OTTO CYCLE INTERNAL COMBUSTION ENGINE

Abstract: Disclosed is an improvement whereby performance of an internal combustion engine, an Otto cycle engine in particular, is increased by the provision of two distinct in-piston combustion chambers (2, 3) per cylinder; these take the form of pockets (4, 5) dis­ similar in volume, sunk into the crown (6) of each piston (1) in positions directly beneath the inlet and exhaust valves (7, 8) and provided each with a spark plug (13). In a preferred embodiment, such pockets (4, 5) exhibit the shape of sector to an an­ nulus, and their side walls (9, 10) are splayed in such a way as to enhance circulation and escape of combustion gases.

Description: The invention relates to an improvement in the de­ sign of an internal combustion engine the purpose of which is to give increased performance, and concerns Otto cycle engines in particular. The current state of the art in this field is such, that if greater output and speed are to be obtained from an internal combustion engine, and from classic Otto cycle or Diesel units in particular, a greater quantity of fuel must be consumed, and additional devices such as turbochargers or mechanically driven positive compression aids must be fitted. Also, the polluting effect of exhaust emissions can be reduced, currently, only by employing catalytic type silencers; there are costly however, and betray engineering disadvantages as regards working temper­ ature, loss of engine output, and long-term depend­ ability. In the search for low specific fuel consumption and simultaneous reduction in emission levels, good re­ sults have been obtained adopting weak fuel mixtures and high compression ratios. The poor ignition pro­ perties of a weak mixture and its tendency to deton­ ate at high compression ratios are remedied convent­ ionally by creating swirl (turbulence set up in the mixture by vents lying tangential to the combustion chamber) or squish (compaction and concentration of the mixture around the spark plug), or by adopting special designs of piston crown. The object of the invention described herein is that of improving the internal combustion engine, and in particular the classic Otto cycle unit, in order to increase performance without the need for specially designed and costly additional devices. The stated object is achieved, according to the im­ provement described and claimed herein, by provid­ ing two distinct in-piston combustion chambers per single cylinder of the engine, located in positions corresponding to the positions of the inlet and ex­ haust valves. Such chambers are of dissimilar volume and provided each with a respective spark plug, in the case of an engine utilizing spark ignition. One of the advantages gained with the improvement in question consists in the possibility of embodying an engine capable of generous performance, without in­ corporating costly additional supercharge devices, and dispensing with catalytic silencers and their attendant engineering drawbacks. An embodiment of the invention will now be described in detail by way of example, with the aid of the ac­ companying drawings, in which: fig 1 is an axial section through the combustion chambers of a piston as envisaged in an improved IC engine according to the invention; fig 2 shows the plan of a piston as in fig 1, viewed from above, in which the position of the spark plugs (where appropriate) is illustrated in broken line. In an improved internal combustion engine according to the invention, each piston 1 is provided with two distinct combustion chambers 2 and 3. When the piston 1 is at top dead centre as in fig 1, the two chambers intercommunicate by way of a gap 14 existing between the crown 6 of the piston 1 and the cylinder head 15, The chambers 2 and 3 take the form of two pockets 4 and 5 of dissimilar volume sunk into the crown 6 of the single piston 1. The relationship in volume be­ tween the one pocket 4 and the other 5 will depend substantially upon the type of engine, and upon the performance required from it -viz, the volume of the larger chamber, denoted 3, may vary according to the output and revolutions envisaged for the engine in question. The pockets 4 and 5 are located in positions corre­ sponding to those of the inlet and exhaust valves 7 and 8, respectively, and in a preferred embodiment exhibit the shape of sector to an annulus the centre of which coincides with the centre of the crown 6 of the piston 1; both the depth and the width of the smaller pocket 4 are scaled down in relation to the same dimensions of the larger pocket 5. In order to enhance escape and circulation of com­ bustion gases, the contoured side walls 9 and 10 of the pockets 4 and 5 are splayed outwards; in a pre­ ferred embodiment, however, the end walls could also be splayed in similar fashion (see fig 2). Each pocket 4 and 5 of the single piston 1 is pro­ vided uppermost with a respective enlarged recess 11 and 12 designed to accommodate the relative valves 7 and 8 when these shift toward the piston 1, and when the piston approaches top dead centre. The invention relates particularly to engines of the type incorporating spark plugs, and envisages the use of two spark plugs per cylinder, one for each of the two chambers 2 and 3; fig 2 shows the position of the single spark plugs 13 in broken line. Needless to say, the exact shape and position of the two combustion chambers may be varied without pre­ judice to the substance of what is claimed. The provision of two distinct combustion chambers 2 and 3 in the crown 6 of the one piston 1 permits of lowering the cylinder head 15 and favouring embodim­ ment of the so-called square engine design. Division of the conventional in-piston chamber to create two separate chambers also enables a designer to exploit Pascal's law and thus gain a set of results which approach ideal values and provide marked advantages: a high compression ratio and high charge pressure, maximum turbulence immediately before and after com­ bustion, and optimum combustion. Advantages such as these will in their turn provide better performance (output, speed, efficiency) than that of a convent­ ional engine with the same cubic capacity, that is to say, a small capacity engine incorporating the improvement described herein will match the perform­ ance of a larger capacity conventional engine whilst providing the advantage of a lower emission level. In accordance with Pascal, in fact, the total force which impinges on the single piston 1 is not merely the sum of two pressures, but the product of their multiplication. An engine incorporating the improvement disclosed will give increased charge pressure, higher compres­ sion and greater turbulence in the cylinder, thereby optimizing combustion even with a weak fuel mixture. By dividing the combustion chamber into two distinct entities of volume, each of which crowding the area occupied by a respective spark plug 13, one obtains compression ratios considerably in excess of 10 : 1. Maximum charge pressure and maximum compression will be produced in the pocket 4 of smaller dimensions, whilst in the larger pocket 5 one has lower pressure and lower compression. Where side valve design is employed, the two chamb­ ers 2 and 3 of each cylinder might be located in the cylinder head of the engine, instead of in the crown of the piston; such an expedient would fall likewise within the scope of the invention as claimed. If the maximum of turbulence is to be obtained however, the chambers 2 and 3 will be best located in the crown 6 of the piston 1 so as to exploit the movement of the piston in setting up such turbulence. Operation of the improved internal combustion engine covering the four strokes of the Otto cycle, is as follows. During the first stroke, with the inlet valve 7 open and the piston 1 moving toward bottom dead centre, fuel-air mixture is drawn into the chamber denoted 2 located beneath the valve 7 (see fig 1); turbulence is set up, and assisted by the splayed side walls 9 and 10, so that the mixture circulates to occupy the second chamber 3 and the rest of the cylinder. During the second stroke, the piston 1 approaches top dead centre, whereupon the mixture is subjected to maximum compression, and pressure in the smaller chamber 2 is brought to a peak. It happens that, as a result of the same compression stroke, a relative­ ly lower pressure level is produced the remaining chamber 3, situated below the exhaust valve (fig 1), by reason of its greater volume. During the third stroke, an ignition spark will be produced in both of the chambers 2 and 3, though the pressure differential (pressure is greater in the chamber denoted 2 by reason of its reduced size) is instrumental in setting up strong turbulence in the smaller chamber 2; thus, the ignited mixture expands first toward the larger chamber 3, via the gap 14, and then gradually occupies the entire volume of the cylinder to best possible advantage in terms of full combustion of the mixture, output and speed, hence of efficiency, which is brought that much nearer to the ideal value. In practice, the greater pressure produced in the smaller chamber 2 impinges first on the remaining, larger chamber 3, to which access is gained via the gap 14 between the crown 6 of the piston and the cylinder head 15, before filling the cylinder and urging the piston downward at maximum power and velocity. During the fourth stroke, with the piston 1 return­ ing to top dead centre, post-combustion gases are expelled at high speed via the exhaust valve 8, thus contributing to turbulence in the stream of fuel-air mixture drawn in for the following cycle.

Claims: 1) An improvement in the internal combustion engine, in particular an Otto cycle engine, giving increased performance, characterized in that use is made of two distinct in-piston com­ bustion chambers (2, 3) per single cylinder of the engine, located in positions corresponding respect­ ively to that of the inlet valve (7) via which fuel-­ air mixture is admitted, and to that of the exhaust valve (8) via which post-combustion gases are ex­ pelled; and in that communication is enabled between the two chambers (2, 3) with the piston (1) at top dead centre, by way of a gap (14) existing between the crown (6) of the piston and the cylinder head (15) of the engine. 2) Improvement as in claim 1, wherein the two combust­ ion chambers (2, 3) are embodied as two pockets (4, 5) formed in the crown (6) of the single piston (1). 3). Improvement as in claim 2, wherein the two pockets (4, 5) are of dissimilar volume. 4) Improvement as in claim 3, wherein each pocket (4, 5) exhibits the shape of sector to an annulus the centre of which coincides with the centre of the piston crown (6). 5) Improvement as in claim 4, wherein the width of the pocket (4) of lesser volume is less than the width of the remaining pocket (5). 6) Improvement as in claim 4, wherein the depth of the pocket (4) of lesser volume is less than the depth of the remaining pocket (5). 7) Improvement as in claim 4, wherein the walls of the two pockets (4, 5) are splayed in order to promote swift escape and circulation of combustion gases. 8) Improvement as in claim 4, wherein each pocket (4, 5) provided with a respective enlarged recess (11, 12) that is shallower than the pocket, and designed to accommodate a relative valve (7, 8). 9) Improvement as in claim 4, wherein the pocket (4) of lesser volume is located in a position corresponding to the position of the inlet valve (7). 10) Improvement as in claim 4, for engines incorporating spark plugs, wherein one spark plug (13) is provided for each of the two combustion chambers (2, 3). 11) Improvement as in claim 3, wherein the pocket (5) of greater volume encompasses a volume at least double that of the remaining pocket (4).

Inventors: COLA, UMBERTO
Applicants: COLA, UMBERTO
Application year: 1986
Main classification: F02B23
IPC codes: F02F3, F02F1, F02B1, F02B23