Engine Block Spigot Sealing and Dual-Chamber Ignition

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Solution Overview

Problem

Internal combustion engines, particularly HCCI engines, face inefficiencies due to complex valve systems, friction losses, and challenges in controlling ignition, leading to reduced performance, increased emissions, and the risk of detonation.

Innovation Solution

The engine block design incorporates a spigot mechanism to seal the exhaust port, reducing the need for complex valves and improving exhaust gas scavenging, combined with a dual-chamber combustion system that utilizes sparked ignition in a primary chamber and HCCI in a secondary chamber to control ignition and reduce detonation.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Productivity

If complex valve systems are used to control exhaust flow, then exhaust gas scavenging can be improved, but device complexity and friction losses increase

Engineering Contradiction:

Improveexhaust gas scavenging efficiencyVSAvoidvalve system complexity

Core Design Contradiction:

ProductivityVSDevice complexity

Solution Approach 1:

The patent removes the complex valve system from the engine design and replaces it with a simpler port-based exhaust flow control mechanism. The exhaust port is directly opened and closed by piston movement rather than using valve actuators, springs, and cam mechanisms, thereby extracting the problematic complex subsystem while maintaining exhaust scavenging function.

Inventive Principle:

Principle #2Taking out (Extraction)

Solution Approach 2:

The piston itself performs the function of valve actuation by its reciprocating motion directly opening and closing the exhaust port. The piston's movement serves dual purposes: compressing the fuel/air mixture and controlling exhaust flow, eliminating the need for separate valve actuating mechanisms.

Inventive Principle:

Principle #25Self-service

2Device complexity

If traditional single-chamber combustion is used, then engine design is simpler, but ignition control is difficult and detonation risk increases

Engineering Contradiction:

Improvecombustion chamber designVSAvoidignition control and detonation prevention

Core Design Contradiction:

Device complexityVSReliability

Solution Approach 1:

The combustion chamber is divided into two distinct chambers: a primary chamber for controlled spark ignition and a secondary chamber for HCCI combustion. This segmentation allows independent optimization of ignition control in the primary chamber while achieving efficient combustion in the secondary chamber, thereby improving reliability without excessive complexity.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The primary chamber acts as an intermediary that receives the spark ignition first, then transfers the controlled combustion to the secondary chamber. This intermediary approach allows precise ignition timing control in the primary chamber before the main combustion event in the secondary chamber, reducing detonation risk.

Inventive Principle:

Principle #24Intermediary (Mediator)

3Productivity

If HCCI ignition is used in the secondary chamber, then combustion efficiency improves, but ignition timing control becomes challenging

Engineering Contradiction:

Improvecombustion efficiencyVSAvoidignition timing control

Core Design Contradiction:

ProductivityVSEase of operation

Solution Approach 1:

The primary chamber undergoes spark ignition first as a preliminary action, creating a controlled combustion event before the secondary chamber's HCCI combustion. This preliminary ignition in the primary chamber sets the stage for the secondary chamber combustion, allowing indirect control of the HCCI timing through the primary chamber's combustion characteristics.

Inventive Principle:

Principle #10Preliminary action

Solution Approach 2:

The system uses the combustion characteristics and pressure feedback from the primary chamber to indirectly control and optimize the secondary chamber's HCCI ignition timing. The interconnected nature of the two chambers allows combustion parameters to be adjusted based on feedback from the spark-ignited primary chamber.

Inventive Principle:

Principle #23Feedback

Applied Scientific Principles

This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.

Function Achieved in This Case

This design enhances engine efficiency, reduces emissions, and minimizes the likelihood of detonation, resulting in improved power delivery and a wider operating range while lowering NOx and hydrocarbon emissions.

Implementation Method 1

a piston that reciprocates within the combustion chamber to compress the fuel/air mixture therein

Methodology Applied

Scientific EffectCompression: Compression

Implementation Method 2

igniting the fuel/air mixture in the primary chamber

Methodology Applied

Scientific EffectCombustion: Combustion

Implementation Method 3

compress the fuel/air mixture in the secondary chamber to spontaneously combust the fuel/air mixture

Methodology Applied

Scientific EffectCompression: Compression

Implementation Method 4

HCCI in a secondary chamber to control ignition and reduce detonation

Methodology Applied

Scientific EffectHomogeneous Charge Compression Ignition (HCCI): Combustion

Data Source

PatentUS10087818B2Engine block and a process for hybrid ignition of an engine

Publication Date: 2018.10.02 OCAMPO PAUL JERMYN D

AI summary

An engine block comprising: a combustion chamber, an inlet for introducing a fuel/air mixture into the combustion chamber and an outlet for expelling combusted fuel/air mixture from the combustion chamber; and a piston that reciprocates within the combustion chamber to compress the fuel/air mixture therein, the piston having a closer supported thereon, wherein reciprocating movement of the piston seals the combustion chamber with the closer.