functions as the exhaust and intake valves, and further including a butterfly valve within the exhaust outlet to trap heat and exhaust gas inside the combustion chamber to aid in compression ignition.
  • Figs. 19B and 19C show other embodiments of engines of the inventive concept that include a butterfly valve within an exhaust outlet to trap heat and exhaust gas inside the combustion chamber to aid in compression ignition.
  • Fig. 20 shows a representative top plan view of a three cylinder Siamese cylinder engine, depicting the cylinder and valve arrangement of an embodiment of the inventive concept.
  • Fig. 21 shows a front cross-section elevation view of the engine of Fig. 20.
  • Fig. 22 shows a representative top plan view of another embodiment of a three cylinder Siamese cylinder engine that includes multiple protuberances of the inventive concept.
  • Fig. 23 shows a cross-sectional view of a multi-zone combustion chamber compression ignition engine of a flathead (or side-valve) engine style embodiment of the instant inventive concept.
  • Fig. 24 shows a cross sectional view of the engine block of the engine of Fig. 23 taken along section line 24-24 of Fig. 23.
  • Fig. 25 shows a cross sectional view of the cylinder head of the engine of Fig. 23 taken along section line 25-25 of Fig 23.
  • Fig. 26 shows a top view of an embodiment of engine block having six side valves positioned along an arc on either side of a piston.
  • Fig. 27 is a bottom view of a head associated with the engine block of Fig. 26, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 28 shows a top view of an embodiment of engine block having three side valves positioned along an arc on one side of a piston.
  • Fig. 29 is a bottom view of a head associated with the engine block of Fig. 28, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 30 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 26 with each set of valves being positioned along a straight line along either side of the piston.
  • Fig. 31 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 28 with the valves being positioned along a straight line along one side of the piston.
  • Fig. 32 shows a top view of an embodiment of engine block having first and second pistons positioned adjacent to each other.
  • Fig. 33 is a bottom view of a head associated with the engine block of Figs. 32 and 34, the head defining a recess associated with each piston, each recess creating a corridor connecting each set of valves with a respective combustion chamber of the engine block.
  • Fig. 34 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 32 with each set of valves being positioned along a straight line along respective sides of respective pistons.
  • Fig. 35 is a bottom view of a head associated with the engine block of Figs. 32 and 34, the head defining a recess associated with each piston for creating a corridor connecting each set of valves with a respective combustion chamber of the engine block and a recess connecting the combustion chambers to each other.
  • Fig. 36 shows a top view of an embodiment of engine block having first and second pistons.
  • Fig. 37 is a bottom view of a head associated with the engine block of Figs. 36, 38, 39, and 40, the head defining first and second recess creating first and second corridors connecting respective first and second sets of valves with respective first and second combustion chambers of the engine block and a third recess connecting the third set of valves to each of the first and second combustion chambers. It will be appreciated that other embodiments include different recess configurations.
  • Fig. 38 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 36 with two of the valves of the third set of valves being positioned along a first arc associated with the first piston and two of the valves being positioned along a second arc associated with the second piston, the center valve being positioned at an intersection point of each of the first and second arcs.
  • Fig. 39 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 36 with two of the valves of the third set of valves being positioned along a second arc associated with the second piston and two of the valves being positioned along a first arc associated with the first piston, the center valve being positioned at an intersection point of each of the first and second arcs.
  • Fig. 40 is a top view of an embodiment of an engine block similar to the embodiment of Fig. 40 with the center valve of the third set of valves being removed.
  • Fig. 41 is a bottom view of a head associated with the engine block of Figs. 40, the head defining first and second recesses creating respective first and second corridors connecting respective first and second sets of valves with a respective combustion chamber of the engine block.
  • the head further defines a third recess connecting the first combustion chamber with a first valve of the third set of valves and a fourth recess connecting the second combustion chamber with a second valve of the third set of valves.
  • Fig. 42 shows a top view of an embodiment of engine block having two side valves positioned inline with the engine crank.
  • Fig. 43 is a bottom view of a head associated with the engine block of Fig. 42, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 44 shows a top view of an embodiment of engine block having two side valves positioned inline with the engine crank
  • Fig. 45 is a bottom view of a head associated with the engine block of Fig. 44, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 46 shows a top view of an embodiment of engine block having two side valves positioned inline with the engine crank
  • Fig. 47 is a bottom view of a head associated with the engine block of Fig. 46, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 48 shows a top view of an embodiment of engine block having two side valves positioned inline with the engine crank
  • Fig. 49 is a bottom view of a head associated with the engine block of Fig. 48, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 50 shows a top view of an embodiment of engine block having four side valves positioned inline with the engine crank, two on each side of the cylinder.
  • Fig. 51 is a bottom view of a head associated with the engine block of Fig. 50, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 52 shows a top view of an embodiment of engine block having four side valves positioned inline with the engine crank, two on each side of the cylinder.
  • Fig. 53 is a bottom view of a head associated with the engine block of Fig. 52, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 54 shows a top view of an embodiment of engine block having four side valves positioned inline with the engine crank, two on each side of the cylinder.
  • Fig. 55 is a bottom view of a head associated with the engine block of Fig. 54, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 56 shows a top view of an embodiment of engine block having four side valves positioned inline with the engine crank, two on each side of the cylinder.
  • Fig. 57 is a bottom view of a head associated with the engine block of Fig. 56, the head defining a recess creating a corridor connecting the valves to the combustion chamber of the engine block.
  • Fig. 58 shows a cross-sectional view of a representation of an engine of the present invention, a piston of the engine shown at top dead center and a variable compression ratio piston of the engine shown in a first location;
  • Fig. 59 shows a cross-sectional view of Fig. 58 with the variable compression ration piston shown in an intermediate location.
  • Fig. 60 shows a cross-sectional view of Fig. 58 with the variable compression ration piston shown in a second location.
  • Fig. 61 shows a cross-sectional view of Fig. 58 with the piston shown displaced from top dead center.
  • an exemplary embodiment of the inventive concept includes a piston 100 that is configured to reciprocate axially within a bore of a cylinder 300 such that the piston is moveable between a top position and a bottom position.
  • a head 500 is coupled to a top of the cylinder such that a top surface of the piston is in close proximity to a bottom surface of the head when the piston is in the top position.
  • the bottom surface of the head and the top surface of the piston are configured to define a specific volume of one or more voids positioned between the piston and the head when the piston is in the top position.
  • a generally central protuberance 110 extends from the top of the main body of the piston such that the top surface of the piston is defined partially by a top surface of the main body of the piston and partially by a top surface of the protuberance.
  • the cylinder head 500 includes a generally central recess 510 that is configured to matingly receive the protuberance 110 of the piston when the protuberance is in an engaged configuration.
  • the central protuberance 110 of the piston is adapted to be slidingly received in the central recess 510 of the head as it moves between an initial engagement configuration and a full engagement configuration, the full engagement configuration of the protuberance coinciding with the top position of the piston.
  • the central protuberance 110 of the piston moves from a disengaged configuration to the initial engaged configuration, which coincides with the protuberance of the piston being first received by the recess of the head.
  • the protuberance slides into the central recess 510 of the head, creating a primary combustion chamber 600 and a secondary combustion chamber 700.
  • the primary combustion chamber 600 is defined by the void between a top surface of the protuberance and a top surface of the recess.
  • the secondary combustion chamber 700 is defined by one or more void between a top surface of the main body of the piston and a bottom surface of the head.
  • the respective volumes of primary combustion chamber 600 and secondary combustion chamber 700 are designed such that the compression ratio and/or pressure ratio of primary combustion chamber 600 is higher than that of secondary combustion chamber 700 (in other embodiments, the reverse is true). In that manner, auto-ignition of a fuel-air mixture can be obtained in the primary combustion chamber 600 either before, at, or after the piston reaches top dead center, without resulting in auto-ignition within the secondary combustion chamber 700.
  • the protuberance 110 moves from the engaged configuration towards the disengaged configuration in which the protuberance is displaced from the recess 510 of the head, allowing the pressure created by the combustion within the primary combustion chamber 600 to expand into the secondary combustion chamber 700, initiating combustion, combustion ignition and/or ignition within the secondary combustion chamber 700.
  • some embodiments define a gap 800 between an outer circumference of the protuberance 110 and an inner wall of the recess 510 when the protuberance is in the engaged configuration.
  • one or more gap-filling mechanism such as rings, is coupled to the protuberance 110 and/or secured within the recess 510 so as to prevent or otherwise inhibit fluid from flowing from through the gap 800.
  • the gap filling mechanism creates an air-tight seal between the primary combustion chamber 600 and the secondary combustion chamber 700 when the protuberance is in the engaged configuration.
  • gap filling mechanisms such as rings (or another seal), are not utilized, as the size of gap 800 is designed to allow sufficient pressure to be created within primary combustion chamber 600 to create auto-ignition, without permitting sufficient pressure to escape through gap 800 to create ignition within secondary combustion chamber 700 while the piston is at the top position, prior to the piston being in its down stroke.
  • the primary and secondary combustion chambers remain in constant fluidic communication with one another for the purposes of creating multiphasic dynamic compression ignition combustion.
  • gap 800 is sufficient to provide such constant fluidic communication between the primary and secondary combustion chambers at all times during the piston stroke.
  • intake valve 400 is located within recess 510 of the cylinder head to reduce and/or eliminate trap volume (and/or rich air pockets, and/or unbalanced combustion between the primary and secondary chambers) within the combustion chamber, and to ensure a homogenous air/fuel/EGR mix within the entire combustion chamber (primary and secondary chambers).
  • additional intake valves are included at other locations in which trap volume would otherwise exist and/or in which air/fuel/EGR mix is desired (such as in the secondary combustion chamber).
  • intake valves are included in each combustion chamber.
  • the intake valve 400 (and/or other intake valves) are opened during at least a portion of the exhaust stroke (and/or in some embodiments, during at least a portion of the power and/or compression strokes), to eliminate trap volume.
  • the valve is opened at the top of the exhaust stroke.
  • exhaust valves, not shown are located within the secondary combustion chamber.
  • exhaust valves (not shown) are included in the recess 510 to help eliminate trap volume, and/or at other desired locations within the combustion chamber. It will be appreciated that by eliminating trap volume, the inventive concept helps to create equal air/fuel and exhaust EGR, hydrocarbons, carbon monoxide and maintain lowNOx emissions. The inventive concept allows for 2 cycle scavenging that is not present in the prior art such as Roberts Jr. discussed above.
  • the design of the piston 100, with the protuberance 110 located at the center of piston 100, allows a wrist-pin 210 to attach a rod 200 to the piston at a location of increased thickness of the piston (due to the protuberance). This increases strength at a location that otherwise is under increased stress.
  • the relatively high connection on the piston allows for greater control of the piston and decreased piston slap as the piston moves up and down within the cylinder.
  • some embodiments include one or more head port 520 defined by and extending through a portion of the head 500.
  • each head port 520 extends between the primary 600 and secondary 700 combustion chambers when the protuberance is in the initial engagement configuration.
  • the ports are designed to create a circulatory or spinning, and/or roll and/or tumble, airflow into the combustion chamber(s) as the piston 100 reciprocates within the cylinder to create a constant mixture of air/fuel. This helps to eliminate or otherwise minimize trap volume within the combustion chamber.
  • the protuberance 110 operates as a valve to close the head ports when the protuberance is in the fully engaged configuration.
  • the head ports reopen as the protuberance moves away from the fully engaged configuration.
  • openings of the head ports are positioned within the recess such that primary chamber 600 remains in continuous fluidic communication with the secondary chamber 700 through at least some of the head ports 520 regardless of the position of the protuberance.
  • ports 520 are shown at roughly 45 degree angles from top to bottom. It will be appreciated that other angles, sizes, shapes, lengths, etc. of ports 520 will be utilized in various embodiments to create the desired circulation within/between the combustion chambers. Moreover, the number and positions of the ports 520, and exit/entrance angles will vary between embodiments to obtain the desired circulation.
  • gap 800 is sufficient to provide for constant fluidic communication between the primary chamber 600 and secondary chamber 700 at all times during the piston stroke.
  • the protuberance defines one or more ports 130 extending from a top surface of the protuberance to a side surface of the protuberance.
  • a single central port 120 extends axially into the protuberance from a center of the top surface of the protuberance and a plurality of lateral ports extend from the central port to a side surface of the protuberance.
  • each lateral port extends at an angle relative to the central port such that the length of any pathway through the central port and any one of the lateral ports is the substantially the same distance as the length of a pathway through the central port and any one of the other lateral ports.
  • an opening for at least some of the lateral ports is positioned along the outer surface of the protuberance such that the lateral port is in fluid communication with the secondary combustion chamber 700 when the protuberance is in an engaged configuration, regardless of whether the protuberance is in the initial engaged configuration or the fully engaged configuration.
  • the ports are designed to create a circulatory or spinning airflow into the combustion chamber(s) as the piston 100 reciprocates within the cylinder. This helps to eliminate or otherwise minimize trap volume within the combustion chamber.
  • ports 120, 130 are shown at various angles from top to bottom and around the protuberance 110. It will be appreciated that other angles, sizes, shapes, lengths, etc. of ports 120, 130 will be utilized in various embodiments to create the desired circulation within/between the combustion chambers. Moreover, the number and positions of the ports 120 and 130, and exit/entrance angles will vary between embodiments to obtain the desired circulation. In some embodiments, as shown in Fig. 15, ports 130 come off port 120 generally tangentially, so as to help create a circulatory flow within the combustion chamber.
  • Fig. 17 a cross-sectional view of an alternate embodiment of the engine of Figs. 9 and 10 is shown with the piston positioned such that the combustion chamber is segregated into a primary combustion chamber and a secondary combustion chamber.
  • the protuberance 110 of the piston 100 includes a groove 115 around the circumference of protuberance 110. It will be appreciated that similar grooves and/or indentations are included in various embodiments of the invention similar to those discussed herein, including but not limited to the various embodiments shown with respect to Figs. 1 through 16 above. In some embodiments multiple groves/indentations are utilized.
  • initial ignition occurs in the primary chamber 600 prior to secondary ignition occurring in the secondary chamber 700. It will be appreciated that in other embodiments initial ignition occurs in the secondary chamber 700 and secondary ignition occurs in the primary chamber 600.
  • the piston 100, the protuberance 110, the head 500, and the central recess 510 are configured such that a higher compression ratio and/or pressure ratio is obtained in the secondary chamber 700 than in primary chamber 600.
  • a housing for valve 400, and or another suitable structure is positioned within the recess 510 and is configured to vary the volume within the recess 510.
  • the housing of valve 400 is capable of adjusting the compression ratio within the primary combustion chamber 600 to allow for varying level of performance and/or to accommodate various operating conditions.
  • a piston arrangement similar to that shown in US Published Patent Application No. 2007/084428, the entire disclosure of which is incorporated herein by reference, is utilized to vary the volume within the recess 510. Referring to Figs.
  • an exemplary variable compression ratio piston 900 houses valve 400, such that piston 900 is moveable between an open position and a closed position, thereby allowing the variable compression ratio piston 900 to vary the volume within the recess 510.
  • a variable compression ratio piston is hydraulic (a "Hydraulic Variable Compression-ratio Piston"), while in other embodiments the piston displacement is electro mechanical hydraulic, piezo-electro mechanical hydraulic, or any other form of displacement now known or hereafter developed.
  • the variable compression ratio piston is moved via an electric motor and screw gear assembly. In some such embodiments, the screw gear assembly adjusts the variable compression ratio piston up and down as engine RPM's go up and down.
  • the screw gear assembly is utilized for generally "slower" adjustments of the variable compression ratio piston, in which the variable compression ratio piston is maintained at a constant location for multiple strokes of the piston such that the variable compression ratio piston is not displaced to a different ratio each stroke.
  • the variable compression ratio piston is moved up and down via a connecting rod and cam assembly. Some such embodiments allow for much "faster” displacement of the variable compression ratio piston, thereby allowing for the variable compression ratio piston to be displaced to a different ratio each stroke.
  • the variable compression ratio piston reciprocates every combustion cycle opposing or otherwise countering the reciprocating motion of the protuberance(s) of piston 100 of the inventive concept. Some such embodiments allow for maximum combustion in the primary combustion chamber, thereby generating energy to the crank through the valve train while allowing for precombustion.
  • variable compression ratio piston of the inventive concept is a separate structure from any valve, such that the variable compression ratio piston's sole function is to vary the volume within recess 510.
  • variable compression-ratio piston includes an intake valve within or as part of the piston, such that the valve is displaced with the piston.
  • the valve is separate from the piston, such that the valve remains in a static location while the piston is displaced.
  • variable compression ratio piston 900 is moveable between first and second positions associated with maximum and minimum recess 510 volumes, respectively.
  • a linkage assembly 910 is utilized to move the variable compression ratio piston between its first and second positions and/or to selectively secure the variable compression ratio piston in its first position, in its second position, and/or in one or more intermediate position.
  • the present invention includes a control system for monitoring and/or controlling the position of the variable compression ratio piston 900.
  • the control system utilizes a mechanical method and/or an electrical method, such as a reluctor and/or hall effect method, for determining the position of the variable compression ratio piston.
  • control system includes first 922 and second 924 sensors for sensing when the variable compression ratio piston is in its respective first or second position.
  • the control system further includes a plurality of intermediate sensors positioned between the first and second sensors, each being associated with a respective intermediate position of the variable compression ratio piston.
  • the variable compression ratio piston includes one or more feature associated with a respective sensor.
  • a plurality of corresponding features of the variable compression ratio piston are positioned such that each feature moves in and out of a corresponding sensor's line of sight (and/or otherwise moves relative to a sensor's sensing area) as the variable compression ratio piston is moved between its first and second position.
  • first 912, second 914, and intermediate features are positioned so as to only be sensed by respective first 922, second 924, and intermediate sensors when the variable compression ratio piston 900 is in respective first, second, and intermediate positions, thereby providing an indication of the current position of the variable compression ratio piston.
  • one or more sensor is held in position by a sensor support member 920.
  • a plurality of sensors are spaced-apart along a first plain and a plurality of corresponding features are spaced apart such that each corresponding feature is aligned with a corresponding sensor and positioned on a unique corresponding parallel plain, each plain being perpendicular to a direction of motion of the variable compression ratio piston such that only one feature is sensed by a sensor at a time.
  • the control system is capable of determining a current position of the variable compression ratio piston and/or is capable of moving the variable compression ratio piston to a desired position.
  • the present invention further includes one or means of measuring ambient air pressure and/or for adjusting operation of the engine to accommodate different altitudes, such as an altitude dial.
  • the means of adjusting operation of the engine includes changing air flow and/or fuel flow to accommodate different air qualities and/or mixture requirements.
  • some embodiments of the present invention include one or more insert 930 for receiving, storing, and/or providing heat energy.
  • the insert 930 is made from one or more material having superior heat transfer properties, such as brass, copper, titanium, aluminum, or the like.
  • one or more insert 930 is at least partially embedded into the head 500, the protuberance 110, and/orthe variable compression ratio piston 900 such that the insert 930 is in thermal communication with fluid within the recess 510 immediately before combustion and immediately after combustion, thereby resulting in thermal energy from the insert 930 moving into the fluid prior to combustion and thermal energy from the fluid moving into the insert 930 after combustion.
  • insert 930 is located in the head and/or piston of embodiments that do not include a variable compression ratio piston.
  • the insert 930 is a screw inserted into the head, piston and/or variable compression ratio piston.
  • the insert 930 is a rivet projecting through the piston.
  • the insert 930 is a washer or disc located within the head. It will be a appreciated that other shapes and mounting mechanisms for insert 930 are included in various embodiments of the inventive concept.
  • the top surface of the protuberance 110 defines a concave shape. In some such embodiments, a top surface of the recess 510 defines a corresponding convex shape. In other embodiments, the top surface of the protuberance 110 defines a convex shape. In some such embodiments, a top surface of the recess 510 defines a corresponding concave shape
  • a top surface of the main body of the piston 100 defines a convex shape while, in other embodiments, the top surface of the main body of the piston 100 defines a concave shape.
  • a bottom surface of the head 500 defines a concave shape that is configured to correspond with a convex shape of the top surface of the main body of the piston.
  • the bottom surface of the head 500 defines a convex shape that is configured to correspond with a concave shape of the top surface of the main body of the piston.
  • the inventive concept include all variation permutations of concave and convex shapes combined with each other along with generally flat surfaces in combinations with the concave and convex surfaces discussed above.
  • non-curved shapes are utilized.
  • the protuberance includes a triangular or pyramidal shaped protrusion that engages an opposing triangular or pyramidal shaped recess.
  • a square or rectangular shaped nipple and recess is utilized.
  • protuberance 110 includes a tapered shape such that width narrows from the top of protuberance 110 down to a narrower width toward bottom of protuberance 110, at the point in which it intersects with the remainder of piston 100.
  • various edges of the piston and/or head are filleted, chamfered or otherwise curved, to cause air to move and create a "donut" affect from blow-by of the primary piston and/or to help roll and tumble within the combustion chamber.
  • location 114 in Fig. 9 in some embodiments is filleted.
  • edge 104 is filleted.
  • edge 112 is filleted.
  • edge 502 of head is filleted.
  • top surface 102 of piston 100, surrounding protuberance 110 is concave in shape, e.g. to form a cup. In other embodiments, surface 102 is convex in shape.
  • protuberances 110 and corresponding central recesses 510 will vary in embodiments of the invention to provide the desired compression and/or pressure ratios and performance.
  • the sizes and shapes vary to create different combustion chambers, e.g. primary, secondary, tertiary, etc.
  • the volumes will vary to provide for different compression and/or pressure ratios.
  • multiple protuberances will have different dimensions, but will have equal volumes to provide for equivalent compression and/or pressure ratios.
  • the central protuberance creates a primary combustion chamber, while other protuberances surrounding the central protuberance creating secondary (or tertiary, etc.) combustion chambers, and with the reminder of the combustion chamber (e.g. chamber 700) being a tertiary (or subsequent) combustion chamber.
  • one or more protuberances surrounding the central protuberance will be the primary combustion chamber. It will further be appreciated that the bore and stroke, and other engine design parameters will vary to optimize, reduce or increase the design for different types of fuel.
  • Some embodiments of the inventive concept include an opposed piston design similar to those discussed above.
  • opposing pistons operate within separate opposing cylinders.
  • variable compression ratio pistons are also utilized.
  • Embodiments of the inventive concept produce on demand flame and/or pressure propagation by creating compression ignition in the primary combustion chamber and allowing the combustion to propagate to the secondary chamber as the piston moves away from the head, thereby increasing the volume.
  • embodiments of the multi-phase and multiphasic dynamic compression ignition combustion engines disclosed herein will include varying numbers of cylinders (e.g. 1, 2, 4, 6, 8, etc.), and varying cylinder displacements.
  • a lower number of cylinders is utilized (e.g. 2 cylinders) to provide the same total engine displacement as what is typically found in higher number of cylinder engines (e.g. 8 cylinders).
  • the inventive concept allows for complete compression ignition combustion and/or on demand flame and/or pressure propagation, the bore size of the cylinders can be scaled up and down as desired without any increase in emissions or decrease in efficiencies.
  • an opposed two cylinder structure is utilized to design a higher displacement (e.g. 4.0 liters, etc.) engine. Such a structure results in smaller overall size of the engine, as well as material and labor saving in manufacturing.
  • a heat storage medium is included on the top of the piston, such as on top of the protuberance of the inventive concept, and/or on the cylinder head, such as near the center of the top of the cylinder.
  • the heat storage medium is designed to retain heat and become hotter than the walls of the cylinder or piston.
  • the increased heat of the storage medium then dissipates into the compressed charge to assist with auto-ignition near the storage medium.
  • the heat storage medium is a relatively small piece of metal or other material having suitable thermodynamic properties to store and release heat to aid in auto-ignition as described.
  • the heat storage medium is a coating that is applied to a surface of the piston and/or the head.
  • a ceramic coating, an anodized coating, or other suitable heat resistant coating or surface feature now known or hereafter discovered is added to the cylinder head and/or piston surface(s) to improve heat resistance and prevent/minimize torching damage to the aluminum or other material of which the piston/head are constructed.
  • pre-heaters are included on or in association with an intake manifold to heat up the air/fuel and/or water entering the engine to aid with startup and performance.
  • an engine of the inventive concept includes offset intake and exhaust valves positioned around the central valve associated with the central protuberance of the piston and its associated recess.
  • the exhaust valves are located on the right and left sides of the engine, and the intake valves are in-line with the crank.
  • the exhaust ports extend up from the exhaust valves and out toward the right or left of the respective exhaust valves.
  • the offset location of the exhaust valves to the intake valves allows for balanced temperature within the combustion chamber.
  • the location of the valves in some embodiments allow for even greater balance and for heat from combustion to be pulled away from the center of the cylinder and the intake.
  • the heat pulled away is used to preheat the intake. In other embodiments, the heat is not used to preheat intake. Nevertheless, it will be appreciated that in other embodiments utilizing the offset valve design, the intake and exhaust valve locations are reversed. In some embodiments, the central valve functions as both an intake and an exhaust valve. In some embodiments, all valve locations are capable of being either intake, exhaust and/or both intake and exhausted depending upon the desired flow characteristics desired within the cylinder. In various embodiments, the order, duration, and/or timing of each valve opening and closing varies and is designed to achieve desired flow characteristics within the cylinder. It will be appreciated that the offset valve design of the inventive concept will be utilized in various embodiments with compression ignition as well as conventional ignition engines.
  • some embodiments of the inventive concept include a multi-stage direct injector.
  • the injector includes a "stepped" injector pin that is pulled up from its seat a small amount to open a first stage that allows a first lowest amount of flow.
  • the injector pin 1000 is in a seated position within housing 1200, in which no fluid flow will occur.
  • Fig. 18B shows the injector pin 1000 after it has moved from the seated position to open a first stage of fluid ports 1100. As the injector is pulled further up, it opens successively larger holes through its stepped design to open second, third, fourth, fifth, etc. stages, increasing the amount of flow progressively at each stage.
  • FIG. 18C shows the inj ector pin 1000 after it has moved from the first stage of Fig. 18B to a second stage in which additional fluid ports 1100 have been open. As is shown in Fig. 18C, a third stage of fluid ports 1100 remain closed by inj ector pin 1000.
  • O-rings are included along each stage of the injector to improve sealing.
  • a single fuel/fluid line is shown feeding the injector.
  • each stage of the injector is fed by a separate fuel line. In this manner, the injector is utilized in some embodiments to feed different fuels types or other fluids through each stage.
  • a first stage injects alcohol
  • a second stage injects a first stage of nitrous
  • third stage injects a second stage of nitrous.
  • the injector of the inventive concept is utilized in connection with a carbureted engine, while in other embodiments it is utilized as part of a fuel injection system.
  • the injector of the inventive concept is utilized on a turbine fan.
  • the injector is utilized as a plastics injector, e.g. for multiple-stage injection molding of plastics.
  • the injector is utilized as an oil injector.
  • the present invention includes one or more injector, such as one or more direct fuel injector, extending through a wall of the head into one or more chamber.
  • FIG. 19A shows an embodiment of a two cycle engine of the inventive concept in which the piston functions as the exhaust and intake valves selectively block intake 450 and exhaust outlet 460, and further including a butterfly valve 465 within the exhaust outlet 460 to trap selectively heat and exhaust gas inside the combustion chamber to aid in compression ignition.
  • Intake valve 400 is located within recess 510 of the cylinder head to reduce and/or eliminate trap volume within that portion of the combustion chamber.
  • the butterfly valve 465 in which a single exhaust port is present, the butterfly valve 465 is never 100% closed. Instead, the valve is partially closed to trap part of the exhaust and preheat the intake. In other embodiments, in which multiple exhaust ports, or lines, are present, the butterfly valve 465 is capable of closing a portion of the exhaust 100% to provide the desired flow restriction and/or preheating affect.
  • Figure 19B shows the butterfly valve 465 in an embodiment in which the piston functions as the exhaust valve and in which a separate intake valve 450 is utilized along with valve 400.
  • Figure 19C shows the butterfly valve 465 in an embodiment of a two or four cycle engine in which the exhaust valve is located within the head along with intake valves 450 and 400.
  • the butterfly valve 465 is utilized in engines that only include a single combustion chamber, compared to the primary and secondary (tertiary and so forth) chambers shown in Figs 19A through 19C.
  • the variable compression ratio piston 900 is included in various embodiments of the inventive concepts of Figs. 19B and 19C.
  • various embodiments of the inventive concept of Fig. 19A are utilized without the variable compression ratio piston 900 shown therein.
  • FIG. 1 Various embodiments of the instant inventive concept described herein are included and/or utilize multiphasic dynamic compression ignition combustion in a two cylinder supercharged engine of the type discussed in PCT/US2014/64866, the entire disclosure of which is incorporated herein by reference. It is understood that various embodiments of the inventive concept disclosed herein include single cylinder, two cylinder, and additional cylinder (e.g. 3, 4, 5, 6, 7, 8, etc. cylinders) structures, and also include structures with and without any type of intake boost (e.g. superchargers and/or turbo chargers) (including, but not limited to the structures disclosed in PCT/US2014/64866).
  • intake boost e.g. superchargers and/or turbo chargers
  • an exemplary embodiment of the inventive concept is shown as a three cylinder, Siamese cylinder, engine which includes three pistons 100 within cylinders 300 (and 301 and 302), that each includes a generally central protuberance 110 protruding from the top of the main body of the piston.
  • the cylinder head 500 includes a generally central recess 510 (and 511 and 512) within each cylinder that is configured to matingly receive the protuberance 110 of the piston for each cylinder.
  • the central protuberance 110 of the piston is adapted to be slidingly received in the central recess 510 (and 511 and 512) of the head.
  • the central protuberance 110 of the piston slides into the central recess 510 (and 511 and 512) of the head, creating a primary combustion chamber, and secondary combustion chamber.
  • the respective volumes of primary combustion chamber and secondary combustion chamber are designed such that the compression ratio and/or pressure ratio of the primary combustion chamber is higher than that of the secondary combustion chamber (in other embodiments, the reverse is true). In that manner, auto-ignition is obtained in the primary combustion chamber either before, at, or after the piston reaches top dead center, without resulting in auto-ignition within the secondary combustion chamber.
  • the pressure created by the combustion within the primary combustion chamber is allowed to expand into the secondary combustion chamber, initiation combustions, ignition and/or combustion ignition within the secondary combustion chamber.
  • auto-ignition is initiated from pressure propagation through blow-by of primary to secondary combustions chambers, or vice versa.
  • a central intake valve 400 (and 401 and 402) is located within the recess 510 (and 511 and 512) of the cylinder head to reduce and/or eliminate trap volume within the combustion chamber, and to ensure a homogenous air/fuel/EGR mix within the entire combustion chamber (primary and secondary chambers).
  • additional intake valves 410 and 420 and 430
  • 412 and 422 and 432
  • exhaust valves 415 and 425 and 435) and 417 (and 427 and 437) are located in the secondary combustion chamber areas.
  • all intake valves (400, 401, 402, 410, 412, 420, 422, 430 and 432) are positioned along a centerline of the engine block.
  • intake valves 412, 420, 422 and 430 are located in close proximity and adjacent to the cylinder walls of adjoining pistons, which are locations in which hot spots are created.
  • the location of the valves and air flow created through the valves allows heat to soak between adjoining cylinders and away from the hot spot locations.
  • the improved balance of heat throughout the engine allows for greater control and use of compression ignition. It will be appreciated that the balancing of heat of the inventive concept is utilized in combination with single cylinder and other multiple cylinder embodiments (e.g. 2 cylinder, 4 cylinder, etc.).
  • FIG. 21 a dual overhead cam arrangement is shown.
  • Central intake valves 400, 401 and 402 are controlled by overhead cam shaft 1600.
  • Secondary combustion chamber intake valves 410, 412, 420, 422, 430 and 432, as well as exhaust valves 417, 417, 425, 425, 435 and 437 are all controlled by overhead cam shaft 1700 located directly above overhead cam shaft 1600.
  • Rocker arms 715 and 710 extend from cam shaft 1700 to exhaust valves 415 and 417, respectively.
  • a single cam is utilized to control all valves.
  • three or more cams are utilized.
  • a central cam shaft controls the central intake valves, while a cam on each side of the engine controls the respective valves on that side of the engine.
  • some or all exhaust valves shown herein are utilized as intake valves, and some or all intake valves shown herein are utilized as exhaust valves.
  • the same valve functions as both an exhaust and intake valve, depending upon the desired engine performance.
  • a duel overhead cam is shown in Fig. 21, in other embodiments, a single cam is utilized to control both the exhaust and the intake. In other embodiments, three or more cams are utilized.
  • valve actuation In still other embodiments, other mechanisms for valve actuation are utilized.
  • the intake valves are electronically actuated, while the exhaust valves are mechanically controlled by a cam.
  • a variable compression ratio piston is utilized in combination with the structure shown in Fig. 21.
  • the multiple intake valves shown within a single cylinder are controlled to open in a staggered pattern to help control roll and tumble of the air/fuel/EGR mixture within the combustion chamber.
  • the valves opening is staggered from 1-20 degrees from one another.
  • one intake valve is opened at a time in a staggered pattern.
  • multiple valves are open at the same time with another valve opened in a staggered pattern. It will be appreciated that the pattern will vary in different embodiments depending upon the desired sweeping motion within the combustion chamber as well as the physical shape, size and design of the components.
  • piston 100 allows the wrist-pin 210 to attach rod 200 to the piston at a location of increased thickness of the piston (due to the protuberance). This increases strength at a location that otherwise is under increased stress.
  • relatively high connection on the piston allows for greater control of the piston and decreased piston slap as the piston moves up and down within the cylinder.
  • intake and exhaust manifolds are designed such that the at least a portion of the exhaust lines are in physical contact, or at least in close proximity to the intake lines. In this manner the exhaust lines are utilized to preheat the intake.
  • a butterfly valve similar to that shown in Figs. 19 A, B and C, is utilized to divert exhaust gas from a portion of the exhaust manifold that is in contact/proximity to the exhaust lines to a portion of the exhaust manifold that is positioned away from the intake lines. In this manner, the preheating can be selectively engaged and disengaged utilizing the valve.
  • the valve is located at a "T" in the manifold, and the exhaust lines come out from the ports generally in parallel to the intake lines, with the "T” diverting the exhaust down and away from the intake lines, or when not selectively diverted, allowing the exhaust gases to flow through the portion of the manifold that continues in parallel to the intake lines (and in contact or close proximity to the intake lines).
  • the intake and exhaust line on each side of the engine are side-by-side (in physical contact or close proximity to one another) and bend upward toward the top of the engine.
  • the intake lines meet each other and connect together at the top of the engine and in some embodiments a fuel injector is located at the top of the intake.
  • the exhaust lines also meet each other and connect together and flow outward in a single exhaust pipe near the point of intersection. In other embodiments, each exhaust line continues over the top of the engine and down the opposing side from which it originated and then outward from the engine.
  • the intake and exhaust manifold is a single molded or cast piece that bolts over the engine head. In some embodiments in which the intake lines come together at the top of the engine
  • FIG. 22 a top plan view of another embodiment of a three cylinder Siamese cylinder engine that includes multiple protuberances of the inventive concept.
  • protuberance 110 which in Figs. 22 engages with recesses 510a, 51 la, and 512a
  • other protuberances are located around the top of the piston surrounding protuberance 110 and engage with recesses 510b, c, d, and e, 511b, c, d, and e, and 512b, c, d and e.
  • the numbers, sizes, shapes and locations of the protuberances will vary in different embodiments.
  • each protuberance has a different volume to provide a different compression result (e.g. creating primary, secondary, tertiary, etc. combustion chambers). In other embodiments, the volume of each protuberance is equal to provide the same compression within each recess.
  • some embodiments of the present invention include one or more valve positioned in an engine block, such as in a flat head configuration.
  • the valves are placed in the engine block beside the piston with a recess in the cylinder head creating a corridor connecting the valves to the combustion chamber.
  • the valves are located to one side of the piston, and/or only one intake and one exhaust valve are utilized for each piston.
  • two exhaust and two intake valves are utilized with each cylinder.
  • one intake and one exhaust valve are located on each side of the piston.
  • two intake valves are located on one side and two exhaust valves are located on the other side.
  • a single valve is intake and three valves are exhaust. In further embodiments a single valve is exhaust and 3 valves are intake. In still other embodiments, more than 2 valves are located on each side of the piston, with various arrangements of intake and outs. In still further embodiments, some valves function as both intake and exhaust.
  • a central intake valve (or in some embodiments an exhaust valve, or in some embodiments and combination exhaust/intake valve) is located within the recess that receives the nipple portion of the piston.
  • the central valve helps to reduce and/or eliminate trap volume.
  • the central valve is not needed to reduce trap volume as the control of the multiple valves to the sides of the piston create a cyclonic action within the combustion chamber that helps to evacuate the recess.
  • the side valves are located on only one side of the piston. In some such embodiments, only a single intake and single exhaust valve is utilized to the side of the piston along with the central valve within the recess.
  • engine blocks include one or more group of side valves positioned on one or more side of a piston.
  • a center valve of a group of three valves is an exhaust valve and the valve on either side of the exhaust valve is an intake valve, or vice versa.
  • a center valve of a group of three valves performs the same function (intake or exhaust) as one or more end valve of the group.
  • the valves are positioned along an arc (Fig. 26, 27) or other curve.
  • the valves are positioned along a straight line, such as a straight line extending in a tangential (Fig. 36), slanted (Fig. 38), or radial (Fig. 42) direction.
  • a center valve of a first group of valves is an exhaust valve and a corresponding center valve of a second group of valves is an intake valve.
  • two exhaust valves and one intake valve are located adjacent to a first side of a piston and one exhaust valve and two intake valves are located adjacent to a second side of the piston such that half of the valves are exhaust valves and the other half of the valves are intake valves.
  • each valve located adjacent to the first side of the piston is an exhaust valve and each valve located adjacent to the second side of the piston is an intake valve. It will be appreciated that other embodiments include different numbers and/or configurations of valves and/or varying sizes of valves (e.g.
  • a corresponding head includes one or more recess area for connecting one or more valve or set of valves to one or more combustion chamber of the engine block.
  • one or more recess defines one or more corridor.
  • first and second corridors connect respective first and second groups of valves to respective first and second combustion chambers.
  • first and second corridors connect respective first and second valves of a first group of valves to respective first and second combustion chambers.
  • a first corridor connects a first valve to a first combustion chamber and a second corridor connects the first combustion chamber to a second valve and/or to a second combustion chamber.
  • some embodiments include two or more valves positioned along a straight line extending in a radial direction.
  • a distal valve defining a first diameter is larger than a second diameter of a proximal valve.
  • other configurations include valves positioned along different lines (or not along lines at all) and/or having different placement and/or size configurations.
  • side valves are located on the front/flywheel side of the engine block. In some embodiments, the side valves are located on the rear side of the engine block.
  • a distal valve is an intake valve and a proximal valve is an exhaust valve.
  • the intake valve defines a first diameter that is larger than a second diameter of the exhaust valve.
  • the intake valve is the same size as the exhaust valve.
  • the intake valve is smaller than the exhaust valve.
  • the location of the valves and air flow created through the valves allows and/or facilitates heat to soak away from one or more hot spot location of the engine. In some embodiments, improved balance of heat throughout the cylinder allows for and/or facilitates greater control and use of compression ignition.
  • the piston includes a central protuberance/nipple that is associated with a central recess in the head.
  • a valve is not included within the central recess.
  • the head, block, valve, and pistons are configured so as to provide sufficient air flow to eliminate and/or control trap volume within the entire combustion chamber.
  • a valve within the central recess valve is not required to eliminate and/or control trap volume.
  • a central valve is included within the central recess in some embodiments to further control trap volume.
  • valves shown and described in the above-embodiments of the inventive concept are controlled in various embodiments by mechanical, electrical, mechanical-electrical, hydraulic, combinations thereof, and/or other mechanisms for actuation now known or hereafter discovered.
  • cam and rocker arm assemblies are shown in some embodiments above, it will be appreciated that in other embodiments, other valve actuation mechanisms will be utilized in connection with the same or similar features of the inventive concept therein described.
  • intake and exhaust valves are actuated in or out of sequence, depending upon design and performance desired.
  • Siamese cylinder inventive concept are employed with the various features, combinations and subcombinations of the other systems and methods of compression ignition disclosed herein.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

La présente invention concerne des appareils, des systèmes et un procédé permettant d'utiliser des chambres de combustion à zones multiples (et/ou de multiples chambres de combustion) afin d'obtenir un allumage par compression (et/ou un allumage par compression assisté par étincelle ou assisté par carburant) dans un moteur à combustion interne. La présente invention concerne également des appareils, des systèmes et des procédés améliorés permettant de réaliser et/ou de commander un allumage par compression (et/ou un allumage par compression assisté par étincelle ou assisté par carburant) dans un moteur à combustion interne à "cylindre siamois".
PCT/US2018/026743 2017-04-07 2018-04-09 Systèmes et procédés améliorés pour moteurs à allumage par compression WO2018187811A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
EP18781085.8A EP3607188A4 (fr) 2017-04-07 2018-04-09 Systèmes et procédés améliorés pour moteurs à allumage par compression
KR1020197032846A KR20200015472A (ko) 2017-04-07 2018-04-09 압축 착화 엔진의 개선된 시스템 및 방법
JP2019555003A JP2020513090A (ja) 2017-04-07 2018-04-09 圧縮点火エンジンの改善したシステムと方法
CA3096555A CA3096555A1 (fr) 2017-04-07 2018-04-09 Systemes et procedes ameliores pour moteurs a allumage par compression
CN201880037947.6A CN110914525B (zh) 2017-04-07 2018-04-09 压缩点火发动机的改进系统和方法
AU2018249957A AU2018249957A1 (en) 2017-04-07 2018-04-09 Improved systems and methods of compression ignition engines

Applications Claiming Priority (10)

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US201762483191P 2017-04-07 2017-04-07
US62/483,191 2017-04-07
US201762490056P 2017-04-26 2017-04-26
US62/490,056 2017-04-26
US201762500475P 2017-05-02 2017-05-02
US62/500,475 2017-05-02
US201762554429P 2017-09-05 2017-09-05
US62/554,429 2017-09-05
US201862627029P 2018-02-06 2018-02-06
US62/627,029 2018-02-06

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CA (1) CA3096555A1 (fr)
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JP2020513090A (ja) 2020-04-30
EP3607188A1 (fr) 2020-02-12
CN110914525B (zh) 2022-08-02
AU2018249957A1 (en) 2019-11-28
KR20200015472A (ko) 2020-02-12
TW201842270A (zh) 2018-12-01
EP3607188A4 (fr) 2021-05-12
CN110914525A (zh) 2020-03-24
CA3096555A1 (fr) 2018-10-11

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