Patent GB-1511864-A (GB)
Title: Piston-type internal combustion engine
IPC: F02D13/02
Filed: 1975-06-13
Abstract: 1511864 Regulating IC engines; fuel injection pumps D LURIA 13 June 1975 [14 June 1974 8 April 1975. (2)] 25413/75 Headings F1A and F1B The combustion chamber of an I.C. engine receives charge controlled by means which delays the closing of the inlet valve in response to movement of a control member e.g. an accelerator, the delay causing part of the induced charge to be expelled from the combustion chamber via the inlet port during the compression stroke, additional means being provided for maintaining a substantially constant effective compression ratio under all operating loads. In one embodiment, Fig. 7, the valve timing is governed by a piston 151 in an hydraulic chamber 150 which resists the return of air inlet valve 122 during the compression stroke. An auxiliary cylinder 112 contains a piston 114 movable against a spring 116 under the action of the pressure within the combustion chamber 126 to expand the chamber by an amount depending upon the charge contained therein, to maintain the effective compression ratio constant, and to inject fuel via injector 186 in an amount dependent upon the degree of upward movement of piston 114. The movement of piston 114 is controlled by the pressure of fluid in hydraulic chamber 134 which is governed by a valve V2, Fig. 8, containing a spring 172 which acts to compensate for non-linearity in spring 116, and an engine-driven cam controlled valve V3 which prevents fluid from being expelled from chamber 134 via valve V2 during the compression stroke to limit the upward movement of piston 114, fluid being supplied to chamber 134 by a pump 156 via non-return valve V1. A pressure sensitive adjustable valve V4 relieves the pressure within chamber 134 during the compression stroke when the gas-pressure within the combustion chamber exceeds a pre-selected value, thereby permitting piston 114 to rise, the valve acting as an anti-pollution control by simultaneously cutting the fuel supply to injector 186. The fluid-pressure in chamber 150 is governed by valves V5 and V6, V5 being pressure sensitive and acting to isolate the pressure in chamber 150 from the inlet pressure in line 192 so that the movement of piston 151 is controlled by valve V6 in accordance with the position of a cam follower 208 acted upon by enginedriven cam 206 and which, instead of the normal throttle valve, is controlled by the accelerator 210. Alternatively, the valve 122 could pass fuel/air mixture. In another embodiment, Fig. 12 (not shown), valve V6 is modified to augment the lifting of piston 114 during compression by an amount dependent upon engine load, and braking is provided by a valve (V7), coupled to the brake-control which prevents the rise of the piston 114 during compression and permits its rise during the expansion stroke. In a further embodiment, Fig. 9 (not shown), the inlet valve lift is governed by a metering pin coupled to the accelerator and not by camoperated valve V6. In another arrangement, Fig. 10 (not shown), the hydraulic system for controlling the upward movement of the auxiliary piston 114 is eliminated and the movement of piston 114 may be governed by a cam (232) coupled to the accelerator, and the piston 114 may be urged downwardly by a spring (234) to provide complete  exhaust.