WO1983004280A1 - Internal combustion engine - Google Patents

Internal combustion engine Download PDF

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Publication number
WO1983004280A1
WO1983004280A1 PCT/US1983/000824 US8300824W WO8304280A1 WO 1983004280 A1 WO1983004280 A1 WO 1983004280A1 US 8300824 W US8300824 W US 8300824W WO 8304280 A1 WO8304280 A1 WO 8304280A1
Authority
WO
WIPO (PCT)
Prior art keywords
internal combustion
chamber
auxiliary
engine
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1983/000824
Other languages
French (fr)
Inventor
Thomas Tsoi-Hei Ma
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Motor Company of Canada Ltd
Ford Werke GmbH
Ford France SA
Ford Motor Company Ltd
Ford Motor Co
Original Assignee
Ford Motor Company of Canada Ltd
Ford Werke GmbH
Ford France SA
Ford Motor Company Ltd
Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Motor Company of Canada Ltd, Ford Werke GmbH, Ford France SA, Ford Motor Company Ltd, Ford Motor Co filed Critical Ford Motor Company of Canada Ltd
Priority to AU17735/83A priority Critical patent/AU1773583A/en
Publication of WO1983004280A1 publication Critical patent/WO1983004280A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
    • 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

Definitions

  • the present i nvention re lates to an internal combus tion engine.
  • an internal combustion engine having a combustion chamber, an auxiliary chamber communicating with the combustion chamber and valve means for isolating the auxiliary chamber from the combustion chamber during the compression stroke to remove a variable fraction of the charge from the combustion chamber prior to full compression, so as to vary the effective compression ratio of the engine and/or the effective air usage.
  • the principle underlying the present invention is the provision of an auxiliary volume separated from the main volume of the combustion chamber by an auxiliary valve which is closed at a variable angle during the compression stroke.
  • the compression therefore takes place in two stages namely a low compression stage when the valve is open and a high compression stage when the valve is closed.
  • the effective compression ratio is determined by the relative duration of the two stages that is to say by the timing of the closing of the auxiliary valve.
  • the valve remains closed through combustion, expansion and exhaust and may re-open at any time during the next intake stroke or at the beginning of the next compression stroke.
  • the system therefore has a variable effective compression ratio with a fixed chamber geometry at the beginning of combustion, fixed final clearence volume and fixed high expansion ratio.
  • the expansion ratio is higher than the variable compression ratio. Consequently, the theoretical cycle efficiency is higher than that of a normal cycle in which the expansion ratio is equal to the compression ratio.
  • the auxiliary volume is shut off from the cylinder volume during combustion. Therefore, there is no change to the basic chamber geometry at the commencement of combustion, no change in turbulence and flame propagation characteristics and no thermal or mechanical loading on the auxiliary volume during combustion.
  • the effective compression ratio is adjusted by controlling the timing of opening and closing of the auxiliary valve.
  • This control requires low actuation power and has the advantage of being progressive, of fast response and fully programmable. If desired, the control can be made responsive to engine speed and load and can be made responsive to special constraints such as knock and cold starting.
  • Fig.1 is a schematic representation of an internal combustion engine having an auxiliary volume to permit control of the compression ratio
  • Fig.2 shows a modification of the engine in Fig. 1 having an additional provision for a return bleed from the auxiliary chamber into the intake manifold.
  • FIG.1 there is shown an internal combustion engine having a piston 10 reciprocable within a chamber 12 and connected by a connecting rod 14 to a crank 16 of the crankshaft.
  • the chamber 12 is connected via an auxiliary valve 20 to an auxiliary volume 22.
  • the auxiliary valve 20 is opened and closed during each cycle in order to vary the effective compression ratio of the internal combustion engine.
  • the auxiliary valve is opened for a predetermined period during each cycle and the phase of opening is adjus ted to alter the compression ratio.
  • the auxiliary valve could be a rotary valve or a poppet valve actuated by a separate camshaft and driven by a suitable phase change device such as an epicyclic drive or a helical coupling.
  • the valve opening time is fixed but the valve remains open for a variable period to achieve variable valve closing.
  • This may be achieved by using two valves in series, the preferred embodiment employing a poppet valve in series with a rotary valve.
  • the first valve namely the poppet valve, has a fixed period and timing and ia operated by a third cam on the main camshaft of the engine.
  • the rotary valve also has a fixed period but is separately driven by a phase change device in order to provided variable cut-off. In such a case, the auxiliary volume is only connected to the main cyclinder when both the valves are opened simultaneously.
  • variable compression ratio may be considered to operate in three stages.
  • the outflow from the auxiliary volume may also be directed tangentially in order to promote swirl in the combustion volume.
  • the auxiliary valve opening is preferably set to occur after the closing of the intake valve in order to ensure full intake charge.
  • the auxiliary volume may be cooled during the shut-off period in order to lower indirectly the end of compression gas temperature.
  • Another advantage associated with the provision of an auxiliary volume to vary the compression ratio is that if the auxiliary valve is opened before the intake valve is closed, the reduction of compression ratio by delaying the auxiliary valve opening is always accompanied by a reduction in the percentage of air usage. This results from the fact that a proportion of the cylinder mass is transferred to the auxiliary volume which is then cut-off from combustion.
  • This feature can be applied as a means of power modulation for operating the engine at part loads with the throttle fully open and would reduce the pumping loss normally associated with throttled operation in petrol engines.
  • variable compression ratio is achieved by partial admission.
  • the auxiliary valve is opened during the cylinder intake period before the intake valve is closed.
  • pressure in the auxiliary volume equalises initially with the prevailing cylinder induction pressure.
  • a proportion of it is transferred to the auxiliary volume which is then shut off from combustion.
  • This mode is an analogous of the situation of partial admission by late intake valve closing where a portion of the cylinder mass is taken out and put back into the intake system unused.
  • variable compression ratio is achieved by heat transfer and the auxiliary valve opens at the beginning of the compression period after the intake valve has closed.
  • the inducted cylinder mass in this mode is trapped upon closing of the intake valve before the auxiliary valve opens.
  • the temperature and pressure of the combined masses equalise to a new mean level as the auxiliary volume expands out into the cyclinder volume. Subsequent compression would therefore proceed with this new pressure and temperature as the initial condition.
  • the initial compression condition can be lowered which in turn lowers the end of compression gas temperature.
  • Such a system is analogous to a high compression, high turbulence engine where there is rapid cooling during compression.
  • the auxiliary volume serves as as buffer where a portion of the cylinder mass is transferred and where heat can be removed efficiently through increased area and increased time and the cooled mass is then put back into the cylinder for compression from a lower datum.
  • Variable compression ratio and power modulation by "partial admission” can also be achieved by the auxiliary valve timings described with reference to the second mode of operation by introducing the return bleed from the auxiliary volume to the intake port, as shown in Figure 2, with the return flow controlled by a throttle valve. When this throttie is completely shut, the engine will have 100 per cent air utilisation and maximum compression ratio. When the throttle is partly open, some of the auxiliary volume is bled back into the intake system so that the percentage air utilisation in the cylinder is reduced and at the same time the effective compression ratio is decreased.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

An internal combustion engine in which an auxiliary chamber (22) is provided communicating with the compression chamber (12). A valve (20) is arranged to open and close in such a manner as to isolate the auxiliary chamber (22) from the combustion chamber (12) during the compression stroke of the piston (10) in order to vary the effective compression ratio and/or the air usage of the engine.

Description

INTERNAL COMBUSTION ENGINE
The present i nvention re lates to an internal combus tion engine.
According to the present invention, there is provided an internal combustion engine having a combustion chamber, an auxiliary chamber communicating with the combustion chamber and valve means for isolating the auxiliary chamber from the combustion chamber during the compression stroke to remove a variable fraction of the charge from the combustion chamber prior to full compression, so as to vary the effective compression ratio of the engine and/or the effective air usage.
The principle underlying the present invention is the provision of an auxiliary volume separated from the main volume of the combustion chamber by an auxiliary valve which is closed at a variable angle during the compression stroke. The compression therefore takes place in two stages namely a low compression stage when the valve is open and a high compression stage when the valve is closed. The effective compression ratio is determined by the relative duration of the two stages that is to say by the timing of the closing of the auxiliary valve. The valve remains closed through combustion, expansion and exhaust and may re-open at any time during the next intake stroke or at the beginning of the next compression stroke.
The system therefore has a variable effective compression ratio with a fixed chamber geometry at the beginning of combustion, fixed final clearence volume and fixed high expansion ratio.
This variable compression ratio system offers several advantages some of which are now set out.
First, the expansion ratio is higher than the variable compression ratio. Consequently, the theoretical cycle efficiency is higher than that of a normal cycle in which the expansion ratio is equal to the compression ratio.
Second, the auxiliary volume is shut off from the cylinder volume during combustion. Therefore, there is no change to the basic chamber geometry at the commencement of combustion, no change in turbulence and flame propagation characteristics and no thermal or mechanical loading on the auxiliary volume during combustion.
Furthermore, the effective compression ratio is adjusted by controlling the timing of opening and closing of the auxiliary valve. This control requires low actuation power and has the advantage of being progressive, of fast response and fully programmable. If desired, the control can be made responsive to engine speed and load and can be made responsive to special constraints such as knock and cold starting.
The invention will now be described further, by way of example, with reference to the accompanying drawings, in which: Fig.1 is a schematic representation of an internal combustion engine having an auxiliary volume to permit control of the compression ratio, and
Fig.2 shows a modification of the engine in Fig. 1 having an additional provision for a return bleed from the auxiliary chamber into the intake manifold.
In Fig.1, there is shown an internal combustion engine having a piston 10 reciprocable within a chamber 12 and connected by a connecting rod 14 to a crank 16 of the crankshaft. The chamber 12 is connected via an auxiliary valve 20 to an auxiliary volume 22. The auxiliary valve 20 is opened and closed during each cycle in order to vary the effective compression ratio of the internal combustion engine.
Assuming that Vs is the swept volume of the cylinder, Vc is the clearance volume and Va is the auxiliary volume, then if the auxiliary valve is closed at the top dead centre position, the compression ratio CR is given by: CR = (Vs + Vc + Va) / (Vc + Va). If, on the other hand, the auxiliary valve is closed at the bottom dead centre position, then the compression ratio CR is given by:
CR = (Vs + Vc) / Vc. These two values represent the lowest and highest value, respectively, of the compression ratio and at a variable angle before top dead centre the effective compression ratio will lie between these values. Two methods may be readily envisaged for achieving control of the compression ratio in a practical engine. In the first method, the auxiliary valve is opened for a predetermined period during each cycle and the phase of opening is adjus ted to alter the compression ratio. In such an embodiment, the auxiliary valve could be a rotary valve or a poppet valve actuated by a separate camshaft and driven by a suitable phase change device such as an epicyclic drive or a helical coupling.
In the second method, the valve opening time is fixed but the valve remains open for a variable period to achieve variable valve closing. This may be achieved by using two valves in series, the preferred embodiment employing a poppet valve in series with a rotary valve. The first valve, namely the poppet valve, has a fixed period and timing and ia operated by a third cam on the main camshaft of the engine. The rotary valve also has a fixed period but is separately driven by a phase change device in order to provided variable cut-off. In such a case, the auxiliary volume is only connected to the main cyclinder when both the valves are opened simultaneously.
This arrangement introduces a small additional volume, namely that between the first and second auxiliary valves, and the variable compression ratio may be considered to operate in three stages.
It has been found advantageous to direct the outflow from the auxiliary volume at the spark plug in order to improve combustion stability and lean burn capability. The outflow from the auxiliary volume may also be directed tangentially in order to promote swirl in the combustion volume.
The auxiliary valve opening is preferably set to occur after the closing of the intake valve in order to ensure full intake charge.
In order to extend the knock limit, the auxiliary volume may be cooled during the shut-off period in order to lower indirectly the end of compression gas temperature.
Another advantage associated with the provision of an auxiliary volume to vary the compression ratio is that if the auxiliary valve is opened before the intake valve is closed, the reduction of compression ratio by delaying the auxiliary valve opening is always accompanied by a reduction in the percentage of air usage. This results from the fact that a proportion of the cylinder mass is transferred to the auxiliary volume which is then cut-off from combustion. This feature can be applied as a means of power modulation for operating the engine at part loads with the throttle fully open and would reduce the pumping loss normally associated with throttled operation in petrol engines.
There are two modes of implementation of the variable compression ratio operation which invoke different physical principles. In the first mode, the variable compression ratio is achieved by partial admission. The auxiliary valve is opened during the cylinder intake period before the intake valve is closed. In this mode, pressure in the auxiliary volume equalises initially with the prevailing cylinder induction pressure. As the cylinder mass is subsequently trapped at the closing of the intake valve and compressed, a proportion of it is transferred to the auxiliary volume which is then shut off from combustion.
Consequently, there is a progressive reduction in the effective air usage and a reduction in the power output with decreasing compression ratio. This mode is an analogous of the situation of partial admission by late intake valve closing where a portion of the cylinder mass is taken out and put back into the intake system unused.
In the secpnd mode, variable compression ratio is achieved by heat transfer and the auxiliary valve opens at the beginning of the compression period after the intake valve has closed. The inducted cylinder mass in this mode is trapped upon closing of the intake valve before the auxiliary valve opens. The temperature and pressure of the combined masses equalise to a new mean level as the auxiliary volume expands out into the cyclinder volume. Subsequent compression would therefore proceed with this new pressure and temperature as the initial condition. By introducting deliberate cooling into the auxiliary volume during the shut-off period to lower its temperature, the initial compression condition can be lowered which in turn lowers the end of compression gas temperature.
It is possible to achieve a range of end of compression temperatures equivalent to those of a range of compression ratios by this means. As engine knock is primarily related to the end of compression temperature, such a variable compression ratio system will be effective in suppressing engine knock.
Such a system is analogous to a high compression, high turbulence engine where there is rapid cooling during compression. The auxiliary volume serves as as buffer where a portion of the cylinder mass is transferred and where heat can be removed efficiently through increased area and increased time and the cooled mass is then put back into the cylinder for compression from a lower datum. By the time the auxiliary valve closes, some of the cylinder mass is recom pressed back into the auxiliary volume but when the steady condition is reached after a number of engine cycles there will be no nett mass transfer into the auxiliary volume and the whole of the inducted mass is available for combustion. Consequently, the system operating in this mode is capable of full power output.
Variable compression ratio and power modulation by "partial admission" can also be achieved by the auxiliary valve timings described with reference to the second mode of operation by introducing the return bleed from the auxiliary volume to the intake port, as shown in Figure 2, with the return flow controlled by a throttle valve. When this throttie is completely shut, the engine will have 100 per cent air utilisation and maximum compression ratio. When the throttle is partly open, some of the auxiliary volume is bled back into the intake system so that the percentage air utilisation in the cylinder is reduced and at the same time the effective compression ratio is decreased.
In such a case the engine could run into knock at high loads and high compression ratio. By cooling the auxiliary volume as described previously it is possible to lower the end of compression gas temperature and thereby suppress knock. Consequently, a combined return bleed and heat transfer from the auxiliary volume would enable advantage to be taken of the improved cycle efficiency using a high expansion ratio but still operate clear of the knock limits at high loads. This means of power modulation also has the advantage that during part load operation, part of the cylinder charge is re-cycled via the auxiliary volume where complete fuel vapourisation can take place. This would ensure a homogeneous mixture and equal mixture distribution between cylinders. Furthermore, the unthrottled condition ensures maximum intake air velocity and high levels of in-cylinder swirl and turbulence regardless of engine load.
Such a system would operate satisfactorily even without variable auxiliary valve closing, that is to say with omission of the rotary valve and phase change mechanism. In such a system, the entire operating range would be controlled by the return bleed throttle alone.

Claims

CIAIMS
1. An internal combustion engine having a combustion chamber, an auxiliary chamber communicating with the combustion chamber, and valve means for isolating the auxiliary chamber from the combustion chamber at a variable angle during the compression stroke to vary the effective compression ratio of the engine.
2. An internal combustion engine as claimed in claim 1, wherein the valve means for isolating the auxiliary chamber from the combustion chamber comprises a poppet valve driven by way of a phase change mechanism from the camshaft so as to open at a variable phase angle during each engine cycle.
3. An internal combustion engine as claimed in claim 1, wherein the valve means for isolating the auxiliary chamber from the combustion chamber comprises a poppet valve in series with a rotary valve, communication being established between the chambers only when both valves are open, one of the valves being opened at a constant phase angle and the other being opened at variable phase angles during each engine cycle.
4. An internal combustion engine as claimed in claims 2 or 3, wherein cooling means are provided within the auxiliary chamber .
5. An internal combustion engine as claimed in claims 2 or 3 , wherein the flow of gas from the auxiliary chamber into the combustion chamber is directed tangentially.
6. An internal combustion engine as claimed in claims 2 or 3 , wherein the flow of gas from the auxiliary chamber into the combustion chamber is directed towards the sparking plug .
7. An internal combustion eng ine as claimed in claims 1 , 2 or 3 , wherein a return passage is provided to enable gas from the auxiliary chamber to be retur ned to the air intake passage.
8. An internal combustion engine as cla imed in claim 7, wherein a var iable throttle device is provided within the return passage .
PCT/US1983/000824 1982-05-25 1983-05-24 Internal combustion engine Ceased WO1983004280A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU17735/83A AU1773583A (en) 1982-05-25 1983-05-24 Internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB8215154 1982-05-25
GB08215154A GB2122251A (en) 1982-05-25 1982-05-25 Variable effective compression ratio internal combustion engine

Publications (1)

Publication Number Publication Date
WO1983004280A1 true WO1983004280A1 (en) 1983-12-08

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Family Applications (1)

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PCT/US1983/000824 Ceased WO1983004280A1 (en) 1982-05-25 1983-05-24 Internal combustion engine

Country Status (3)

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EP (2) EP0095252A3 (en)
GB (1) GB2122251A (en)
WO (1) WO1983004280A1 (en)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2128292C1 (en) * 1996-08-21 1999-03-27 Серков Анатолий Гаврилович Method of organizing working process in internal combustion engine
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
CN115653766A (en) * 2022-10-26 2023-01-31 重庆长安汽车股份有限公司 Variable compression ratio engine

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH03213631A (en) * 1990-01-16 1991-09-19 Takuya Matsumoto Variable compression ratio engine
US8215292B2 (en) 1996-07-17 2012-07-10 Bryant Clyde C Internal combustion engine and working cycle
RU2119077C1 (en) * 1998-02-24 1998-09-20 Конюхов Виталий Алексеевич Method of regulation of output power of multifuel internal combustion engine by changing timing phases and swept volume of cylinders, and design of multifuel internal combustion engine
RU2121580C1 (en) * 1998-03-27 1998-11-10 Конюхов Виталий Алексеевич Method of control of piston machine at adjustable piston stroke and piston machine used for realization of this method
ATE371806T1 (en) 2004-05-21 2007-09-15 Univ Brunel METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE
US7765785B2 (en) 2005-08-29 2010-08-03 Kashmerick Gerald E Combustion engine

Citations (4)

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Publication number Priority date Publication date Assignee Title
FR384195A (en) * 1907-01-28 1908-03-31 Ernst Lehmann Combustion engine
US2855908A (en) * 1954-05-25 1958-10-14 Pflaum Walter Method of combustion and internal combustion engines
US3919986A (en) * 1973-07-09 1975-11-18 Toyota Motor Co Ltd Output controlling method and device for internal combustion engines
US4168678A (en) * 1977-08-30 1979-09-25 Toyota Jidosha Kogyo Kabushiki Kaisha Internal combustion engine with auxiliary piston for generating turbulence

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US1788076A (en) * 1924-05-19 1931-01-06 Standard Oil Dev Co Internal-combustion engine
GB511596A (en) * 1936-11-17 1939-08-21 Trajan Dragos Improvements in and relating to internal combustion engines
GB739740A (en) * 1952-09-23 1955-11-02 Miller Ralph Improvements in and relating to spark-fired internal combustion engines
FR1422745A (en) * 1965-01-26 1965-12-24 Variable compression ratio system applicable to reciprocating piston engines for improved thermal efficiency
GB1336797A (en) * 1971-04-02 1973-11-07 Go Avtomobilny Z System of fuel injection and precombustion-chamber flame ignition in reciprocating piston and rotary-piston internal combustion engines
JPS5926775B2 (en) * 1978-10-19 1984-06-30 トヨタ自動車株式会社 Combustion chamber of internal combustion engine
GB2057052B (en) * 1979-08-10 1983-08-03 Larson A Internal combustion engine cycles
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Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR384195A (en) * 1907-01-28 1908-03-31 Ernst Lehmann Combustion engine
US2855908A (en) * 1954-05-25 1958-10-14 Pflaum Walter Method of combustion and internal combustion engines
US3919986A (en) * 1973-07-09 1975-11-18 Toyota Motor Co Ltd Output controlling method and device for internal combustion engines
US4168678A (en) * 1977-08-30 1979-09-25 Toyota Jidosha Kogyo Kabushiki Kaisha Internal combustion engine with auxiliary piston for generating turbulence

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7222614B2 (en) 1996-07-17 2007-05-29 Bryant Clyde C Internal combustion engine and working cycle
US7281527B1 (en) 1996-07-17 2007-10-16 Bryant Clyde C Internal combustion engine and working cycle
RU2128292C1 (en) * 1996-08-21 1999-03-27 Серков Анатолий Гаврилович Method of organizing working process in internal combustion engine
US7201121B2 (en) 2002-02-04 2007-04-10 Caterpillar Inc Combustion engine including fluidically-driven engine valve actuator
US7178492B2 (en) 2002-05-14 2007-02-20 Caterpillar Inc Air and fuel supply system for combustion engine
US7191743B2 (en) 2002-05-14 2007-03-20 Caterpillar Inc Air and fuel supply system for a combustion engine
US7204213B2 (en) 2002-05-14 2007-04-17 Caterpillar Inc Air and fuel supply system for combustion engine
US7252054B2 (en) 2002-05-14 2007-08-07 Caterpillar Inc Combustion engine including cam phase-shifting
CN115653766A (en) * 2022-10-26 2023-01-31 重庆长安汽车股份有限公司 Variable compression ratio engine
CN115653766B (en) * 2022-10-26 2024-05-14 重庆长安汽车股份有限公司 Variable compression ratio engine

Also Published As

Publication number Publication date
GB2122251A (en) 1984-01-11
EP0110971A1 (en) 1984-06-20
EP0095252A2 (en) 1983-11-30
EP0095252A3 (en) 1984-12-27

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