Abstract:
An apparatus for minimizing spark-knock within a combustion chamber of a spark-ignition internal combustion engine, whereby a control vane mounted inside the intake runner is arranged to direct a fuel-air charge to a region inside the combustion chamber where spark-knock has been empirically determined to occur.

Description:
FIELD OF THE INVENTION 
     The present invention relates to eliminating spark-knock in an internal combustion engine, and more particularly to eliminating spark-knock by directing intake airflow charge to an identified area of the combustion chamber where knock is known to occur. 
     BACKGROUND OF THE INVENTION 
     Spark-knock, otherwise known as detonation or auto-ignition, is a detrimental phenomenon that can occur in a cylinder of a spark-ignition internal combustion engine of the type generally used in motor vehicles. Spark-knock occurs when fuel inside the cylinder combustion chamber is prematurely detonated as a result of rapid temperature and pressure rise due to combined compression by the piston and the ignition by a spark plug of the inlet fuel-air charge. Consequences of spark-knock can be loss of power, degradation in engine durability, and/or an increase in undesirable exhaust emissions. 
     One approach for minimizing spark-knock in the automotive industry is to vary the engine&#39;s spark timing. A knock-sensor, a type of accelerometer located on the engine block, is configured to detect knock-induced engine block vibrations, and is then used to generate a signal to the engine computer to retard ignition timing. The net effect of this approach is that while knock is minimized or eliminated, retarding of spark can also have an undesirable impact on the engine&#39;s power and overall efficiency during the affected operating cycle. 
     Another approach for combating spark-knock is to reduce an engine&#39;s static compression ratio. While reducing the compression ratio dispenses with the need for a knock-sensor, such an approach can reduce engine power and overall efficiency under all operating conditions. 
     In view of the above, it is therefore apparent that an efficient method of eliminating spark-knock in spark-ignition internal combustion engines while retaining full engine performance under most operating conditions would be most beneficial. 
     SUMMARY OF THE INVENTION 
     The present invention is an apparatus for reducing spark-knock within a combustion chamber of a spark-ignition internal combustion engine. The spark-ignition internal combustion engine has an engine block, at least one cylinder operable to define the combustion chamber, and at least one intake runner communicating with the cylinder and arranged to deliver a fuel-air charge to the combustion chamber. According to the invention, a knock-sensor is mounted on the engine block and arranged to detect a predetermined minimum magnitude of engine block vibration which is indicative of spark-knock. The knock-sensor is arranged to communicate said spark-knock detection to an Engine Control Unit (ECU). The ECU is programmed to generate a signal based on the detection of spark-knock. A vane is mounted inside the intake runner, and is arranged to direct the fuel-air charge to a predetermined region inside the combustion chamber in response to the signal generated by the ECU. The direction of fuel-air charge to a predetermined combustion chamber region thereby causes spark-knock to be reduced, i.e. minimized to a level unlikely to be detected or be detrimental to engine function under normal operating conditions. 
     In a preferred embodiment, the present invention provides a vane arranged to direct the fuel-air charge to an empirically predetermined region inside a combustion chamber of an internal combustion spark-ignition engine. It has been observed that spark-knock generally occurs just prior to initiation of steady combustion via a spark-plug in a region of the combustion chamber with highest temperature and pressure. Therefore, according to the invention, spark-knock can be minimized by directing a fuel-air charge to the region where spark-knock occurs. While such operation would minimize spark-knock, continued direction of the fuel-air charge to a localized region of the combustion chamber, however, could reduce operating efficiency of the engine once steady combustion has been initiated. 
     Each internal combustion engine design typically results in a unique combustion process “signature”, i.e. a region where spark-knock is likely to occur is particular to a specific engine design. Therefore, predetermination of the spark-knock region is preferably made empirically, during the engine development phase under controlled conditions at an instrumented test-facility. Accordingly, a development engine is run inside a test-cell, and the engine&#39;s spark timing is manually advanced until spark-knock is generated and the location of its occurrence within the combustion chamber is identified and noted. An experimental vane is subsequently arranged by trial and error inside an intake runner to direct a fuel-air charge to the region where the spark-knock was found to occur. 
     An aspect of the present invention includes the vane, or plates, with delayed response to onset and/or reduction of spark-knock, a so-called hysteresis, resulting in the plate&#39;s gradual activation and deactivation. Such hysteresis can be generated, for example, mechanically, by adding friction washers, or by electronic means, thereby damping the vane&#39;s movement. 
     An alternative embodiment of the present invention is a method for minimizing spark-knock within a combustion chamber of a spark-ignition internal combustion engine. The method includes the steps of providing a sensor to detect an occurrence of spark-knock, and then directing a fuel-air charge to the region of the combustion chamber where spark-knock is predetermined to occur. The method further includes the step of terminating directing of the fuel-air charge after disappearance of spark-knock, and wherein the directing of the fuel-air charge is commenced and terminated gradually. Additionally, the method includes the step of terminating the directing of the fuel-air charge based upon a change in a specified engine control parameter, such as Manifold Absolute Pressure (MAP) or engine speed by an empirically designated amount. As a result of reduction of spark-knock, MAP is expected to decrease, and engine speed is expected to increase. 
     It should be understood that the detailed description and specific examples which follow, while indicating preferred embodiments of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a cross-sectional view of one cylinder of a typical spark-ignition internal combustion engine. 
         FIG. 2  is an isometric perspective view of a vane inside an engine&#39;s air intake runner in an activated state according to the invention. 
         FIG. 3  is a cross-sectional side view of a vane in an activated state inside an engine&#39;s air intake runner according to the invention. 
         FIG. 4  is a cross-sectional side view of a vane in a deactivated state inside an engine&#39;s air intake runner according to the invention. 
     
    
    
     DETAILED DESCRIPTION 
     In general the present invention is directed to reducing, i.e. minimizing, spark-knock in spark-ignition internal combustion engines. More specifically, the present invention is both an apparatus and a method to accomplish same. 
     Referring now to the drawings in which like elements of the invention are identified with identical reference numerals throughout,  FIG. 1  denotes an engine assembly  10 . Engine assembly  10  includes a block  20 , a cylinder head  30  affixed to the block, and a reciprocating piston  40 , altogether operatively defining combustion chamber  45 . Engine assembly  10  further comprises an intake manifold  50  which delivers airflow charge  60  and a fuel injector  63  which delivers fuel charge  65  via intake runner  70  to combustion chamber  45  through intake valve  80 . Airflow charge  60  and fuel charge  65  combine to form a fuel-air charge  68 . Following a combustion event (not shown) initiated by spark plug  90 , exhaust gas  100  is channeled out of combustion chamber  45  to atmosphere through exhaust valve  110  via exhaust runner  120 . Engine assembly  10  further comprises knock-sensor  130 , preferably an accelerometer-type sensor, mounted on block  20 , and arranged to detect vibration caused by spark-knock, and to communicate such detection to an Engine Control Unit, “ECU” (not shown). A vane  140 , made from any suitable material, e.g. injection molded engineering plastic, is mounted inside intake runner  70  transverse to fuel-air charge  68 . Vane  140  is arranged to pivot relative to intake runner  70  into the path of fuel-air charge  68  thereby directing, or deflecting, the fuel-air charge along the intake runner. The ECU is programmed to generate an electric signal in response to detection of spark-knock, thereby activating vane  140  to direct fuel-air charge  68  to a predetermined region inside combustion chamber  45  known to generate spark-knock. As a result, flame (not shown) generated by the combustion event propagates more rapidly toward the predetermined region known to generate spark-knock. The more rapid flame propagation reduces the amount of time available for fuel-air charge  68  to heat and auto-ignite, thereby minimizing occurrence of spark-knock. The reduction of spark knock results in improved engine operation, which manifests itself as change in measurable engine control parameters, such as Manifold Absolute Pressure or engine speed. 
     As best seen from  FIGS. 2-4 , vane  140  is arranged inside intake runner  70  to pivot about axis-shaft  150 , preferably made from an engineering plastic or any other suitable material, which is mounted transverse to the intake runner. Vane  140  thereby pivots in response to the electric signal generated by the ECU to direct fuel-air charge  68  along intake runner  70  to a predetermined region inside combustion chamber  45 . 
     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.