Spark-ignition internal combustion engine

Claim 2

A spark-ignition internal combustion engine, comprising: a combustion chamber defined by the cylindrical wall of a cylinder of the engine, the inner wall surface of the cylinder head of the engine closing the one end of the cylinder, and the crown of a piston reciprocally movably disposed within the cylinder; air-fuel mixture supply means for producing an air-fuel mixture for the combustion chamber by mixing fuel and intake air inducted into the combustion chamber; means for adding substantially inert gas to the air-fuel mixture, said substantially inert gas being mixed gases which remain substantially inert after the combustion of the fuel in the combustion chamber, said means for adding substantially inert gas including control means capable of controlling the ratio of fuel combusted in the combustion chamber and the substantially inert gas in the range from 1:13.5 to 1:18.5 by weight, during normal engine operation; a spark plug disposed in the combustion chamber, said spark plug having a central electrode and a side electrode defining therebetween a spark gap said spark plug being located such that the volume defined in the combustion chamber by the inner spherical surface of an imaginary sphere in the combustion chamber occupies more than 35% of the volume of the combustion chamber which is defined by the crown of the piston at top dead center, said imaginary sphere being formed with its center at the midpoint of the spark gap with a radius R (meter) which is represented by the following equation: R=θRc/6N where, θ= spark advance (crank angle, degrees) N=engine speed (rpm) Rc=combustion rate (m/s).

Claim 3

A spark-ignition internal combustion engine, comprising: a combustion chamber defined by the cylindrical wall of a cylinder of the engine, the inner wall surface of the cylinder head of the engine closing the one end of the cylinder, and the crown of a piston reciprocally movably disposed within the cylinder: air-fuel mixture supply means for producing an air-fuel mixture for the combustion chamber by mixing fuel and intake air inducted into the combustion chamber; means for adding substantially inert gas to the air-fuel mixture, said substantially inert gas being mixed gases which remain substantially inert after the combustion of the fuel in the combustion chamber, said means for adding substantially inert gas including control means capable of controlling the ratio of fuel combusted in the combustion chamber and the substantially inert gas in the range from 1:13.5 to 1:18.5 by weight, during normal engine operation; a spark plug disposed in the combustion chamber, said spark plug having a central electrode and a side electrode defining therebetween a spark gap, said spark plug being located such that the volume defined in the combustion chamber by the inner spherical surface of an imaginary sphere in the combustion chamber occupies more than 35% of the volume of the combustion chamber which is defined by the crown of the piston at the top dead center, said imaginary sphere being formed with its center at the midpoint of the spark gap with a radius R(meter) which is calculated by the following equation when engine speed is 2,000 rpm: R=θRc/12,000 where, θ=spark advance (crank angle, degrees) Rc=combustion rate (m/s).

Claim 4

A spark-ignition internal combustion engine, comprising: a combustion chamber defined by the cylindrical wall of a cylinder of the engine, the inner wall surface of the cylinder head of the engine closing the one end of the cylinder, and the crown of a piston reciprocally movably disposed within the cylinder: air-fuel mixture supply means for producing an air-fuel mixture for the combustion chamber by mixing fuel and intake air inducted into the combustion chamber; means for adding substantially inert gas to the air-fuel mixture, said substantially inert gas being mixed gases which remain substantially inert after the combustion of the fuel in the combustion chamber, said means for adding substantially inert gas including control means capable of controlling the ratio of fuel combusted in the combustion chamber and the substantially inert gas in the range from 1:13.5 to 1:18.5 by weight, during normal engine operation; a spark plug disposed in the combustion chamber, said spark plug having a central electrode and a side electrode defining therebetween a spark gap, said spark plug being located such that the volume defined in the combustion chamber by the inner spherical surface of an imaginary sphere in the combustion chamber occupies more than 35% of the volume of the combustion chamber which is defined by the crown of the piston at the top dead center, said imaginary sphere being formed with its center at the midpoint of the spark gap with a radius R(meter) which is calculated by the following equation when engine speed is 2,000 rpm: R=θRc/12,000 where, θ=spark advance (crank angle, degrees) Rc=combustion rate (m/s).

Claim 5

A spark-ignition internal combustion engine as claimed in claim 2, further comprising means for purifying the exhaust gases discharged from the combustion chamber at least by oxidizing the unburned constituents contained in the exhaust gases.

Claim 6

A spark-ignition internal combustion engine as claimed in claim 2, in which the substantially inert gas includes residual gas which remains in the combustion chamber during the exhaust stroke, exhaust gas which is supplied from the exhaust system of the engine to the combustion chamber, and nitrogen gas contained in the intake air.

Claim 7

A spark-ignition internal combustion engine as claimed in claim 4, in which said substantially inert gas further includes oxygen gas contained in excess air contained in an air-fuel mixture leaner than stoichiometric when the engine is operated on an air-fuel mixture leaner than stoichiometric.

Claim 8

A spark-ignition internal combustion engine as claimed in claim 2, in which the substantially inert gas adding means includes exhaust gas recirculating means for controllably supplying the exhaust gas of the engine into the combustion chamber through the intake system of the engine, said exhaust gas recirculating means including an exhaust gas recirculation passageway connecting a portion of the exhaust system of the engine and a portion of the intake system of the engine, and means for so controlling the amoung of the exhaust gas supplied to the combustion chamber through said exhaust gas recirculation passageway that the maximum EGR rate lies at an engine operating range where the frequency of acceleration is the highest during normal engine operation.

Claim 9

A spark-ignition internal combustion engine as claimed in claim 6, in which the exhaust gas amount control means is so arranged to control the exhaust gas amount that the maximum EGR rate lies at an engine operating range where engine speed is within a range of 1400 to 2000 rpm and intake manifold vacuum is within a range of 150 to 200 mmHg.

Claim 10

A spark-ignition internal combustion engine as claimed in claim 6, in which the exhaust gas amount control means includes a first exhaust gas recirculation control valve disposed in said exhaust gas recirculation passageway and arranged to control the amount of the exhaust gases passing through said gas recirculation passageway in response to the venturi vacuum generated at the venturi portion of the carburetor of the engine, and a second exhaust gas recirculation control valve disposed in the exhaust gas recirculation passageway between said first exhaust gas recirculation control valve and the intake system and arranged to control the amount of the exhaust gases passing through the exhaust gas recirculation passageway in response to the intake vacuum generated at the intake system of the engine.

Claim 11

A spark-ignition internal combustion engine as claimed in claim 8, in which said first exhaust gas recirculation control valve includes a first valve head movably disposed in said exhaust gas recirculation passageway and arranged to open or close said exhaust gas recirculation passageway, and a first vacuum responsive diaphragm to which said first valve head is fixedly connected, normally urged by a first spring in the direction to cause said first valve head to close said exhaust gas recirculation passageway, said first diaphragm member being arranged to move in the direction to cause the first valve head to open said exhaust gas recirculation passageway in response to the vacuum generated at the venturi portion of the carburetor of the engine.

Claim 12

A spark-ignition internal combustion engine as claimed in claim 9, in which said second exhaust gas recirculation control valve includes a second valve head movably disposed in said exhaust gas recirculation passageway between said first valve head and the intake system and arranged to open or close said exhaust gas recirculation passageway, and a second vacuum responsive diaphragm to which said second valve head is fixedly connected, normally urged by a second spring in the direction to cause said second valve head to open said exhaust gas recirculation passageway, said second diaphragm member being arranged to cause the second valve head to close said exhaust gas recirculation passageway in response to the intake vacuum.

Claim 13

A spark-ignition internal combustion engine as claimed in claim 10, in which said first diaphragm member defines a first vacuum chamber which communicates with the venturi portion of the carburetor, and said second diaphragm member defines a second vacuum chamber which communicates with said exhaust gas recirculation passageway between said second valve head and the portion of the intake system.

Claim 14

A spark-ignition internal combustion engine as claimed in claim 11, in which the portion of the intake system is an intake manifold.

Claim 15

A spark-ignition internal combustion engine as claimed in claim 11, further comprising a vacuum amplifier disposed between the first vacuum chamber and the venturi portion of the carburetor for amplifying the vacuum generated at the venturi portion of the carburetor to predetermined levels.

Claim 16

A spark-ignition internal combustion engine as claimed in claim 6, in which the exhaust gas amount control means includes an exhaust gas recirculation control valve disposed in said exhaust gas recirculation passageway and arranged to control the amount of the exhaust gases passing through said exhaust gas recirculation passageway in response to the vacuum applied thereto, a vacuum amplifier for amplifying the venturi vacuum generated at the venturi portion of the carburetor and applying the amplified vacuum to said exhaust gas recirculation control valve, and control means for controlling the amplified vacuum in response to the engine speed.

Claim 17

A spark-ignition internal combustion engine as claimed in claim 14, in which said exhaust gas recirculation control valve includes a valve head disposed in said exhaust gas recirculation passageway and arranged to open or close said exhaust gas recirculation passageway, a vacuum responsive diaphragm member to which said valve head is fixedly connected, normally urged by a spring in the direction to cause said valve head to close the exhaust gas recirculation passageway, said diaphragm member being arranged to cause said valve head to open the exhaust gas recirculation passageway in response to the amplified vacuum applied thereto.

Claim 18

A spark-ignition internal combustion engine as claimed in claim 14, in which said exhaust gas purifying means includes a three-way catalytic converter disposed downstream of the combustion chamber so as to catalytically reduce nitrogen oxides and oxidize carbon monoxide and hydrocarbons.

Claim 19

A spark-ignition internal combustion engine as claimed in claim 15, in which said diaphragm member defines a vacuum chamber to which the amplified vacuum is introduced.

Claim 20

A spark-ignition internal combustion engine as claimed in claim 17, in which said vacuum amplifier includes a housing, a first diaphragm means disposed in said housing and defining an input vacuum chamber between said first diaphragm means and the upper portion of said housing, the input vacuum chamber communicating with the venturi portion of the carburetor of the engine, second diaphragm means disposed in said housing and fixedly connected to said first diaphragm means, said second diaphragm means defining between said first and second diaphragm means a middle chamber communicating with the atmosphere, and further defining between said second diaphragm means and the lower portion of said housing an output vacuum chamber communicating with the vacuum chamber of said exhaust gas recirculation control valve, and a vacuum pipe which extends into the output vacuum chamber and communicates with a vacuum source, the other end of said vacuum pipe being arranged to be selectively openable by said second diaphragm means.

Claim 21

A spark-ignition internal combustion engine as claimed in claim 18, in which said control means includes a swingable arm which is connected at its one end to the first diaphragm means of said vacuum amplifier and pivotally supported at its midportion to the housing of said vacuum amplifier, a diaphragm member to which the other end of said swingable arm is connected, normally biased by a spring in the direction to cause, through the first diaphragm means, the second diaphragm means to separate from the other end of the vacuum pipe of said vacuum amplifier, said diaphragm member defining a vacuum chamber, and means for producing a vacuum in response to the engine speed and transmitting it to said vacuum chamber.

Claim 22

A spark-ignition internal combustion engine as claimed in claim 19, in which the vacuum producing means includes the venturi portion formed in an oil passage connected to an oil pump which is driven by the engine.

Claim 23

A spark-ignition internal combustion engine as claimed in claim 18, in which said second diaphragm means includes a diaphragm member having an air bleed opening which is communicable with atmospheric air through said medium chamber and said opening of said housing, and a valve head arranged to open and close said air bleed opening and normally biased by a spring into a direction that said valve head closes said air bleed opening, said valve head being contactable with the other end of said vacuum pipe.

Claim 24

A spark-ignition internal combustion engine as claimed in claim 21, in which said second diaphragm means further includes a cup-shaped valve housing having an opening for communicating the inside of said valve housing with the middle chamber, a closed end portion which is fixedly attached to said first diaphragm means, and an open end portion having an inwardly-protruding flange portion, the flange portion being fixed to the diaphragm member of said second diaphragm means and defining at its central portion thereof an opening which agrees with the air bleed opening of said diaphragm member of said second diaphragm means, said valve head of said second diaphragm means being located within said valve housing to open and close the opening defined by the flange portion and normally urged by the spring located between the closed end portion of said valve housing and said valve head of said second diaphragm means into a direction that said valve head of said second diaphragm means sealingly contacts with the inner surface of the flange portion to close the air bleed opening of said diaphragm member of said second diaphragm means.

Claim 25

A spark-ignition internal combustion engine as claimed in claim 19, in which said vacuum amplifier further includes a biasing spring located within the input vacuum chamber and connecting the upper inside portion of said housing and said first diaphragm means to bias said second diaphragm means into a direction that the volume of the input vacuum chamber decreases.

Claim 26

A spark-ignition internal combustion engine as claimed in claim 2, in which said piston is formed with a cavity at its crown.

Claim 27

A spark-ignition internal combustion engine as claimed in claim 24, in which said combustion chamber is of a hemispherical type.

Claim 28

A spark-ignition internal combustion engine as claimed in claim 24, in which said combustion chamber is of a wedge type.

Claim 29

A spark-ignition internal combustion engine as claimed in claim 24, in which said combustion chamber is of a bath-tub type.

Claim 30

A spark-ignition internal combustion engine as claimed in claim 25, in which the cylinder head has a hemispherical cavity formed concentrically with the bore of said cylinder, said hemispherical cavity being smaller in diameter than that of the cylinder bore to form an annular flat portion of the cylinder head adjacent the periphery of the combustion chamber, the surface area of the annular flat portion being in the range from 0.1 to 0.45 times the cross-sectional area of the cylinder bore.

Claim 31

A spark-ignition internal combustion engine as claimed in claim 28, in which the distance between the annular flat portion and the crown of the piston at the top dead center is in the range from 1.05 to 2.5 mm.

Claim 32

A spark-ignition internal combustion engine as claimed in claim 2, wherein said spark plug is located such that the midpoint of its spark gap is spaced apart from the cylinder head inner wall surface by a distance ranging from 2 to 7 mm.

Claim 33

A spark-ignition internal combustion engine as claimed in claim 30, in which said spark plug has the spark gap ranging from 1.1 to 2.0 mm.

Claim 34

A spark-ignition internal combustion engine as claimed in claim 31, said spark plug is arranged to generate a spark having an energy of about 100 mj.

Claim 35

A spark-ignition internal combustion engine as claimed in claim 32, in which the end surface of the central electrode of said spark plug is in the range from 0.50 to 0.63 mm in diameter, the end surface being opposite to the side electrode of said spark plug.

Claim 36

A spark-ignition internal combustion engine as claimed in claim 33, in which the side electrode of said spark plug is formed with grooves on its surface opposite to the central electrode.

Claim 37

A spark-ignition internal combustion engine as claimed in claim 3, further comprising secondary air supply means for supplying said exhaust gas purifying means with air, wherein said air-fuel mixture supply means is arranged to supply an air-fuel mixture having the mean air-fuel ratio lower than stoichiometric.

Claim 38

A spark-ignition internal combustion engine as claimed in claim 35, in which said exhaust gas purifying means includes a reactor disposed downstream of the combustion chamber of the engine for oxidation of the unburned constituents in the exhaust gases from the combustion chamber.

Claim 39

A spark-ignition internal combustion engine as claimed in claim 35, in which said exhaust gas purifying means includes an oxidation catalytic converter disposed downstream of the combustion chamber for catalytic oxidation of the unburned constituents contained in the exhaust gases discharged from the combustion chamber.

Claim 40

A spark-ignition internal combustion engine as claimed in claim 35, in which said exhaust gas purifying means includes a three-way catalytic converter disposed downstream of the combustion chamber for catalytic reduction of nitrogen oxides and oxidation of carbon monoxide and hydrocarbons.

Claim 41

A spark-ignition internal combustion chamber as claimed in claim 38, further comprising means for controlling the air-fuel ratio of the air-fuel mixture produced by said air-fuel mixture supply means to a predetermined value in response to the composition of the exhaust gases discharged from the combustion chamber of the engine.

Claim 42

A spark-ignition internal combustion engine as claimed in claim 37, further comprising a reduction catalytic converter disposed upstream of said oxidation catalytic converter for reduction of the reducible constituents contained in the exhaust gases.

Claim 43

A spark-ignition internal combustion engine as claimed in claim 40, further comprising means for introducing air from said secondary air supply means into a portion of the exhaust system between said reduction catalytic converter and said oxidation catalytic converter.

Claim 44

A spark-ignition internal combustion engine as claimed in claim 35, further comprising means for supplying air into the intake system of the engine to lean out the air-fuel mixture inducted into the combustion chamber and supply the combustion chamber with an air-fuel mixture leaner than stoichiometric.

Claim 45

A spark-ignition internal combustion engine as claimed in claim 36, further comprising a container in which an oxidation catalytic material for oxidation of unburned constituents in the exhaust gases is disposed, said container being secured downstream of said reactor.

Claim 46

A spark-ignition internal combustion engine as claimed in claim 36, in which said combustion chamber defining means defines another combustion chamber by the inner surface of another cylinder of the engine, the inner surface of the cylinder head of the engine closing one end of the cylinder, and the crown of another piston being movably reciprocally disposed within the cylinder.

Claim 47

A spark-ignition internal combustion engine as claimed in claim 44, further comprising means for forming in the cylinder head a combined exhaust port outlet in which the two exhaust outlets of the two exhaust ports of said combustion chamber and said another combustion chamber are combined to form one exhaust outlet.

Claim 48

A spark-ignition internal combustion engine as claimed in claim 45, further comprising a liner disposed to cover the inner surface of said combined exhaust outlet maintaining a space between the inner surface of said combined exhaust outlet and the outer surface of said liner.

Claim 49

A spark-ignition internal combustion engine as claimed in claim 45, in which said secondary air supply means includes a secondary air injection nozzle open to said combined exhaust outlet, and an air pump connected to said secondary air injection nozzle for admitting pressurized air to said secondary air injection nozzle.

Claim 50

A spark ignition internal combustion engine as claimed in claim 2 in which the radius R of the imaginary sphere is substantially 37.5 mm.