CN101346536B - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
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- CN101346536B CN101346536B CN2006800492705A CN200680049270A CN101346536B CN 101346536 B CN101346536 B CN 101346536B CN 2006800492705 A CN2006800492705 A CN 2006800492705A CN 200680049270 A CN200680049270 A CN 200680049270A CN 101346536 B CN101346536 B CN 101346536B
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- combustion engine
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- 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
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Abstract
A high thermal efficiency lean-burn spark-ignition two or four stroke engine operable unthrottled suitable for vehicles using gasoline. It uses an indirect combustion chamber and a transfer orifice with shaping of the combustion chamber to produce a jet of air moving in helical swirl motion around the chamber during the compression stroke. Fuel is injected into the chamber aimed into the air jet to assist rapid vaporisation. The position and orientation of the fuel injector ensures that fuel arrives near the spark plug even under idling conditions and the helical swirl flow ensures the stratification of the ignitable mixture formed near the plug. The compression ratio of the engine can also be variable and a second fuel injector can be provided.
Description
Technical field
The present invention relates to a kind of spark ignition reciprocating internal combustion engine of operation under four-stroke or two stroke IC engine circulation.
Background technique
The invention particularly relates to the lean-burn spark-ignited engines of using stratified charge methods.This internal-combustion engine can under the situation that does not limit air inlet partial load or even non-loaded under operate, under partial load, have the higher thermal efficiency thereby impel.
The present invention is applicable in the use of automobile and motorcycle, and has the potentiality of fuel saving in a large number.
Summary of the invention
Can be configured under constant compressibility or variable compression, operate according to internal-combustion engine of the present invention.
The invention particularly relates to some development and improvement on the described internal-combustion engine of WO2005/052335 patent application basis.
Therefore, the invention provides a kind of internal-combustion engine, it comprises:
Cylinder;
The piston that in cylinder, moves back and forth;
The air inlet system that is communicated with cylinder;
The venting gas appliance that is communicated with cylinder;
The non-direct firing chamber that is communicated with cylinder, this non-direct firing chamber comprises near-end and the far-end with respect to piston;
Be positioned near the transfer orifice that cylinder is communicated with described firing chamber in firing chamber, this transfer orifice is suitable for during the compression stroke of piston air-spray being sent into the firing chamber;
Impel air in the firing chamber with the device of helical swirl motion, this helical swirl motion comprises that this axial velocity component is away from near-end and points to far-end around the tangential speed component of firing chamber periphery with along the axial velocity component of firing chamber;
Be positioned at the spark ignition device of firing chamber;
The fuel injection system that is communicated with the firing chamber, this fuel injection system are suitable on a direction some fuel are sent in the air-spray in the firing chamber, and it also makes spark can put burning mixt and can form in the gas that arrives described spark ignition device place;
The controller of control fuel injection process and spark ignition process;
It is characterized in that the axial velocity component of helical swirl motion is by being positioned at the surperficial caused of firing chamber.
Everybody can notice, in the internal-combustion engine described in the preceding WO2005/052335 patent application, transfer orifice is to be used as the controlled vortex flow velocity component and with unique device of the axial velocity component that promotes firing chamber internal spiral eddy current.Spiral vortex is the key that improves layering among the present invention.Axial velocity component is to be produced greater than 90 degree by the tilt angle between the axle of the axle of transfer orifice and firing chamber.Tangential or the swirl velocity component of tangent position decision of transfer orifice.Yet, having stable axial velocity component for making the air stream that passes transfer orifice, so simple design but needs quite long transfer orifice.Since the air high-speed mobile when passing transfer orifice with the transfer orifice wall between air friction and heat loss increase so thermal efficiency of the extra length reduction internal-combustion engine of transfer orifice.Transfer orifice causes the elliptical aperture that extends at the inclination of cylinder end inlet, thereby reduces the valve usable area and hinder air-intake of combustion engine.
The invention provides a kind of raising drives a minimum axial velocity component of spiral vortex in the firing chamber device improvement, new.This device overcomes all shortcomings of mentioning at epimere.The present invention is by realizing at the suitable internal surface of burning interior structure.The present invention has overcome the demand to the inclination transfer orifice.Preferably, the present invention or by at the near-end of firing chamber structure end wall to form spiral ramp, perhaps provide helical groove, or the mixing of two kinds of methods is used by periphery in the firing chamber.In these two kinds of methods, air has axial velocity component by the interior plane of inclination of designing for this purpose.Since the ratio of axial and tangential speed component is crucial for obtaining the required spiral vortex of smooth combustion, the structure on above-mentioned surface needs careful design.
Spiral ramp forms as wriggles around the wedge shape of firing chamber axle, resembles screw thread, strides across quite short distance.The ramp stops after having changeed suitable angle around axle, and angle preferably is no less than 270 degree.To under illustrated help, explain after the structure in ramp.
Another kind of helical groove is the peripheral channel (for example 22 among Fig. 2) that is carved into the firing chamber peripheral wall, resembles the groove with the nut of screwed screw fit.Preferably, groove is entered near the beginning at place, firing chamber by transfer orifice.Since air is imported into around the eddy current of periphery, firing chamber, the part air also will be pushed to the far-end of firing chamber by groove.Internal combustion (IC) Engine Design personnel can select the yardstick of groove, just the degree of depth of groove, shape and enter the firing chamber the axle penetrate.This structure believe can oneself explanation (self explanatory), therefore do not have illustrated aid illustration.
In addition, the present invention also provides a kind of solution to internal-combustion engine fueling demand, and its permission is operated in the scope of whole air-fuel ratio.During compression stroke, air in a single day pass transfer orifice enter non-direct firing chamber by cylinder after fuel just add in the air.The air quality of transmission is non-linear increase in the high value from the relative low value of compression stroke starting stage to the compression stroke ending phase, time per unit, and the density and the speed of the air in the ending phase transfer orifice of compression stroke rise sharply.Thereby fuel injection system need increase the mass velocity of transfer the fuel gradually during the compression stroke of each engine cycle, is beneficial to that fuel is sent into air-spray and makes formed mixture incendivity.According to known to the people up to the present, also have this conveying capacity on the market without any a kind of independent fuel injector.Therefore, the present invention is at two fuel injectors of critical positions configuration of firing chamber.First fuel injector has lower fuel mass flow velocity in the unit time, be positioned at the near-end of firing chamber and point to far-end, and it is at transfer the fuel in the period early of compression stroke.Second fuel injector has sufficiently high fuel transfer rate, aims at the air-spray that is penetrated by transfer orifice, and it can transport fuel under later stage of compression stroke and higher engine load, burner oil still if necessary even after igniting.
The present invention also provides a kind of device that changes the internal-combustion engine compressibility during operation by the volume of movable piston adjusting firing chamber.This device can increase compressibility under the condition of rarefied air-fuel ratio, thereby increases the thermal efficiency of the internal-combustion engine of partial load under the situation that does not have pre-ignition or explosion risk.
The term air here is used to describe pure or comprises such as fuel Products or even other gases of hydrocarbon gas.Term mixture is described the air that is mixed with the evaporated fuel that is used to burn.The term lean mixture is used to describe gas and fuel mixture, and its spark ignition device that can not be used in the internal-combustion engine is directly lighted.The term lean combustion is used to describe internal-combustion engine here by using the ability of layered mode with the overall lean mixture burning.
The term ignition pot is used to describe the cavity with vacant volume, and an end of this cavity comprises spark plug, and this volume is communicated with the firing chamber by a hole, and the diameter in this hole is less than the diameter of spark plug thread part.
Term spark plug and ignition mechanism may comprise the spark plug that is positioned at ignition pot equally.
Term BMEP is described in the brake mean-effective pressure in the cylinder.
The firing chamber is described in the term chamber.Preferably, the firing chamber is that the center is axisymmetric, and is for example cylindrical or conical, but also can be other shape that is beneficial to use.
Description of drawings
The present invention is here further by example and describing with reference to the accompanying drawings, and wherein accompanying drawing is not to draw in proportion and the purpose in order to illustrate just.
Fig. 1 is the copy pattern as Fig. 1 in the WO2005/052335 patent application of reference;
Fig. 2 shows the similar view that internal-combustion engine shown in Figure 1 is arranged, but is based on the present invention, and the use of the internal surface of the axial velocity component that improves air-spray is shown;
Fig. 3 shows the interior cross sectional view towards the firing chamber near-end, and wherein internal surface is made of the spiral ramp across 270 degree, and its end elevation is simplified by ignoring wall thickness;
Fig. 4 shows along the view of the S direction of Fig. 3, for the purpose that spiral ramp 8B possibility shape is described separately, ignores the diagram of thickness and the deletion transfer orifice 7 and the fuel injector 11 of chamber wall once more;
Fig. 5 is similar to Fig. 3 and 4, shows the expansion spiral ramp that transmits tangential motion and axial motion;
Fig. 6 and 7 is similar to Fig. 3, but shows some the possible design modification about spiral ramp;
Fig. 8 shows an embodiment with two fuel injectors;
Fig. 9 shows the cross section that the hydraulic driving of utilizing piston has the firing chamber of variable compression;
Figure 10 shows the cross section that the motor driving of utilizing piston has the firing chamber of variable compression.
Embodiment
In the previous layout shown in Figure 1, the required axial velocity component of spiral vortex is that the major axis by firing chamber 6 favours the major axis of cylinder 2 and major axis that transfer orifice 7 favours the firing chamber causes.According to a preferred embodiment of the present invention, the major axis of firing chamber is perpendicular to the major axis of cylinder, and axial velocity component is to be caused by the internal surface that suitably is provided with in the firing chamber.
In the layout as shown in Figure 1, piston 1 is moving up in cylinder 2 during the compression stroke as shown.Firing chamber 6 communicates with cylinder by transfer orifice 7.Independent fuel injector 11 crosses air-spray 40 transfer the fuels.Shown fuel cone and air-spray intersect, and diffuse to the whole diameter of cylindrical combustion chamber when fuel arrives the residing far-end 10 of spark plug 9.This schematic representation also shows with the streamline 14 of helical swirl motion around periphery 22 rotations of firing chamber.Cylinder 2 (not shown) in known manner is communicated with suction valve and outlet valve.Firing chamber 6 is columniform, and spark plug 9 is positioned at its far-end 10 places.Transfer orifice 7 favours the major axis of firing chamber 6 with the obtuse angle, and enters firing chamber 6 at near-end 8, and its direction has axially and tangential component.Timing and endurance that combustion engine control (not shown) decision fuel sprays, the time of fuel channel pressure and spark ignition, these are all as described in the WO2005/052335 patent application.
The many parts in embodiment illustrated in fig. 2 and the parts of layout shown in Figure 1 have identical functions, and have identical reference number.Total functions of components will no longer repeat.Air-spray 40 in the present embodiment enters in the firing chamber 6, and the major axis of itself and firing chamber is an angle of 90 degrees and has tangential speed component and do not have axial velocity component.Axial velocity component is caused by internal surface skewed in the firing chamber, is especially caused by the end wall that is positioned at near-end 8, and streamline 14 is along the inclination angle of end wall and go thus.
In form, not shown, proximal end wall can be tilted towards far-end by a side direction opposite side, and the farthest side in Distance Transmission aperture 7 is nearer than the nearest lateral extent far-end in Distance Transmission aperture 7.In general, proximal end wall can form and comprise the inclined surface that points to vertically away from near-end.
In a preferred form of the present invention, proximal end wall can form more complicated form, and for example around the formed spiral ramp of peripheral wedge spiral, this spiral ramp has (preferred increase) constant or that change gradient.
Fig. 3 and 4 shows an embodiment of above-mentioned layout.Figure 3 shows that the internal view of 8 near-ends towards the firing chamber, the entry port of visible fuel injector 11, transfer orifice 7 and representative enter the vector of air-spray 40 velocity vectoies of firing chamber in the ingress in this internal view.What illustrate equally moves streamline 14 with the spiral rotation mode in addition.Radial line A shows the section start of the elevating screw ramp 8B that follows platform 8A, and described platform 8A overlaps with the limit of (circle) transfer orifice 7.Ramp 8B extends across 270 degree around the firing chamber, to the line B that ends at wall 8C, this wall 8C is parallel with the major axis of firing chamber and the limit of ramp 8B is connected with platform 8A.
Fig. 4 shows spiral ramp 8B among Fig. 3 in more intuitive mode, and it comprises the streamline 14 that moves along the ramp.Yardstick P represents the half way up the mountain degree of spiral, the intensity of this gradient decision helical swirl motion axial component.In the present embodiment, the gradient is constant.
Fig. 6 and 7 shows the two kind structures of extension across the spiral ramp of different arc angle K1 and K2.In Fig. 6, ramp 8B ends at line B and the raised platform 8E that comprises line B is followed in the back.In Fig. 7, short ramp ends at line B and does not follow raised platform thereafter.Line B also is positioned at the wall 8C that extends back platform 8A.
For the designer of internal-combustion engine, the selection of radian K, the shape of platform 8A, 8E and wall 8C and length all are variable.
In addition, the internal surface of employing firing chamber produces or amplifies the tangential motion of air stream, and perhaps only rely on the position of transfer orifice to go to finish whole task with replacement is desirable.Layout illustrated in fig. 5 is similar to Fig. 2's, extends beyond 270 degree but the spiral ramp 8B among Fig. 2 centers on the periphery of firing chamber, extends 310 degree and end at line B in the present embodiment.
In this diagram, end wall 8C can remain in apart from the positions of the cavity C under spiral ramp 8B the end of greater than 270 degree.The roof of cavity can be expanded transfer orifice 7 in the firing chamber that enters under the lid (roof) effectively under the ramp.Whole or the part of deflection wall 8D is positioned at lid down and near the firing chamber, and it can be used for air-spray deflection with tangent direction towards the peripheral of firing chamber and enter open space 8A.
The port one 1 of first fuel injector is arranged at platform 8A, makes injected fuel spray arrive the far-end of the residing firing chamber of spark plug.
The deflection circumferential flux continues the initial radial line A through spiral ramp 8B from here.
Deflector surface 8D can be processed into curved surface, plane or both mixing, and can extend beyond the lid of ramp 8B end as shown in the figure or can end at the line B of ramp termination.
Above-mentioned layout can be used with transfer orifice 7, this transfer orifice be positioned at as shown in Figure 5 slightly away from extreme tangent position place.In this way, tangential speed component is by common transmission of nearly tangent line orientation of internal surface 8D and air-spray 40.
Fig. 8 shows the internal-combustion engine when the internal-combustion engine compression stroke finishes secondary piston 1 and is in 30 cranks and spends.In the example example of this simplification, be provided with two fuel injectors that fuel injection system is provided jointly in the firing chamber.First fuel injector 11 is aimed at the far-end of firing chambers, the injected fuel spray of preferably ejecting across and pass through from transfer orifice 7 leaked-in air jets.111 pairs of brigadier's injected fuel spraies of second fuel injector are conveyed into vertically from transfer orifice leaked-in air jet, and point to the opposite direction of air stream.The selection of illustrated piston position is an example when being positioned at shade volume that piston 1 top is denoted as V1 and equaling the volume V6 of firing chamber in size.Thus, the air quality of being held in above-mentioned two volumes is close to and equates.If fuel injector 111 keeps inaction, the air in the volume V1 of piston top does not comprise fuel, and the air in the volume V6 of firing chamber will comprise fuel simultaneously, and this fuel is by near layering spark plug of spiral vortex air movement.If now spark plug 9 is applied voltage, the mixture in the volume V6 will burn, but in combustion process, have only original half quality air in cylinder to be used.
At present embodiment, first fuel injector 11 provides half to have the air of fuel in the scope of 150 to 180 crank degree of compression stroke.If use all oxygen in the air in combustion process, second fuel injector 111 is only crossed over 30 crank degree just needs to carry identical fuel quantity.The fuel mass that sprays in the time per unit is divided equally than by the crank degree, and they need be greater than five times that are sprayed by first fuel injector.
If can improve the flow velocity of first fuel injector 11 more than five times in the control by control system for internal combustion engine during the compression stroke, second sparger can not need, but the sparger that flow velocity is variable is because can't change immediately at short notice once accepting instruction, thereby can have the opposite effect.
During from idling to medium BMEP, first fuel injector 11 is operating internal-combustion engines independently, but for bigger output, just needs second fuel injector 111 transfer the fuel in same engine cycle.Since in the tailend of compression stroke, the speed of air and density will reach maximum in the transfer orifice, the fuel of second fuel injector ejection will with enter firing chamber and and air mixing with the first water flow velocity.This will help the flash evaporation that is conveyed into the fuel of air from fuel injector 111.Formed mixture will be lighted the flame ignition that mixture produced that first sparger 11 is carried by spark plug 9.
Though use two fuel injectors to sound some waste, the expense that can pay seldom can make the thermal efficiency of the diesel engine of gasoline engine and partial load compete.
Should be understood that second fuel injector 111 also can be by being controlled at burner oil during the burning, thereby fuel is burnt as the combustion process of diesel engine after conveying.
Should be understood that equally, because second fuel injector 111 is relative with the transfer orifice direction, at air-spray weak or introducing stroke during, when compression stroke early stage or both have both at the same time, some operation of internal combustion engine state has and is beneficial to second fuel injector 111 and passes transfer orifice 7 and directly fuel injection into cylinder 2.Thus, the air-spray that is delivered into the firing chamber during compression stroke also can comprise some fuel.
The operation of internal-combustion engine can be described below.Under the idling for internal combustion engine condition, first fuel injector stops then at a spot of fuel of early stage conveying of compression stroke.This moment, the speed of air-spray was less, and fuel arrives distal end wall 10 and deposits thereon.The fuel that free evaporation is deposited when air arrives firing chamber 10 far-ends, helical swirl motion guarantee the gained mixture remain on end wall 10 near.Near flashing igniting above-mentioned abundant the mixture that is enough to burn, thus make internal-combustion engine produce non-throttling idle running.
Between idling and medium speed the time, the fuel time of delivery of sparger 11 prolongs to BMEP, simultaneously the time-optimized burning by control injection beginning and end.Second fuel injector 111 keeps inaction in this scope.
During to higher BMEP output, also when the speed of air-spray and density increase suddenly, second fuel injector 111 is also started when finishing near compression stroke first fuel injector 11 has started after.After spark plug 9 igniting, flame arrives by second fuel injector 111 and injects the formed fuel mixture of fuel, second fuel injector 111 even can still can continue to inject fuel during burning.In some internal combustion (IC) Engine Design, the second spark plug 9B is arranged near the near-end 8 of firing chamber, this has and helps fire fuel under high capacity.
As common practice, can come fuel metering to spray flow velocity by the fuel channel pressure that changes the fuel injector ingress, in order to deal with the variation of engine speed.
Fig. 9 and 10 illustrates the situation of variable compression of the present invention.As previously mentioned, air mode with spiral vortex in firing chamber 6 moves.
For variable compressibility is provided, cylindric firing chamber 6 comprises movably wall or the interface that exists with piston 100 forms at its far-end.Piston is equipped with peripheral multi-sealed thing 101, and the ring-like sealer of piston for example can bear the temperature of rising.Be the protection sealer, but the inwall of cooling combustion chamber.Be in its innermost position shown in the piston, reach the maximum value of compressibility, can't be moved further by ridge 102 restrictions, ridge 102 can provide extra sealing surface.
Fig. 9 shows two kinds of possible positions of spark plug 9.If want to be in position 9A, need pipe 109 to surround pistons, pipe 109 is connected to piston by the sealing joint, the mode by welding for example, and when the common sealer 110 that needs oneself when mobile of pipe and piston.
If select to be in position 9B, need be when piston be in as shown in the figure inner side, allow spark ignition under the condition at lean combustion in surface near piston.Two kinds of spark plugs shown in the figure all are arranged in the igniting hole that is communicated with the firing chamber by aperture, are beneficial under idling and low loading condition to reduce the fuel of the injecting spark plug of getting wet, since but exposing spark plug can guarantee that also igniting just there is no need like this.
As shown in Figure 9, piston remains on the position of place's high compression rate state, and under starting just, low loading condition, the hydraulic tubing controller allows liquid to be flowed out by cavity 107 when supply of fuel increases, and piston can reach peak cylinder and press when being in than the little compressible position.The cylinder peak value is pressed when being restricted to predetermined value the outflow that variable pressure-relief valve can controlling liquid.
Figure 10 shows the mechanical means of driving and control piston 100 positions.Piston is connected in screwed bar 108, and nut 111 is limited in the pipe box and therein can be by the motion of rotation driven plunger.Rotate as shown in the figure by worm screw 113 and being provided with of wheel 112 and realize that worm screw can be by electrical motor driven, as stepper motor.This method allows piston accurately to locate in its moving range, but it compares the more parts of needs with the hydraulic system of multi-cylinder engine.
The ability of variable compression can be applicable to the four-stroke and the two stroke internal-combustion engine of normal suction, turbosupercharging or supercharging.Reaching medium peak cylinder when high BMEP operates presses.
Claims (11)
1. an internal-combustion engine comprises:
Cylinder;
The piston that in cylinder, moves back and forth;
The air inlet system that is communicated with cylinder;
The venting gas appliance that is communicated with cylinder;
The non-direct firing chamber that is communicated with cylinder, this non-direct firing chamber comprises near-end and the far-end with respect to piston;
Be positioned near the transfer orifice that cylinder is communicated with described firing chamber in firing chamber, this transfer orifice is suitable for during the compression stroke of piston air-spray being sent into the firing chamber;
Impel air in the firing chamber with the device of helical swirl motion, this helical swirl motion comprises that this axial velocity component is away from near-end and points to far-end around the tangential speed component of firing chamber periphery with along the axial velocity component of firing chamber;
Be positioned at the spark ignition device of firing chamber;
The fuel injection system that is communicated with the firing chamber, this fuel injection system are suitable on a direction some fuel are sent in the air-spray in the firing chamber, and it also makes spark can put burning mixt and can form in the gas that arrives described spark ignition device place;
The controller of control fuel injection process and spark ignition process;
It is characterized in that the axial velocity component of helical swirl motion is by being positioned at the surperficial caused of firing chamber, the internal surface of this firing chamber is the form of spiral ramp.
2. internal-combustion engine according to claim 1, wherein, this spiral ramp radially extends to the periphery of firing chamber, and crosses over the angle of spending less than 360 around the axle of firing chamber.
3. internal-combustion engine according to claim 1, wherein, the internal surface of this firing chamber is the form with the helical groove that is formed at the periphery, firing chamber.
4. internal-combustion engine according to claim 1, wherein, this fuel injection system is the fuel injector that points to the firing chamber far-end.
5. internal-combustion engine according to claim 1, wherein, this fuel injection system comprises first fuel injector and second fuel injector, second fuel injector points to transfer orifice.
6. internal-combustion engine according to claim 5, wherein, this first fuel injector can be to the firing chamber transfer the fuel during identical engine cycle with second fuel injector.
7. internal-combustion engine according to claim 1, wherein, the far-end of this firing chamber is suitable for driving sliding piston and changes the position, and keeps crossing over along the axle of firing chamber the state of limited intended distance, and the aeroseal of periphery, firing chamber is provided simultaneously.
8. internal-combustion engine according to claim 7, wherein, this piston motion is hydraulically powered.
9. internal-combustion engine according to claim 7, wherein, this piston motion is mechanically operated.
10. internal-combustion engine according to claim 1, it is operated with two stroke cycle.
11. internal-combustion engine according to claim 1, it is operated with four stroke cycle.
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GBGB0600301.6A GB0600301D0 (en) | 2006-01-09 | 2006-01-09 | Internal combustion engine |
| GB0600301.6 | 2006-01-09 | ||
| GB0600843A GB0600843D0 (en) | 2006-01-16 | 2006-01-16 | Internal combustion engine |
| GB0600843.7 | 2006-01-16 | ||
| GB0609721A GB0609721D0 (en) | 2006-05-17 | 2006-05-17 | Internal combustion engine |
| GB0609721.6 | 2006-05-17 | ||
| PCT/GB2006/004840 WO2007080366A1 (en) | 2006-01-09 | 2006-12-21 | Internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101346536A CN101346536A (en) | 2009-01-14 |
| CN101346536B true CN101346536B (en) | 2010-05-19 |
Family
ID=35911546
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2006800492705A Expired - Fee Related CN101346536B (en) | 2006-01-09 | 2006-12-21 | Internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN101346536B (en) |
| GB (1) | GB0600301D0 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB201520221D0 (en) * | 2015-11-17 | 2015-12-30 | Merritt Dan | Internal combustion engine |
| WO2018065751A1 (en) * | 2016-10-04 | 2018-04-12 | Motodan Limited | Spark ignited internal combustion engine |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2855907A (en) * | 1954-03-20 | 1958-10-14 | Maschf Augsburg Nuernberg Ag | Internal combustion engine system |
| CN87101829A (en) * | 1987-03-07 | 1987-09-16 | 梁刚 | Piston top short-term eddy combustion chamber |
| CN1077778A (en) * | 1992-04-14 | 1993-10-27 | 华中理工大学 | Variable passage swirl chamber type combustion chamber |
-
2006
- 2006-01-09 GB GBGB0600301.6A patent/GB0600301D0/en not_active Ceased
- 2006-12-21 CN CN2006800492705A patent/CN101346536B/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2855907A (en) * | 1954-03-20 | 1958-10-14 | Maschf Augsburg Nuernberg Ag | Internal combustion engine system |
| CN87101829A (en) * | 1987-03-07 | 1987-09-16 | 梁刚 | Piston top short-term eddy combustion chamber |
| CN1077778A (en) * | 1992-04-14 | 1993-10-27 | 华中理工大学 | Variable passage swirl chamber type combustion chamber |
Also Published As
| Publication number | Publication date |
|---|---|
| GB0600301D0 (en) | 2006-02-15 |
| CN101346536A (en) | 2009-01-14 |
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