Gm Global Technolgoy Operations, Inc.

Edward D Klomp

Walter Cornelius

Rodney Brewer Rask

Edward G Groff

Thomas P Kosek

Stephen F De Nagel

Andrzej M Pawlak

Arun S Solomon

Michael J Gorman

Donald Terry French

William R Matthes

William C Bubniak

James G Solomon

Neil A Schilke

Bruce D Peters

Ronald J Cantrell

Marek Lejzorowicz

David A Stevens

Paul M Heck

To provide peak cylinder pressure control, an eccentric bearing is biased toward a first angular position wherein an attached piston is raised to a maximum compression ratio position in the cylinder. The compression ratio may remain constant at lower loads and above until a predetermined force generated by cylinder pressure is reached. At this point, the force acting on the eccentric lever arm or eccentricity of the bearing overcomes the restraining biasing force, causing the eccentric bearing to rotate in the connecting rod to move the eccentric end of the rod outward, away from the cylinder. This motion effectively shortens the length of the connecting rod and moves the piston downward relative to a connected crankpin. In this manner, the effective compression ratio of the cylinder is temporarily reduced and the pressure developed in the cylinder is controlled by the mechanical mechanism.

Engine connecting rod mechanism for cylinder pressure control

An internal combustion engine has a mechanism to control the compression ratio of the combustion chamber. The mechanism includes an eccentric journal bearing supporting each piston rod on the crankshaft of the engine. The journal bearing has a gear member secured thereto that meshes with an inner toothed profile of a ring gear which has an outer toothed profile that meshes with an engine-driven gear. The speed of the engine-driven gear is controllable through a differential gear mechanism to adjust the relative position of the eccentricity of the journal bearing relative to the crank throw on which it is supported. This will change the compression ratio of the combustion chamber of the engine. The mechanism, with a modification, can also be employed to control the maximum compression pressure or the maximum combustion pressure in the combustion chambers of engine.

Variable compression ratio control system for an internal combustion engine

A fuel system for an internal combustion engine has an air-assist fuel injection system. An oxygen generator is employed to supply oxygen-enriched air to the fuel injector to create a more readily ignitable mixture in the engine combustion chamber.

Oxygen enrichment for air-assist type fuel injectors

An internal combustion engine fuel system has an air-assist fuel injection system. An air compressor and an ozone generator are positioned upstream of the injector system to supply a pressurized, ozone-enriched air stream to the air-assist fuel injector.

Air-assisted fuel injector with ozone enrichment

An injector for delivering a charge of fuel and air to an engine includes a central passage extending from an air inlet to a valve seat, a poppet valve secured on a valve stem extending through the central passage and engageable with the valve seat, a poppet valve engageable with a valve seat for controlling flow therethrough, a fuel nozzle opening into the air passage near the valve seat, apparatus for periodically metering fuel through the nozzle into the central passage to create a fuel-air charge in the central passage concentrated near the valve seat, and apparatus for periodically disengaging the poppet valve from the valve seat for delivering the fuel-air charge from the central passage.

Fuel injection

A solenoid actuated valve assembly has first and second valve members, first and second valve seats, a solenoid coil, a first armature effective when the coil is energized with a positive current to permit displacement of the first valve member from the first valve seat, and a second armature effective when the coil is energized with a negative current to displace the second valve member from the second valve seat. The first valve member engages the first valve seat when the coil is energized with a negative current, and the second valve member engages the second valve seat when the coil is energized with a positive current.

Solenoid actuated valve assembly

An exhaust port timing valve for a two cycle engine has a sealing shroud preferably made as a flexible sheet that is urged by gas pressure into sealing contact with a slot and/or sealing edges of an associated exhaust port or shroud to allow low friction valve adjustment while limiting gas leakage past the valve unaffected by close tolerances and temperature changes. Springs and/or seals can alternatively be used with flexible or non-flexible shrouds to improve sealing.

Sealing shroud port timing valve for two cycle engine

A port scavenged two cycle engine with a separate source of pressurized air has a valve between each port and the air supply to provide a high blowdown pulsing scavenging flow to the cylinders similar to that of a crankcase scavenged engine. Various arrangements with additional features are disclosed.

Two cycle engine with valved pressure scavenging

A diaphragm valve includes a magnetically attractive snap disc with two unrestrained positions in one of which its edge contacts a valve seat to block flow and an electromagnet operates to urge the disc to end of its two positions with additional means for returning it to the other. Use of a valve for two cycle engine crankcase inlet control is also disclosed.

Electromagnetic diaphragm valve

An injection nozzle has a flow splitter interposed between its valve head and its valve seat. An operating disc responsive to pressure in the nozzle inlet varies the position of the flow splitter between the valve seat and the valve head, maintaining the flow splitter engaged with the valve seat under low flow conditions, engaged with the valve head under high flow conditions, and spaced from both the valve seat and the valve head under intermediate flow conditions.

Injection nozzle

A crankcase scavenged two cycle engine is provided with a supplemental variable volume chamber or plenum connected with the crankcase chamber for each cylinder to controllably vary the effective volume of the crankcase chambers and thereby control scavenging pressure. Control methods for providing more consistent scavenging and more efficient charge control are disclosed.

Variable volume crankcase scavenge control

A crankcase scavenged two cycle engine has a variable timing poppet inlet valve on the crankcase inlet. The valve timing is altered for load control with minimum air pumping loss and open periods may be skipped during skip firing of the engine cylinders for improved efficiency.

Two cycle crankcase variable inlet timing

A crankcase scavenged two cycle engine has an auxiliary or bypass port above the exhaust and inlet ports to direct blowdown exhaust gas into a plenum or the engine crankcase for later return to the engine cylinder. Loss of fuel-rich blowdown gas to the engine exhaust system is thereby reduced.

Two cycle exhaust recycling

Nozzle arrangements for injecting fuel into a combustion chamber of a piston engine with stratified charge being provided by a resilient diaphragm which deflects by amounts proportional to engine load. At high engine load, further deflection of the diaphragm effects a deep penetration charge for improved performance and economy. Between pulses, the diaphragm effectively closes off the nozzle so that sac volumes of the nozzle are minimized along with discharge of hydrocarbons into the combustion chamber on blowdown.

Fuel injector nozzle for internal combustion engine

A two cycle engine is provided with a diffusing exhaust port which includes axially spaced separating vanes that divide the port into a plurality of axially spaced passages to more closely approach ideal diffusing exhaust flow during all degrees of exhaust port opening and thereby maximize the exhaust energy recovery during blowdown and the entire exhaust process. A timing valve may be used at the port outlet or elsewhere to block flow through the upper port passages and allow greater expansion of the combustion gas in the cylinder at part load while maintaining efficient energy recovery by diffusing flow in the open passages of the exhaust port.

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Mount Clemens, MI, United States of America

Edward D Klomp