The Buffer Chamber Engine And Its Valve Timing


Abstract:
A method of control for the buffer chamber engine and its valve timing, asides from the ordinary cylinder of a general engine, it adds an intake buffer chamber and an exhaust buffer chamber at the top portion of the intake valve and the exhaust valve respectively, it also adds one or multiple of the primary intake valves and exhaust valves at the top portion of both of the buffer chambers. By controlling the relationships in movement of the valve timing and combine with the individual intake or exhaust manifold to let the intake air effectively intake and preheating effect while the intake air in the intake stroke. At the same time, decrease the exhaust air at the end of the exhaust stroke to get into the intake manifold and increases the efficiency of discharging the exhaust function, and to hinder the power loss in the exhaust stroke, reduces the noises of the engine from the explosion of the fuel combustion, and to elevate the effectiveness of the engine while decreases the fuel consumption
 

Specification:

Field of technology regarding to the invention

This invention relates to an engine able to apply to the general internal combustion engine, and the method of controlling valve timing of said engine.

Prior Art FIG. 1 shows the structure of a traditional four strokes engine, putting the intake manifold 12 and the exhaust manifold 14 on the top of the cylinder 10 at the different locations. At the mean time putting the intake valve 16 and the exhaust valve 18 at the intake manifold 12 and the exhaust manifold 14 respectively. The combustion chamber 20 of the cylinder 10 will be accompany with the piston 22, on the top of the cylinder will be placed a sparking plug 24. Together with the overhead camshaft (not shown in the figure) to control the movement of the valve (see FIG. 2 of the valve timing diagram), in the intake stroke A, the fresh air or the mixture fuel and air goes from the intake manifold 12 to pass through the intake valve 16 into the combustion chamber 20. Then the intake valve 16 shuts off, the piston 22 moves upward to the top dead center (TDC) P1 to discharge the compression stroke B, then the sudden power generated by the explosion of the fuel combustion ignited by the sparking plug 24 will to let the piston 22 move downward to discharge the power (expansion) stroke C; the piston 22 moves to the bottom dead center (BDC) P2 then moves upward to processing the exhaust stroke D, in order to let the exhaust air passes through the opening exhaust valve 18 then goes through the exhaust manifold 14 for discharging of the exhaust function.

From Fig. 2 of the traditional engine of the valve timing diagram, we can see that the end of the intake stroke A has some overlaps with some parts of the start of the compression stroke B, the end of power (expansion) stroke C has some overlaps with some parts of the start of the exhaust stroke D, the end of the exhaust stroke D has some overlaps with some parts of the start of the intake stroke A. In other words, before the intake stroke A finishes, the compression stroke B will already start, therefore, the pressure produced by the compression stroke B in the combustion chamber will interfere with the effectiveness of the intake fresh air or the mixture fuel and air, before the fresh air or the mixture fuel and air goes into the combustion chamber it couldn't gets a good preheating, therefore it couldn't increase the effectiveness from the fuel combustion too. The results of the partial overlapping at the end of the power (expansion) stroke C and the start of the exhaust stroke D is that before the piston 22 reaches the BDC P2, the exhaust valve 18 will be opening, the early opening of the exhaust valve 18 will cause a loss to a portion of the power generated from the power (expansion) stroke C to move the piston and escapes some power from the exhaust valve 18, causing reduction of the power efficiency and producing louder noises. The results of the partial overlapping at the end of the exhaust stroke D and the start of the intake stroke A is that before the piston 22 reaches the TDC P1, the intake valve 16 and the exhaust valve 18 will be in opening state, causing some parts of the exhaust air to get into the intake valve 16, then goes into the intake manifold 12 and mix with the fresh air or the mixture fuel and air, and effects the efficiency of the intake function, lower down the combustion efficiency of the mixture fuel and air.

Content of Invention

The first purpose of this invention is to resolve the problems of a traditional four strokes engine regarding the failure of a good preheating of propellant mixture the fuel and air while the intake air in the intake stroke, and the intake air is easily disturbed, not able to effectively increase the effectiveness from the fuel combustion. The second purpose of this invention is to resolve the problems of a traditional four strokes engine with louder noises during the exhaust stroke, causing reduction of the power efficiency and the higher fuel consumption. Therefore, this invention provides a control methodology for the buffer chamber engine and its valve timing. Asides from the ordinary cylinder of a general engine, it adds an intake buffer chamber and an exhaust buffer chamber at the top portion of the intake valve and exhaust valve respectively, it also adds one or multiple of the primary intake valves and exhaust valves at the top portion of both of the buffer chambers. By controlling the relationships in movement of the valve timing and combine with the individual intake or exhaust manifold to let the intake air effectively intake and preheating effect while the intake air in the intake stroke. At the same time, decrease the exhaust air at the end of the exhaust stroke to get into the intake manifold and increases the efficiency of discharging the exhaust function, and to hinder the power loss in the exhaust stroke, reduces the noises of the engine from the explosion of the fuel combustion, and to elevate the effectiveness of the engine while decreases the fuel consumption. Besides the ordinary cylinder of a general engine, this invention further only adds an intake buffer chamber at the top portion of the intake valve, it also adds one or multiple of the primary intake valves at the top portion of the intake buffer chamber, by controlling the relationships in movement of the valve timing and combine with the intake manifold to let the intake air effectively intake and preheating effect while the intake air in the intake stroke. At the same time, decrease the exhaust air at the end of the exhaust stroke to get into the intake manifold, and to elevate the effectiveness of the engine. Therefore, besides the ordinary cylinder of a general engine, this invention further only adds an exhaust buffer chamber at the top portion of the exhaust valve, it also adds one or multiple of the primary exhaust valves at the top portion of the exhaust buffer chamber, by controlling the relationships in movement of the valve timing and combine with the exhaust manifold to let the exhaust air effectively exhaust in the exhaust stroke. At the same time, increases the efficiency of discharging the exhaust function, and to hinder the power loss in the exhaust stroke, reduces the noises of the engine from the explosion of the fuel combustion for the buffer function of the exhaust buffer chamber, and to elevate the effectiveness of the engine while decreases the fuel consumption.

Implementation

FIG. 3 shows the first implementation of the structure of the buffer chamber engine, placing the intake manifold 12 and the exhaust manifold 14 on the top of the cylinder 10 and at the bottom of the intake manifold placing an intake buffer chamber 30 and the intake buffer chamber 30 was placed in between the intake manifold 12 and the combustion chamber 20 and connects with each other. At the bottom of the exhaust manifold 14 placing the exhaust buffer chamber 36, the exhaust buffer chamber 36 was placed in between the exhaust manifold 14 and the combustion chamber 20 and connects with each other. Inside of the cylinder 10 with a combustion chamber 20 will be placed a piston 22, at the top of the cylinder 10 will be placed a sparking plug 24. The intake manifold 12 placed one primary intake valve 26, and it links up the intake manifold 12 and the intake buffer chamber 30. And the intake buffer chamber 30 will place the secondary intake valve 28, and the secondary intake valve 28 will be the linkage between the intake buffer chamber 30 and the combustion chamber 20. The exhaust manifold 14 placed one primary exhaust valve 32, and it links up the exhaust manifold 14 and the exhaust buffer chamber 36. And the exhaust buffer chamber 36 will place the secondary exhaust valve 34, and the secondary exhaust valve 34 will be the linkage between the exhaust buffer chamber 36 and the combustion chamber 20. The primary intake valve 26 and the secondary intake valve 28, the primary exhaust valve 32 and the secondary exhaust valve 34 consist of the movement of the valve timing was controlled by the overhead camshaft (not shown in the figure), the overhead camshaft control the functions of opening and closing of the valve. Please refer to FIG. 3, together with FIG. 4 of the valve timing diagram for the present invention, and the following is the processing of the intake functions of the engine and the control methodology of the valve timing of this invention. Before the later stage of the exhaust stroke D the piston 22 is moving toward the TDC P1, the secondary intake valve 28 will be start to opening, then the air sealed in the intake buffer chamber 30 due to the last time of completion of the intake stroke A, after a period of preheating, producing the expansion pressure, when the secondary intake valve 28 opens, the pressured air in the intake buffer chamber 30 will have expansion pressure. Therefore the exhaust air of later stage of the exhaust stroke D, will not easily get into the intake buffer chamber 30 and causing separation with the combustion chamber 20. It forces the exhaust air getting into the exhaust buffer chamber 36 of discharging the exhaust function. And then when the piston 22 of the exhaust stroke D is approaching the TDC P1, the primary intake valve 26 placing in the upper of the intake buffer chamber 30 opens quickly, for cooperating with the coming intake stroke A, based on this theory the overlapping stage between the later stage of the exhaust stroke and the open of the intake valve is shorten. At the moment the amount of the exhaust air getting into the intake manifold decrease in great numbers and the combination probability with the fresh air in the intake manifold also decrease a lot. Due to the buffer function of the preheating effect, the fuel and air are mixed and atomized more completely in the cylinder of the intake stroke A. When the piston 22 passes the BDC P2 in the intake stroke, the secondary intake valve 28 is closed according to the normal valve theory. After the closing of the secondary intake valve 28, the air in the intake manifold 12 (For fuel injection engine) and the mixed fuel and air (For carburetor engine) will be sucked into the intake buffer chamber 30, owing to the suction functions between the intake buffer chamber 30 and the intake manifold 12, and when the air convection between the intake buffer chamber 30 and the intake manifold 12 reach to balance, the primary intake valve 26 will be shut off. The following are the explanations of the preset invention that the control method of the exhaust functions and the valve timing of the engine. Before the later stage of the power (expansion) stroke C the piston 22 approaching the BDC P2, according to the normal valve design theory the secondary exhaust valve 34 begin to opening, at the moment the exhaust air will flow into the exhaust buffer chamber 36 through the secondary exhaust valve 34 owing to the expansion pressure. Therefore when the piston 22 reach the BDC P2 of the power (expansion) stroke C can ease the effect of kinetic energy on the piston 22 in the BDC P2. At the moment the exhaust buffer chamber 36 does not link to the exhaust manifold 14 so the piston 22 can further reach the BDC P2 of the power (expansion) stroke C to reduce the loss of the power and the functions of the power (expansion) stroke C is discharged thoroughly. When the piston further reach the BDC P2 of the power (expansion) stroke C, the primary exhaust valve 32 is following opened quickly. Owing to the exhaust buffer chamber 36 having a buffer effect it can also inhibit the plosive produced by the exhaustion stage. By this principle it can get ride off the traditional exhaustion system that the function of backpressure to reduce the power loss for the exhaust system of a muffler. This can increase the exhaustion efficiency of the exhaust system during the exhaust stroke D. At the later stage of the exhaust stoke D after the piston 22 reach to the TDC P1, The secondary exhaust valve 34 close quickly, at the moment the exhaust air in the combustion chamber 20 gets into the exhaust buffer chamber 36 by the force of inertia and the follow on the primary exhaust valve 32 will close quickly according to the normal valve theory. The exhaust air in the exhaust buffer chamber 36 will serve as a flexible buffer at the next open of the secondary exhaust valve 34. The second implementation of this invention for structure of the buffer chamber engine is basically the same as the first implementation said before. The difference is that placing the intake buffer chamber 30 under the intake manifold 12 and placing the primary intake valves 26 in the intake manifold 12 and placing the secondary intake valve 28 in the intake buffer chamber 30. The exhaust buffer chamber 36 and the secondary exhaust valve 34 shown in the first implementation do not exist in this implementation. By controlling the relationships in movement of the valve timing and combine with the intake manifold 12 to let the intake air effectively intake and preheating effect while the intake air in the intake stroke A. At the same time, decrease the exhaust air at the end of the exhaust stroke D to get into the intake manifold 12, and to elevate the effectiveness of the engine. The method for control the timing of valve are described as the followed: At the later stage of the exhaust stroke D before the piston reach to the TDC P1 the secondary intake valve begins to opening and when the piston further approach to the TDC P1 at the exhaust stroke D the said of the primary intake valve open quickly for cooperating with the coming intake stroke A. When the piston passes the BDC P2 of the intake stroke A the said of the secondary intake valve closed. The primary intake valve will close when the air between the intake manifold and the intake buffer chamber reach to balance. At the later stage of the power (expansion) stoke C when the piston reach to the BDC P2 the said of the primary exhaust valve will open quickly and the said of the primary exhaust valve will close quickly at the later stage of the exhaust stroke D the piston reach to the TDC P1. The third implementation of this invention for structure of the buffer chamber engine is basically the same as the first implementation said before. The difference is that placing the exhaust buffer chamber 36 under the exhaust manifold 14 and placing the primary exhaust valve 32 in the exhaust manifold 14 and placing the secondary exhaust valve 34 in the exhaust buffer chamber 36. The intake buffer chamber 33 and the secondary intake valve 28 shown in the first implementation do not exist in this implementation. By controlling the relationships in movement of the valve timing and combine with the exhaust manifold to let the exhaust air effectively exhaust in the exhaust stroke. At the same time, increases the efficiency of discharging the exhaust function, and to hinder the power loss in the exhaust stroke, reduces the noises of the engine from the explosion of the fuel combustion for the buffer function of the exhaust buffer chamber, and to elevate the effectiveness of the engine while decreases the fuel consumption. The method for control the timing of valve are described as the followed: At the later stage of the exhaust stroke when the piston reach to the TDC P1 the said of the primary intake valve begins to open quickly and for cooperating with the coming intake stroke A. When the piston passes the BDC P2 of the intake stroke A the said of the primary intake valve closed. At the later stage before the piston reach to the BDC P2 of the power (expansion) stroke C the said of the secondary exhaust valve begins to open. When the piston further reaches to the BDC P2 the said of the primary exhaust valve follow on open quickly. At the later stage of the exhaust stroke D after the piston reaches to the TDC P1 the said of the secondary exhaust valve close quickly and then the primary exhaust valve also closed.

Written By: Jefferson Liu

Copyright by Jefferson Liu

Jan-16-2004

Worldwide patent pending

Innerich Inc.
3F, No. 48, Lane 50, Min Tsu Rd., Tamshui,
Taipei, Taiwan
Tel: 886-2-8809-5915
Fax: 886-2-8809-5921
e-mail: heatbus@yahoo.com.tw
Attn: Jefferson Liu