COMBUSTION SYSTEM FOR INTERNAL COMBUSTION ENGINE AND COMBUSTOR USED THEREFOR

Abstract: A funnel-shaped cone (9) having an opening (13) at the top portion is provided in combustion chamber (5) so as to be spaced from an igniter. An inflammable gaseous mixt. is introduced into the combustion chamber, and it flows to the opening through the cone. The gaseous mixt. is ignited by the igniter at the opening, and a flame produced is radiated outside into the chamber along the outer surface (22) of the core. If the cone is provided at the tip of the igniter, i.e. a spark plug (6), the above-mentioned operation can also be applied to an already manufactured spark ignition engine. In a fludised internal combustion engine, the cone is provided in a combustion chamber, and the initial combustion is carried out on the outer surface of the cone, the secondary combustion being carried out in the interior of the cone.

Description: The present invention relates to an ignition device for an internal combustion engine, a spark ignition engine and a compression ignition engine. A typical spark-ignition engine is shown in Fig. 10. The combustion in a conventional spark-ignition engine is as follows, an admixture supplied from outside into the cylinder is compressed by the upward motion of the piston in a combustion chamber, when the portion of this compressed admixture closest to the spark plug is ignited by the spark plug, a flame front propagates, like a ring in water, from the ignition point throughout the combustion chamber, and finally all of the admixture in the combustion chamber is burnt. As described above, there are two prime phases, i.e. before-combustion admixture and after-combustion gas, which are divided clearly by the flame front, said flame front propagating like a ring in a water from a particular portion, such flame propagation is a characteristic of a spark-ignition engine. Spark-ignition engines include not only the above-mentioned means but also the type wherein there is a direct fuel injection to the combustion chamber, as shown in Fig. 11, and the CVCC type shown in Fig. 12, the difference between those two types and the abovementioned type being as follows; the former produces an admixture in the combustion chamber by direct fuel supply to the combustion chamber from a fuel injection-valve, in the latter type, a substantially homogenous lean admixture is supplied to the combustion chamber and a rich admixture is supplied to a sub-combustion chamber disposed in the cylinder head, when the spark plug ignites rich admixture in the sub-combustion chamber, the flame and the combustion gas belch out from the sub-combustion chamber to the combustion chamber in order to combust the lean admixture in the combustion chamber, however, the process of flame front propagating from a particular portion and spreading combustion to all the admixture in the combustion chamber are the same as the first mentioned conventional type. Regarding the conventional compression-ignition engines, they are classified in three types, i. e. direct-injection, pre-combustion-chamber and swirl-chamber types, as shown in FIGS. 13, to 15, respectively. In the direct-injection type, where the fuel is injected directly into the combustion chamber from an injection-valve, the fuel self-ignites and burns by action of the air in the combustion chamber which becomes hot and highly compressed in accordance with the upward motion of the piston. The pre-combustion-chamber type has a main combustion chamber and a pre-combustion chamber of small volume and is connected with the main combustion chamber through a small diameter connecting-hole, first, a part of the fuel injected from the injection-valve to the pre-combustion chamber is burnt, then, as the pressure increases in the pre-combustion-chamber, the fuel together with the combustion gas is ejected through the connecting-hole into the main combustion chamber and burns all the fuel therein. The swirl-chamber type provides a nearly spherical swirl-chamber in the cylinder head, the fuel supplied by the injection valve into the swirl chamber is mixed rapidly with the air by the effects of the swirl and for the most part is burnt therein, high temperature gas is then ejected through the connecting-hole into the main combustion chamber and completes the combustion. In recent years, an increase in power output, a decrease in the pollutants in exhaust gas, a decrease in the fuel consumption, and a decrease in noise are the most important factors in the design of internal combustion engines, and these are all related to the combustion systems. However, the combustion systems explained above have the following problems. Since a combustion principle in the spark-ignition engine depends on the flame propagation as explained, if the fuel content in the admixture is low, the admixture is not ignited or some uncombusted part remains, on the other hand, if the fuel content is high, not only do the pollutants in the exhaust gas, i. e. HC and CO content increase, but the NOx content increases due to the high combustion temperature, moreover, fuel consumption also increases. In order to solve these problems the above mentioned direct-fuel-injection type was attempted, but it has a problem of mixing the fuel with the air in the combustion chamber and hardly any practical use of it can be seen today. Another problem of the combustion system depending on the flame propagation is slow combustion speed, increasing the speed by swirl in the cylinder is recommended but the thermal loss at the wall of the cylinder increases and creates another problem of reduction of thermal efficiency of the engine. In order to improve the thermal efficiency it is necessary to increase a cycle efficiency by using a higher compression ratio thereby completing the combustion as soon as possible after the upper dead point and increasing the constant-volume-ratio, however, high compression ratios generate knocking. A spark plug, shown in FIG. 16, is an indispensable component for the spark-ignition engine, the problems with existing shark plugs are ignition difficulty due to a lean admixture or due to turbulence intended to increase combustion speed, quenching effects by the electrode, insulation failure as a result of carbon deposit or fouling and wear of electrodes, etc. , all of which form the basis for important requirements for the improvement of a combustion system in the spark-ignition engine. Therefore, various ideas for improvement of the spark plug have been proposed, for example in United States Patent specifications NOs. 1,929,748. 3,056,899 and 3,515,925. A spark plug (A), from the specification of United States Patent No. 1,929,748, is indicated in FIG. 17. Spark plug (B), from the specification of United States Patent No. 3,056,899, is indicated in FIG. 18. The ignition of admixture takes place by generating a spark between the central electrode and an adapter, the combustion flame generated by the spark is ejected from a tapered cup to the combustion chamber, thereby ensuring immediate combustion of the admixture, and further, a pre-combustion admixture is brought inside the spark plug (B) through vents by negative pressure generated by ejection in order to prevent overheating and fouling around the central electrode. Shark plug (C), from the specification of United States Patent No. 3,515,925, is indicated in FIG. 19. In the spark plug (C) the spark is generated between the extremity of a center electrode and near a conical aperture of an outer electrode so that the combustion flame is mainly ejected outward where resistance is less. Thereafter, a residual combustion flame induces combustion in the admixture inside the spark plug (C) and ejects the combustion gases horizontally from the radial bores, i. e. the ejection of both said combustion flame is designed for immediate combustion of the admixture in the combustion chamber. In all the spark plugs mentioned above, a combustion flame is ejected mainly in the direction of the axis of the spark plug for accelerating the combustion, thus, the combustion pattern is similar to the conventional flame propagation from a spark plug igniting point at the center, and so not much improvement is made in terms of reduction of combustion time, uniform combustion or complete combustion of all admixture. The problems of compression-ignition engines are as follows: With regard to the direct-injection type, a long ignition-delay and a high combustion apex pressure bring about large combustion noise, and thus a strong construction is necessary for the main frame of engine, also a large volume of NOx and dark smoke are emitted in the exhaust gas and diesel knock tend to be caused, if swirl is generated in the combustion chamber in order to solve the above mentioned problems, a new problem of increase of thermal loss arises. With regard to the pre-combustion chamber type, the surface area of combustion chamber is large because a main combustion chamber and a pre-combustion chamber are both provided, also high temperature gas passing through a small diameter connecting-hole increases the thermal loss and the energy loss induced at said connecting -hole, thus idle-knock tends to occur at low r. p m. and friction loss increases at high r. p. m. Further, two combustion chambers, i. e. the main combustion chamber and the pre-combustion chamber, make the engine construction complicated and expensive. With regard to the swirl-chamber type, the thermal loss is increased by the swirl in the swirl chamber, where the surface area of the swirl-chamber is large, since the formation of the admixture depends on the swirl, the torque reduces with reduced r. p. m. Further, it must have both the combustion chamber and swirl chamber, thus the construction is complicated and expensive. It is obvious at present that, regardless spark-ignition engine or compression-ignition engine, any improvements in the internal combustion engine which are designed to improve the engine efficiency and reduction of pollutants and costs, depend on further acceleration of the combustion speed and on complete combustion of the fuel is demanded. An object of this invention is to control combustion in order to cause maximum explosive force and combustion automatically to obtain the effects of insuring power output, stable operation and reductions of pollutant in the exhaust gas, fuel consumption and noise in a spark-ignition engine and compression-ignition engine. It is an additional object of this invention to obtain the above mentioned effects by incorporating this invention into spark plugs for already manufactured spark-ignition engines without any modification on such engines. According to one aspect of this invention, there is provided an ignition device for an internal combustion engine comprising an outer shell, a center electrode, one end of which is intended to be connected to an electrical source, an insulating core surrounding the center electrode and disposed within said outer shell, the extremity of the other end of the center electrode being exposed from said insulating core and serving as an electrode for a spark discharge, and a flared baffle secured to but spaced from said outer shell so that at least one peripheral flow space is defined between said baffle and said outer shell, said baffle extending from adjacent to said extremity of said center electrode away from the outer shell, the dimension of the said baffle increasing as it extends from said outer shell, an orifice of said baffle being in register with and being positioned in proximity with said extremity of said center electrode, characterised in that the spark gap for ignition extends between said centre electrode and a point which is in a zone between said orifice and said outer shell or at the edge of the orifice. It is to be noted that in US-A-1929748 shown in Fig. 17, the spark gap for ignition extends between the end of the entire electrode and a ground electrode in the baffle which is integral with the outer shell. According to another aspect of this present invention there is provided a compression ignition engine comprising an end wall with a surrounding side wall and a piston movably disposed in relation to said end wall and adapted to cooperate therewith to form a compression chamber within which a combustion supporting gaseous medium introduced into said compression chamber can be compressed by moving said piston to reduce the volume and a thrust pressure resulting from combustion of fuel introduced into said compression chamber is applied to said piston, and a flared baffle positioned within said compression chamber so that at least one peripheral flow space is defined between said baffle and said wall of the compression chamber, said baffle extending from adjacent to said end wall away from said end wall, the dimension of the said baffle increasing as it extends from said end wall, an orifice of said baffle being positioned in proximity to said end wall and a fuel supply means for supplying fuel to a zone between said end wall and said baffle, the fuel being ignited in said zone. This invention provides a means of increasing pressure of the admixture or the air locally at a zone of the combustion chamber in accordance with the flow of it during the compression cycle of either a spark-ignition engine or a compression-ignition engine, igniting it at said zone and exploding the flame resulting from combustion so as to envelope un-combusted gaseous medium or the air. This invention presents a means for improving the operation of an internal combustion engine by introducing a baffle into the combustion chamber of the internal combustion engine in order to control freely the admixture flow and combustion to optimal condition; in the conventional technology those were able to change only slightly with the modification of the shape of an internal surface of the combustion chamber. Embodiments of this invention will now be described with reference to the accompanying drawings of which:- FIG. 1 is a enlarged sectional view of the combustion chamber portion of a spark-ignition engine explaining the process of combustion using a preferred embodiment of this invention. FIG. 2(a) to FIG. 2(c) are an elevation, a plane and a longitudinally sectional view of one example of cone embodying this invention. FIG. 3 to FIG. 6 are an elevation view, side elevation view, a longitudinally sectional view, and an end elevation view looking toward the firing end respectively for an embodiment of the spark plug covered by this invention. FIG. 6 A is a view of the spark plug of FIG. 3 looking toward the terminal. FIG. 7 is an end elevation view same as FIG. 6 showing modification of the small orifice. FIG. 8 is an enlarged sectional view of the combustion chamber portion of a compression-ignition engine applying the invention. FIG. 9 is an enlarged sectional view of the combustion chamber portion of a compression-ignition engine of a type different from FIG. 8 applying the invention. FIG. 10 is a sectional view of the combustion-chamber portion of a conventional spark-ignition engine. FIG. 11 is a sectional view of the combustion-chamber portion of a fuel-injection-to-combustion-chamber type spark-ignition engine. FIG. 12 is a sectional view of the combustion-chamber portion of a CVCC type spark-ignition engine. FIG. 13 is a sectional view of the combustion-chamber portion of a conventional direct-injection type compression-ignition engine. FIG. 14 is a sectional view of the combustion-chamber portion of a conventional pre-combustion chamber type compression-ignition engine. FIG. 15 is a sectional view of the combustion-chamber portion of a conventional swirl-chamber type compression-ignition engine. FIG. 16 is a longitudinally sectional view of a conventional spark plug. FIG. 17 is a sectional view of a spark-plug disclosed in U. S. Patent. 1,929,748. FIG. 18 is a fragmentary sectional view of a spark-plug disclosed in U. S. Patent. 3,056,899. FIG. 19 is an elevation, in partial sectional, with a fragmentary section on an enlarged scale of the front end portion of the spark-plug disclosed in U. S. Patent. 3,515,925. A spark-ignition engine, employing an ignition device according to this invention is illustrated in Fig. 1. In said figure, piston 1 is placed to freely reciprocate under the airtight condition, sealed by piston ring 3, in cylinder 2. Cylinder head 4 is positioned above cylinder 2 with airtight sealing, combustion chamber 5 is formed by said piston 1, cylinder 2 and cylinder head 4. Spark plug 6 is positioned in the cylinder head 4, intake valve 7 and exhaust valve 8 are positioned in the cylinder head 4. In the combustion chamber 5 a funnel shaped cone 9, the characteristic of this invention, is disposed under the spark plug 6, with a specified space, the small orifice 13 of the cone faces the center electrode 14 of said spark plug 6, thus forming an igniting zone 16 between the small orifice of the cone and the spark plug 6. The angle of the sloped annular wall of the cone 9 is determined in such a manner that the tangent line 77 of the bottom edge of external surface intersects with at least a part of the upper surface of the piston 1 when it is reciprocated to the upper dead point. In the said spark-ignition engine, in its intake stroke, intake valve 7 opens to let the admixture be sucked into cylinder 2, as the piston 1 reciprocates downward. After the intake valve 7 is closed when the said piston 1 reaches its lower dead point, piston 1 starts upward reciprocal movement for executing the compression stroke, and the admixture in the cylinder 2 is compressed while flowing upwardly by the upward movement of piston 1. Admixture located outside of the cone 9, by-passing the first passage between the external surface 22 of said cone 9 and the cylinder head, flows into the internal space of shark plug 6 as arrow 92 and admixture located below cone 9 by-passing, as arrow 12, the second passage which has substantially narrower gas passage area than said first passage through the inside of the cone 9, is converged and compressed at the igniting zone 16, which is formed by the small orifice 13 side end portion of cone 9, the combustion chamber side extremity of center electrode 14 and the extremity of insulating core 66, it thereby becomes an admixture higher in pressure than admixture in its neighboring place. The admixture is ignited by the spark discharge across the center electrode 14 and outer electrode 15 of spark plug 6 before the piston 1 normally reaches its upper dead point, and starts combustion and becomes flame kernel. As mentioned above the narrowest distance between the center electrode and outer electrode is located around the small orifice. Said flame kernel, with the admixture 12 continuously compressed and flowed in, disperses itself widely in the igniting zone 16 and also moves with the air flow of arrow 92 then internal admixture in spark plug 6 also starts combustion. The flame 17 ejects out radially through the said first passage and, together with the jet flow of high temperature combustion gas, envelopes the admixture yet to be burnt located on the upper part of piston 1. The igniting zone 16, after the said flame 17 has been ejected out, reaches a negative pressure with respect to its surrounding space, yet admixture 12, being enveloped and pushed by the ejected flame 17 from its sides and bottom, is heated and compressed and flows into igniting zone 16 under a high pressure, through the cone 9 as mentioned before, and is then ignited by the residue radicals of C2 and CH etc. , and the combustion flame 17 once more radially ejects from the space between the external surface of cone 9 and sylinder head. Said combustion cycle continues until all the admixture in combustion chamber 5 and igniting zone 16 is completely burnt, and completes its combustion in an extremly short time and gives a thrust pressure to the piston. This invention is operable not only in the semi spherical and penta-roof type and similar combustion chambers as example but in other shapes of combustion chamber such as the wedge type, the bathtub type and the bowl-in-piston type and the like. The shape of the top surface of the piston need not be a flat surface as illustrated in FIG 1, but can be made in a variety of shapes to obtain good results, for example, by concaving the part of the top surface of the piston where it faces the cone, and by other shapes, so as to effect advantageous flow of admixture. FIGs. 2(a) to 2(c) illustrate details of one example of said cone 9, where the cone 9 is of the type having a leg 19 on its side, and by means of said leg 19, the cone 9 is located at the specified position in the combustion chamber of an internal combustion engine. For instance, the cone 9 and the leg 19 maybe manufactured integrally with the cylinder head or may be provided with a screw hole 20 on the leg 19, and by means of said screw hole 20 the cone 9 can be placed in the combustion chamber. Explanation is given in the following of the detailed shape of cone 9, the inner surface of cone 9 defined as internal surface 21 and outer surface defined as external surface 22. The internal surface 21 lets admixture pass over it giving it convergence as it passes, while the external surface 22 lets the said admixture eject outwardly from the space between cylinder head surface as a combusting flame, toward the outer periphery of upper surface of piston 1 at near the upper dead point, therefore, the shape of the internal surface 21 is preferably such that the convergence can best be effected and may be, for instance, of exponential shape, the shape of said external surface 22 is preferably such that the combustion flame be most effectively ejected out, for example, the external surface may be such that the space between the opposing cylinder head has the shape of an exponential horn. In order to effectively envelope the admixture with the combustion flame, it is desirable that said external surface 22 be disposed in such a way that at least a portion of the combustion flame be directed at the outer peripheral part of the top surface of piston 1 when it is reciprocated near to the upper dead point. Moreover, by forming a spiral groove on the external surface 22 or on the opposing walls, the ejecting combustion flame has a spiral motion to it to further promote combustion. Further, said cone 9, in FIGs. 2(a) to 2(c) is in the shape of a round disk in plan view, but the shape can be altered to any other suitable shape, for example, an oval shape, etc., depending on the shape of the combustion chamber 5, and the outer peripheral portion can also be provided with one or more peripheral portions cut away so that the cone will not interfere with the movement of the intake valve 7 and of the exhaust valve 8. Further, depending on the location of the spark plug 6 in the combustion chamber 5, the cone 9 may be placed at an angle. The shape of the small orifice 13 of the cone is not necessarily round, and can be formed offset from the large orifice of the cone. The cone 9 reaches a high temperature, being exposed to the combustion flame and it is desirable that it be made of temperature-resistant ceramics or metals. For said ceramics, suitable examples of materials are alumina, carbonized silicon, aluminum nitride, etc. , having high heat conductivity which is desirable for heat dissipation and cooling. For said metal, heat resistant alloy is to be considered. However, above mentioned materials surface should be provided with a heat-insulation coating, unless enough heat dissipation be effected, in order to prevent from the admixture may be prematurely ignited prior to ignition by the spark plug 6 due to the heat of the cone 9 itself caused by engine rotation at high speed and to protect metal from high temperature. For example, as illustrated in FIG. 2(c), from an inexpensive and easily machinable material, such as machinable steel, a cone-shaped substrate 23 can be made, with its inner surface that performes as the internal surface 21 preferably provided with a plasma-coated ceramics or heat-resistant alloy having high heat conductivity, thereby preventing the substrate 23 from being oxidized and whereby cooling of the substrate by the incoming admixture can be effected, the external surface 22 is provided with thermal barrier coating, T. B. C. , for preventing the surface from being oxidized, to be heat resistant and to reduce heat conduction to the substrate 23, so that the temperature rise can be alleviated. For said T. B. C. , such materials as Ni-Co-Cr -Al alloy and CERMET may for example be effectively used for coating on the surface of the substrate 23 as a bonding layer, then, for example, ZrO₂ 8Y₂O₃, etc. can be plasma-coated thereupon in that order. The same material used for the bonding layer of the T. B. C. , since it is heat resistant material, can be coated on the internal surface of the cone as an anti-oxidation layer. By providing the T. B. C. on not only the external surface of the cone but also on the surface exposed to flame, heat isolation and prevention of oxidation can be effected. When the cone is made of heat-resistant alloy, for example SUS 310s, only T. B. C. is required for the external surface 22 in some cases. One method to improve the heat dissipation of the internal surface 21 is to form it with an irregular rough surface in order to increase the surface area for increase the heat radiation area, alternatively, small holes or slits can be provided that run from the internal surface 21 to the external surface 22. As above mentioned, according to this invention, by providing said cone 9 in combustion chamber 5, and as a result of the flow of the admixture during the compression cycle, the admixture is brought to a pressure higher than the pressure in the neighboring space and is ignited, therefore, even with a lean admixture, reliable ignition is possible, and flame resulting from combustion can be ejected out radially along the combustion chamber wall surface, to effect a high-speed propagation of flame with less resistance and to let the flame envelope the pre-combustion admixture located above the piston head, to ensure complete combustion. This also is effective in preventing knocking by igniting the admixture in corners promptly. In FIG. 1, the outer electrode 15 of spark plug 6 can be eliminated by using an electrically conductive material for the cone 9 and by giving a proper distance between the center electrode 14 and small orifice 13. As for further detailed explanation of the effect of the invention in reducing pollutants in the exhaust gas, HC can be reduced by the flame jet removing admixture from the wall surface, which is then enveloped and burnt without leaving a residue by circulation. CO can be reduced by the sufficient mixing of the admixture as aforementioned, whereby oxygen is supplied in adequate quantity. And NOx can be reduced by the combustion taking place at high speed by envelopement and circulation of the flame, burning the entire fuel completely without local high temperature caused by stagnant admixture and immediate reduction of temperature under fast flow. FIGs. 3 to 6 show practical embodiments of this invention applied to conventional spark-ignition engines. When applying this invention to conventional spark-ignition engines, the cone 24 must be provided on the axis of spark plug 6, in this embodiment the cone 24 is provided on the tip of spark plug 6. The cone 24 is of the same construction as that of said cone 9, where the shell 67 of the spark plug 6 has been integrally formed, or has been separately made and welded with the leg 19 in one piece. The cone 24 in this instance is made of electrically conductive material, for instance metal, and performs as an outer electrode by making it integrally, or making it separately and welding it together with the shell 67 of said spark plug 6, the spark takes place between the tip of the preferably substantially conically shaped center electrode 25 and the small orifice 13. Said center electrode 25 is preferably of substantially conical form for the reason that a conventional spark plug having a flat tip center electrode interferes with the smooth flow of admixture from the small orifice 13 area and thus causes incomplete combustion, and carbon tends to accumulate on the flat tip of the center electrode, the conically shaded electrode avoids such tendencies. The tip of the center electrode 25 is disposed close to the small orifice 13, with a proper electrical spark discharge gap between the inner periphery of the small orifice 13 and the tip of center electrode 25, for example 1-2 mm. The opening area of the small orifice 13 can be enlarged with the said discharge gap maintained, as illustrated in FIG. 7, by providing it with cut-aways 27 at the periphery of small orifice. It is advisable that the cut-aways be located in such a say as to let the spark take place at the center of the open angle of the cone's ejection port. Outer diameter D₁ of said cone 24, in FIG. 5, is determined for most efficient operation depending on the diameter of cylinder and the shape of combustion chamber, however, the maximum diameter is so designed to fit the screw hole for the spark-plug on cylinder head 4, and the height H of the portion of the cone 24 protruding into combustion chamber 5 is determined in such a way that the protrusion does not interfere with the piston 1, with intake valve 7 or exhaust valve 8. Inner diameter D₂of small orifice 13 is preferably 3-5 mm corresponding to the said spark gap of 1-2 mm. The inner surface of the small orifice 13 of the cone 24 that faces said center electrode 25 is preferably shaped in a sharp wedge as shown in FIGs. 2 and 5, whereby the spark takes place without fail at a predetermined place between the edge and the center electrode, further, this sharp wedge shape of the inner edge is desirable in that it makes the cone also serve more effectively as a check valve preventing reverse flow of admixture, while letting the admixture and burned gas pass easily in one direction. Even when the periphery of the small orifice 13 has a certain length extending axially to the flow of admixture, a length less than the distance between the center electrode 25 and the periphery of the small orifice 13 is preferable, since if the said length at the periphery of said small orifice 13 is greater, the combustion flame which ignited by the spark generated between relatively lower pressure concave area of the cone and center electrode would tend to fail to travel into the igniting zone but would tend to reverse back into the combustion chamber 5,in which case the cone 24 of this invention would not perform its expected function, and would act only as a conventional spark plug. The substantial gas passage area of the pass from the small orifice 13, via the igniting zone 16, up to the ejection port 29 formed by the lower edge of the shell 67 and the outer periphery of cone 24, and the ejection port should not have any narrower portion than the substancial gas passage area of the small orifice 13. If there is a narrower portion then it interferes with the combustion flame in the igniting zone 16 moving toward the ejection port 29, and it tends to eject backward from the small orifice 13 back into the combustion chamber 5, it thereby fails to effect the objective of this invention and causes insufficient combustion, such as smolder, in the igniting zone 16 or inside of the spark plug, thus resulting in ignition failure of the admixture in the combustion chamber 5. The external surface 22 of the cone 24 is made with an opening angle ϑ that lets the combustion flame eject out along this external surface 22 toward the periphery of the upper surface of the piston 1 near the upper dead point as mentioned above, and in this preferred embodiment ϑ is approximately 45° to the axis of cone 24. Furthermore, if the opening window width W of the ejection port 29 of the cone 24, that is, the distance between the bottom end of the shell 67 of the spark plug 6 and the outer periphery of the cone 24, is too small, resistance to ejection of combustion flame is increased, and if too large, the protrusion height H of the cone 24 becomes too large, whereby the cone 24 interferes with the upper surface of the piston 1, the intake valve 7 or the exhaust valve 8, therefore, it is necessary to determine said dimmension within a certain limit where the above mentioned problems are solved. In this preferred embodiment, more than 2mm is required and more preferably, the dimension is more than 3mm . With respect to the shape of the above mentioned ejection port 29, if it is of round shape, the ejected combustion flame from the ejection port 29 can easily be extinguished by the swirl of the admixture, but a rectangle or an eliptical shape, etc. having a longer axis directed to the direction of said swirl, is preferred over a round shape. The actual opening area of the ejection port 29 is limited by the leg 19, if the leg 19 is slender, the opening area is increased but the heat dissipation is decreased, if the leg 19 is thick, the heat dissipation problem may be solved but the opening area decreased, whereby the ejecting resistance increases, more than 33% of the cylindrical surface which consists of outer diameter D₁ of cone 24 and height H of cone 24, where the ejection port 29 is disposed, as shown in FIG. 5, is preferable. And in this preferred embodiment approximately 65% is most appropriate. The substantial gas passage area of the ejection port of more than four times larger than the substantial gas passage area of the small orifice 13 is preferred, and in order to make the ejection of the ignited admixture in the inside of the spark plug smooth, it is preferable to taper cut the inside edge of the spark plug shell extremity as indicated at 79 in FIG. 5. As described above, in this preferred embodiment, a conventional spark-ignition engine may be modified to achieve the same effect as the aforementioned embodiment, with low cost, without any alteration of the engine construction , if the original spark plug is replaced with the above described spark plug having the cone at its extremity, and another surpassing characteristic of said spark plug of this invention is that, as the substantial spark zone is covered by the cone, miss fire can be avoided when starting the engine and during excessive acceleration, since the fuel mist can not moisten the electrode. Furthermore the inside of the spark plug is kept very clean because the admixture and the stream of combustion flame circulate in this embodiment. The presence of a ceramic coating on the internal surface of the spark plug shell 67 beginning from said taper cat 79 up to the bottom end where facing to the insulating core 66 may further reduce the drift of combustion debris. From the experiments of the present inventor it has been discovered that a preferable direction of flame ejection i. e. the direction of the ejection fort of this spark plug exists. If the ejection port is aligned with the intake fort for the admixture or air, whereby the cone may be cooled down by the fresh admixture or by the air introduced from the said intake port to the said ejection port, further, the said fresh admixture or air is introduced in sufficient quantity toward the igniting zone, therefor, powerful combustion can be effectively initiated. In order to provide the said alignment of direction for the replaceable spark plug, this inventor recommends that the following method may be employed. First, the angular relationship between the cross point of the outer shell screw 69 to the retaining edge 78 of the spark plug and the said direction of the ejection port depends upon the specific relationship, on the engine itself, the lead-off point of the screw for the spark plug bore of spark plug inserting end is determined so as to direct the said ejection port in the said proper direction when the spark plug is installed. For engines wherein the said screw is already provided and the ejection port is not directed in the preferred direction, alignment can be made by selecting the thickness of the gasket 68 or inserting a washer of proper thickness between the gasket 68 and the retaining edge of the spark plug. Once the spark plug is screwed into the engine, it is impossible to see the direction of the ejection port. This inventor prefers the methode in which the direction of the ejection port is indicated by providing a mark 86 or 87 on the outside of the spark plug, for example on the terminal, which is visible after insertion, as shown in FIG. 6A. This invention is effective in the rotary engine also. In the rotary engine, the direction of the said ejection port may be directed toward the rotating direction of the rotor thereby enabling the fresh admixture to be introduced. If the ejected flame, as described above, from the gap between the external surface of the cone 24 and the spark plug shell immediately contacts with the cylinder head, deformation of such area may be caused by heat, it is therefore preferable that the extremity of said shell protrudes from the internal surface of cylinder head as shown in FIG. 5. Other methods, such as, for example, providing a T. B. C. for the area of the cylinder head exposed to the ejected flame at the periphery of the bore for the spark plug, or adopting a heat resistant alloy for said area, are also possible to avoid the deleterious effects of high temperature. Although the above description is for a single spark plug, it is, however, obvious that the invention can also be applied to multiple spark plug systems. Regarding the above mentioned spark plug with the cone, it may be required to increase the cone's outer diameter D₁, but such outer diameter can not be larger than the inner diameter of the fixing screw. In such case, it is possible to increase substantially the diameter by providing an annulus having its internal diameter matched with the cone's outer diameter and coordinates with the cone of the said shark plug, said annulus being supported on the internal surface of the cylinder head. In FIG. 8, a combustion model is described for this invention applied to a conventional compression-ignition engine . In the drawing, piston 33 has a combustion chamber 34, this piston 33 reciprocating in the cylinder 2 with piston ring 3 rendering it airtight. The cylinder head 35 is fixed in airtight manner on the cylinder 2, and the space between the said cylinder head 35 and piston 33 at upper dead point is arranged to be minute. At the cylinder head 35, a fuel injection valve 36 is installed for injecting fuel into the combustion chamber 34 and an intake valve 7 and an exhaust valve 8 are located on each side of the said injection valve 36 respectively. The cone 9, characteristic of this invention, is provided on the cylinder head 35 in line with the axis of said fuel injection valve 36. The cone 9 is attached to the cylinder head 35 using the screw hole 20 of the leg 19, as illustrated in FIG. 2(b), or is fabricated with the cylinder head 35 in one piece. The geometrical relationship between the cone 9 and the combustion chamber 34 is determined so that the sectional area of the passage for the combustion flame 17 at the outside of cone 9 is not smaller than the passage at the outer edge of the cone where the combustion flame 17 has to leave the cone 9 by ejection from the igniting zone 16 when the piston reached the upper dead point. In the above mentioned compression-ignition engine, the air, sucked into the cylinder 2 during the intake stroke, flows upward with compression by means of upward motion of piston 33, the air stream 38 at the bottom of the cone 9 is further converged through the internal surface of the cone 9 as shown in the figure, thereby attaining a higher pressure and a higher temperature at the igniting zone 16 which is formed by the combustion chamber side extremity of fuel injection valve 36 and the small orifice 13 and creating the highest air density. Corresponding to the said piston 33 reaching the upper dead point, the air between the upper periphery of the piston 33 and the cylinder head 35 becomes a squish air stream 39 and running to around the igniting zone 16, the fuel is injected from the fuel injection valve 36 against the high pressure and high temperature air in the igniting zone, and the injected fuel is dispersed, atomized, evaporated and heated by the said high temperature and high pressure air and then ignited before the upper dead point. Since the ambient temperature and pressure are the principal factors of time required for igniting, i. e. the ignition delay, in she said compression-ignition engine, the ignition delay may be reduced because the temperature and pressure at the igniting zone are increased by the cone 9, and furthermore, the igniting zone 16 is not influenced by the swirl of the air or other turbulence in the combustion chamber 34, therefor, ignition takes place in stable condition. Regarding the injection of the fuel 40, as illustrated, various cases can be considered such as directly injecting to the igniting zone 16, the case in which the fuel hits the external surface 22 of cone 9 and is heated, and the case in which the fuel is injected to the direction of the small orifice 13, then pre-mixed with the air stream coming into the small orifice 13, etc. , the ignition and combustion condition may be determined depending on the purpose of the engine by appropriately combining the above for mixing the fuel with the air. In addition, FIG. 8 shows, for convenience of explanation, the air stream and the injected fuel 40 on the left hand side and the combustion flame 17 on the right hand side from the center of figure. The combustion flame 17, thus ignited as above, ejects radially from the passage between the external surface 22 of the cone 9 and cylinder head 35 and the internal surface of piston 33 to the combustion chamber 34 as illustrated. And at such time the uncombusted fuel particulates are also ejected and rapidly mixed with the air in the combustion chamber 34 and burnt. After the combustion flame is ejected, the pressure in the igniting zone 16 becomes negative, and this sucks the air stream 38, this air stream 38 receives pressure and heat from the side and the bottom as the above mentioned combustion is added to the combustion flame 17, the said air stream 38 therefore rushes into the igniting zone 16. The air stream 38 is mixed with the fuel injected from the injection valve 36 and ignited by the residual radicals such as C₂, CH, etc. , and thereafter, this combustion flame 17 ejects again to the direction as explained and shown in figure. At the same time, the heat of said external surface 22 of the cone 9 further accelerate said ignition and combustion, and therefore the above mentioned series of combustion processes proceed in a high speed, and the circulation continues until all the fuel in the combustion chamber 34 is burnt. The external surface 22 of the cone may be cooled by the evaporation of the fuel. In addition, it is possible to convert alcohol into H₂ and CO or reform heavy oil to light oil if a catalyst is provided on the said external surface. And also water injection, separately from the fuel, onto the said external surface makes explosive evaporation possible. As described above, according to this invention, in the compression-ignition engine, the ignition delay becomes shorter and stable at each cycle, and as the fuel evaporation and mixing with the air is accomplished completely, so that a series of stable combustion processes are effected and local high temperature combustion and explosive deflagration are eliminated, therefore an engine operating with reduced noise and with reduced pollutant in the exhaust gas becomes available. It is possible to control the combustion freely to the preferred combustion cycle from Otto cycle to Diesel cycle employing the proper choice of combustion chamber, the igniting zone, the shape and dimension of the cone, etc. , the fuel injection characteristics and the compression pressure, etc. , the invention is adaptable to a wide range of engines from low to high r. p. m. engines, and furthermore, in comparison with the conventional pre-combustion -chamber type and swire-chamber type, the system increases heat efficiency because the heat loss is smaller as a result of the small total surface area of the combustion chamber. Next will be described the combustion process of an embodiment wherein this invention is applied to a type of compression-ignition engine shown in FIG. 9. The principal difference between this compression-ignition engine and aforementioned compression-ignition engine shown in FIG. 8 is that in this case the combustion chamber 41 is located not in the piston 44 but in the cylinder head 42 and combustion chamber cooling is simply accomplished through the cylinder head. The squish air stream 43 is deflected by the protuberance 45 on the center of piston 44 to the direction of the cone 9, around the igniting zone 16 a hollow 46 for swirl is provided and the air flow into said hollow 46 becomes swirl 47 therein and is intensively mixed with the injected fuel. A glow plug 48 is provided near the igniting zone 16 in order to improve the starting ability at lower temperature, thereby allowing a lower compression ratio than in the aforementioned compression-ignition engine may be employed. According to this invention, the mixing of the air stream in swirl condition with the injected fuel after ignition is a great advantage, further, no combustion gas remains in the sub-combustion chamber unlike the conventional sub-combustion chamber type engine, the said gas may be ejected simply from the igniting zone as exhaust gas. In this embodiment, the two legs 19 for the cone 9 to be installed under an electrically insulated condition on the cylinder head so as to allow for feed of electric current to the cone 9 through the legs 19 for heating the cone 9 itself, the cone may then constitute the glow plug thereby enabling elimination of the glow plug 48 and allowing a more simple construction for the engine. When the cone (9) is so designed as to be heated itself by feeding the electric current through it, an engine adaptable for various types of fuel is presented, as the temperature of the cone 9 may be approriately changed depending on the value of Cetan Number of the fuel. By replacing the glow plug with a spark plug, the spark-ignition engine with direct fuel injection into the combustion chamber is easily constructed. Further in the said embodiment if a lean admixture is drawn instead of air, and the fuel or a rich admixture is supplied to the igniting zone from the fuel valve, stratified lean combustion can be achieved. The above description relates to four cycle engines but it is obvious that this invention is easily applicable to two cycle engines also in the same manner. According to this invention it is possible to control the combustion, as explained above,with reference to the spark-ignition engine, reliable ignition and instantaneous and complete combustion are possible even with a lean admixture, and with reference to the compression-ignition engine a reduction of ignition delay, stable ignition and combustion, atomization of injected fuel and proper mixing with the air and the uniform combustion are provided, thereby enabling an effective combustion of the fuel, and an increase in the engine power output by the improvement of the thernal efficiency, a decrease in the fuel consumption and in the pollutant in the exhaust gas can be achieved, furthermore, it is possible to provide the internal combustion engine with highly stable starting ability and running as a result of reduction of the carbon deposition in the combustion chamber, and by maintaining the inside of the combustion chamber always clean by the spark plug protected from fuel soaking, contamination and wear. In addition, it is possible to operate the engine under a high compression ratio for high power output and to employ lean admixture since knocking is prevented. Another advantage of the invention in the spark-ignition engine is that direct fuel injection to the combustion chamber type engine can be realized with simplicity and low cost. In the compression-ignition engine, multi-fuel engine and low noise engine are realized with simplicity and low cost. Furthermore, according to this invention, by replacing the conventional spark plug of an existing spark ignition engine with the apparatus of this invention, the above mentioned effects can be achieved stably and simply without any modification in the engine itself.

Claims: An ignition device for an internal combustion engine comprising an outer shell, a center electrode (14), one end of which is intended to be connected to an electrical source, an insulating core (66) surrounding the center electrode (14) and disposed within said outer shell, the extremity of the other end of the center electrode (14) being exposed from said insulating core (66) and serving as an electrode for a spark discharge, and a flared baffle (9) secured to but spaced from said outer shell so that at least one peripheral flow space is defined between said baffle (9) and said outer shell, said baffle (9) extending from adjacent to said extremity of said center electrode (14) away from the outer shell, the dimension of the said baffle (9) increasing as it extends from said outer shell, an orifice (13) of said baffle (9) being in register with and being positioned in proximity with said extremity of said center electrode (14), characterised in that the spark gap for ignition extends between said centre electrode (14) and a point which is in a zone between said orifice and said outer shell or at the edge of the orifice (13). An ignition device according to claim 1 wherein the area of said orifice (13) is smaller than the peripheral flow space. An ignition device according to claim 2, wherein the total area of said peripheral flow space is at least four times the area of said orifice (13). An ignition device according to claim 2 or claim 3, wherein the total area of said peripheral flow space is greater than 33% and preferably 65% of the surface area of a virtual cylindrical surface derived using the maximum outer diameter of said baffle (9) and the height of said baffle. An ignition device according to claim 1 wherein said baffle is a truncated cone. An ignition device according to claim 1 wherein said baffle is of heat resistant material. An ignition device according to claim 1 wherein said baffle has a heat resistant coating on its surface. An ignition device according to claim 1 wherein said baffle has a catalyst on its surface. An ignition device according to claim 1 wherein said orifice is circular. An ignition device according to claim 1 wherein said orifice is cruciform. An ignition device according to claim 1 wherein said orifice has a diameter of about 3-5 mm. An ignition device according to claim 1, wherein a means (86 or 87) is provided on its outside for indicating the direction of said peripheral flow space. An ignition device according to claim 1, wherein said spark gap is positioned at a fixed angular position with the said peripheral flow space. An ignition device according to claim 1, wherein the spark gap extends from said centre electrode (14) to an outer electrode (15). A spark ignition engine wherein a compression chamber (5, 34, 41) is provided and an ignition device for igniting the fuel within the compression chamber, the ignition device being in accordance with any of claims 1 to 14. A spark ignition engine according to claim 15, wherein said peripheral flow space is aligned with an inlet for an admixture or air. A spark ignition engine according to claim 15, wherein an end wall (4, 35, 42) with a surrounding side wall and a piston (1, 33, 44) movably disposed in relation to said walls and adapted to cooperate therewith to form a compression chamber (5, 34, 41), wherein a tangent line of the external surface (22) of the truncated cone intersects at least a part of the top surface of the piston (1, 33, 44) around its upper dead point. A spark ignition engine according to claim 15, wherein an indication (86 or 87) is provided for recognizing the direction of said peripheral flow space from outside of said engine. A spark ignition engine according to claim 15, wherein said spark gap is positioned at a fixed angular position with said peripheral flow space. A spark ignition engine according to claim 15, having an end wall (4, 35, 42) with a surrounding side wall and a piston (1, 33, 44) movably disposed in relation to said walls and adapted to cooperate therewith to form a compression chamber (5, 34, 41), wherein the part of said end wall surrounding the baffle is of material whose melting point is higher than that of the material of the rest of the end wall. A spark ignition engine according to claim 15, wherein an annulus is provided in said compression chamber and adapted to cooperate with said baffle to increase the dimension of a baffle. A spark ignition engine according to claim 15 having an end wall (4, 35, 42) with a surrounding side wall and a piston (1, 33, 44) movably disposed in relation to said walls and adapted to cooperate therewith to form the compression chamber (5, 34, 41) wherein the ignition device is modified in that the flared baffle (9) is secured to the end wall (4, 35, 42) and not to the outer shell. A compression ignition engine comprising an end wall (35, 42) with a surrounding side wall and a piston (33, 44) movably disposed in relation to said end wall and adapted to cooperate therewith to form a compression chamber (34, 41) within which a combustion supporting gaseous medium introduced into said compression chamber (34, 41) can be compressed by moving said piston (33, 44) to reduce the volume and a thrust pressure resulting from combustion of fuel introduced into said compression chamber (34, 41) is applied to said piston (33, 44), and a flared baffle (9) positioned within said compression chamber (34, 41) so that at least one peripheral flow space is defined between said baffle (9) and said wall of the compression chamber, said baffle (9) extending from adjacent to said end wall (35, 42) away from said end wall (35, 42), the dimension of the said baffle (9) increasing as it extends from said end wall (35, 42), an orifice (13) of said baffle (9) being positioned in proximity to said end wall (35, 42) and a fuel supply means (36) for supplying fuel to a zone between said end wall (35, 42) and said baffle, the fuel being ignited in said zone. A compression ignition engine according to claim 23, wherein the area of said orifice (13) is smaller than the peripheral flow space. A compression ignition engine according to claim 24, wherein the total area of said peripheral flow space is at least four times the area of said orifice (13). A compression ignition engine according to claim 24 or claim 25, wherein the total area of said peripheral flow space is greater than 33% and preferably 65% of the surface area of a virtual cylindrical surface derived using the maximum outer diameter of said baffle (9) and the height of said baffle. A compression ignition engine according to claim 23, wherein said baffle is a truncated cone. A compression ignition engine according to claim 27, wherein a tangent line of the external surface (22) of the baffle intersects at least a part of the top surface of the piston (33, 44) around its upper dead point. A compression ignition engine according to claim 23, wherein the baffle is of heat resistant material. A compression ignition engine according to claim 23, wherein the baffle has a heat resistant coating on its surface. A compression ignition engine according to claim 23, wherein the baffle has a catalyst on its surface. A compression ignition engine according to claim 23, wherein said orifice is circular or cruciform. A compression ignition engine according to claim 23, wherein said orifice has a diameter of about 3-5 mm. A compression ignition engine according to claim 23, wherein the part of said end wall surrounding the baffle is of material whose melting point is higher than that of the material of the rest of the end wall. A compression ignition engine according to claim 23, wherein said baffle is exposed to the combustion supporting gaseous medium introduced from an intake port. A compression ignition engine according to claim 23, wherein said baffle is exposed to a fuel introduced into the combustion chamber.

Inventors: NAGAOKA TADASHI, NAGAOKA, TADASHI
Applicants: HI TECH INTERNATIONAL LAB COMP, HI-TECH INTERNATIONAL LABORATORY COMPANY LIMITED
Application year: 1988
Main classification: F02B1
IPC codes: F02F1, F02B23, F02B19, H01T13, F02B75, F02B1, F02B3, F02B5