INTERNAL COMBUSTION ENGINE

• US 20090319156A1
• Filed: 06/16/2009
• Published: 12/24/2009
• Est. Priority Date: 06/20/2008
• Status: Abandoned Application

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Yamamoto, Ryo, Nishimoto, Toshiaki, Yamakawa, Masahisa, Fujikawa, Tatsuya
• Application Number:
  US12/485,742
• Publication Number:
  US 20090319156A1
• Time in Patent Office: Days
• US Class Current: 701/103
• CPC Class Codes: F02B 2023/085 using several spark plugs per cylinder
• CPC Class Codes: F02B 2023/108 Swirl flow, i.e. the axis of rotation of the main charge flow motion is vertical
• CPC Class Codes: F02B 23/104 the injector being placed on a side position of the cylinder
• CPC Class Codes: F02B 31/04 by means within the induction channel, e.g. deflectors
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An internal combustion engine is described herein. The engine may include a combustion chamber having a pair of intake ports arranged at one side, and an exhaust port arranged at the other side. The engine may also include a fuel injector configured to inject fuel into said combustion chamber from a side of said intake ports toward a side of said exhaust port, a variable flow restrictor capable of making flow resistance of said second intake port greater than flow resistance of said first intake port, a first spark plug arranged on a ceiling of the chamber and having its spark gap in the proximity of a center portion of said ceiling, and a second spark plug arranged on said ceiling and having its spark gap which is positioned closer to said first intake port in the axial direction of said crankshaft than said first spark plug.

Claims

1. An internal combustion engine comprising:

a combustion chamber having a pair of first and second intake ports which open at a ceiling of the combustion chamber, said pair of intake ports being arranged at one side of a crankshaft of said engine and aligned in an axial direction of said crankshaft, and an exhaust port being arranged at the other side of said crankshaft;

a fuel injector configured to directly inject fuel into said combustion chamber from a side of said intake ports toward a side of said exhaust port;

a variable flow restrictor capable of making a flow resistance of said second intake port greater than a flow resistance of said first intake port;

a first spark plug arranged on said ceiling and having its spark gap in the proximity of a center portion of said ceiling; and

a second spark plug arranged on said ceiling and having its spark gap positioned closer to said first intake port in the axial direction of said crankshaft than said first spark plug.

2. The internal combustion engine of claim 1, wherein said variable flow restrictor includes a valve arranged in said second intake port or in a passage in communication with the second intake port.

3. The internal combustion engine of claim 2, wherein said fuel injector is arranged below said first and second intake ports.

4. The internal combustion engine of claim 3, wherein the exhaust port is one of a pair of exhaust ports of said combustion chamber, the pair of exhaust ports being aligned in the axial direction of said crankshaft, and wherein said second spark plug has its spark gap positioned between one of said intake ports and one of said exhaust ports, which are adjacent to each other in the circumferential direction of a cylinder of said combustion chamber.

5. The internal combustion engine of claim 4, further comprising an ignition controller configured to make a spark at said second spark plug substantially simultaneous with, or later in an engine cycle than, a spark at said first spark plug.

6. The internal combustion engine of claim 1, wherein said fuel injector is arranged below said first and second intake ports.

7. The internal combustion engine of claim 6, wherein the exhaust port is one of a pair of exhaust ports of said combustion chamber, the pair of exhaust ports being aligned in the axial direction of said crankshaft, and wherein said second spark plug has its spark gap positioned between one of said intake ports and one of said exhaust ports, which are adjacent to each other in the circumferential direction of a cylinder of said combustion chamber.

8. The internal combustion engine of claim 7 further comprising an ignition controller configured to make a spark at said second spark plug substantially simultaneous with, or later in an engine cycle than, a spark at said first spark plug.

9. The internal combustion engine of claim 1, wherein the exhaust port is one of a pair of exhaust ports of said combustion chamber, the pair of exhaust ports being aligned in the axial direction of said crankshaft, and wherein said second spark plug has its spark gap positioned between one of said intake ports and one of said exhaust ports, which are adjacent to each other in the circumferential direction of a cylinder of said combustion chamber.

10. The internal combustion engine of claim 9, further comprising an ignition controller configured to make a spark at said second spark plug substantially simultaneous with, or later in an engine cycle than, a spark at said first spark plug.

11. The internal combustion engine of claim 1, further comprising an ignition controller configured to make a spark at said second spark plug substantially simultaneous with, or later in an engine cycle than, a spark at said first spark plug.