JPH03115726A - Fuel injection device for auxiliary chamber type insulated engine - Google Patents

Abstract

PURPOSE:To avoid combustion in an NOx generating region so as to reduce the generation of NOx by performing main fuel injection to a main chamber in the first half of a suction stroke and water injection to the main chamber in the last half of a compression stroke as well as auxiliary fuel injection to an auxiliary chamber in the vicinity of the top dead center of the compression stroke. CONSTITUTION:The main chamber 1 of an engine is formed by a head liner 5 integrally formed of a head lower face part 17 disposed in the hole part of a cylinder head 10 through an insulating gasket and a liner upper part 18. An auxiliary chamber 2 communicated with the main chamber 1 through a communicating hole 20 is formed by an insulating wall body 16. The main chamber 1 is provided adjacently with a main nozzle 3 and a water injection nozzle 30, as well as the auxiliary chamber 2 is provided adjacently with an auxiliary nozzle 4. Fuel is injected from the main nozzle 3 in the first half of a suction stroke, and in the last half of a compression stroke after this fuel injection, water is injected from the water injection nozzle 30, as well as fuel is injected from the auxiliary nozzle 4 in the vicinity of the top dead center of the compression stroke.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a fuel injection device for a pre-chamber type adiabatic engine having a main nozzle in the main chamber and a sub-nozzle in the sub-chamber.

[Conventional technology]

Conventionally, a diesel engine equipped with a pre-combustion chamber is disclosed in, for example, Japanese Utility Model Application No. 51-43707. The diesel engine includes a main combustion chamber formed by a cylinder and a piston with a relatively large volume in order to make the compression ratio relatively small, and an intake valve provided on the intake side of the main combustion chamber. and an exhaust valve provided on the exhaust side of the main nuclear combustion chamber, and a small preliminary combustion chamber for detonation that communicates with the main combustion chamber, and further includes an exhaust valve provided at the exhaust side of the main combustion chamber, and a small preliminary combustion chamber for detonation that communicates with the main combustion chamber. A detonation fuel injection nozzle is set to inject fuel with good ignitability into a pre-detonation combustion chamber, and a main fuel is injected into the main combustion chamber a little later than the fuel injection timing of this detonation fuel injection nozzle. It is equipped with a main fuel injection nozzle that is set to inject the fuel, and an ignition plug that is set to ignite the fuel in the combustion chamber at an appropriate time.

[Problem to be solved by the invention]

Conventionally, in a diesel engine, when a certain amount of premixture is sucked in, the sucked premixture is compressed, and then fuel is injected from a nozzle, the engine output is improved.
It is known that it reduces the occurrence of smoke and the like. In this case, the premixture has a very thin mixture ratio and is distributed almost uniformly throughout the cylinder, so even after the fuel is injected from a normal nozzle and burned, it can be found near the cylinder wall and on the top land of the piston head. The premixture existing in the gap between the cylinder liner and the cylinder liner is not combusted and is exhausted as unburned gas, causing deterioration of the hydrocarbon component of the fuel.

By the way, Japanese Patent Application No. 1983, which is an application filed by the present applicant,
The structure of the adiabatic engine disclosed in No. 80250 minimizes the heat capacity of the ceramic members forming the walls of the main combustion chamber and the sub-combustion chamber, thereby improving the intake efficiency of the engine. By quickly mixing the fuel spray with air and rapidly reducing the fuel equivalence ratio, the combustion time in the smoke generation zone determined by the fuel equivalence ratio and combustion temperature is shortened. It is possible to avoid combustion in the NOx generation zone, prevent the generation of smoke and NOl, and prevent deterioration in strength due to a decrease in the thickness of the ceramic material.

In such an adiabatic engine, in order to recover heat energy from the inner wall of the pre-chamber, prevent a thin air-fuel mixture from spreading into the cylinder, and eliminate deterioration of hydrocarbons in the fuel, a pre-chamber type adiabatic engine is required. The problem is how to configure it.

The purpose of this invention is to solve the above problems,
The lower surface of the cylinder head, the upper part of the cylinder liner, and the piston head, which make up the main chamber, are made of ceramic material to have an insulating structure, and the walls of the subchamber provided in the cylinder head are made of ceramic material to have an insulating structure. A main nozzle is provided in the chamber and a sub-nozzle is provided in the sub-chamber, and fuel is injected from the main nozzle and sub-nozzle toward each wall surface.A water injection nozzle is also provided in the main or sub-chamber to cool the inside of the cylinder. In addition to adjusting the injected fuel flow rate and water amount, the injection timing is controlled to bring the fuel in the pre-chamber into a rich state for high-temperature combustion at a high compression ratio, and then to bring the fuel in the main chamber to a lean state to burn at a low temperature. The fuel is combusted to suppress the generation of NOx, the wall energy is recovered by injecting fuel into the wall, and the total equivalence ratio of the fuel injected from the main nozzle and sub nozzle is controlled to a stoichiometric mixture ratio. An exhaust gas treatment device using a catalyst installed in the pipe processes exhaust gas to generate even more N.
An object of the present invention is to provide a fuel injection device for a pre-chamber type adiabatic engine that reduces the

[Means to solve the problem]

In order to achieve the above object, the present invention is configured as follows. That is, this invention provides an auxiliary chamber and a main chamber configured to have an adiabatic structure, a main nozzle that injects fuel into the main chamber between the walls of the main chamber during the first half of the suction stroke, and a compressor that is compressed after fuel injection by the main nozzle. This invention relates to a fuel injection device for a pre-chamber type adiabatic engine, comprising a water injection nozzle that injects water in the latter half of the stroke, and a sub-nozzle that injects fuel into the pre-chamber toward the wall surface of the pre-chamber near the top dead center of the compression stroke. .

Alternatively, the present invention provides a secondary chamber and a main chamber configured in a heat-insulating structure,
A main nozzle that injects fuel into the main chamber toward the wall surface of the main chamber in the latter half of the compression stroke, a water injection nozzle that injects water after the main nozzle injects fuel and in the latter half of the compression stroke, and top dead center of the compression stroke. The present invention relates to a fuel injection device for a subchamber type adiabatic engine, which includes a sub nozzle that injects fuel into the subchamber toward a wall surface of the subchamber near the subchamber.

[Effect]

The fuel injection device for a pre-chamber type adiabatic engine according to the present invention includes:
It is configured as described above and operates as follows. That is, in this invention, fuel is injected from the main nozzle toward the wall surface of the main chamber in the first half of the suction stroke or the second half of the compression stroke, and water is injected from the water injection nozzle after the fuel injection from the main nozzle and in the second half of the compression stroke. Then, the fuel was injected into the sub-chamber from the sub-nozzle toward the wall of the sub-chamber near the top dead center of the compression stroke, so that by injecting the fuel from the main nozzle toward the wall, sufficient wall heat energy was generated. The water absorbs heat energy from the wall surface and cools the inside of the cylinder by injecting water from the water injection nozzle.

Next, by injecting fuel from the auxiliary nozzle, the air-fuel mixture becomes rich and ignites and burns, and then flame is blown from the auxiliary chamber to the main chamber, causing the air-fuel mixture to become lean and combust. Therefore, combustion in the pre-chamber ignites in a rich air-fuel mixture and burns at a high temperature, so combustion in the NO8 generation zone can be avoided, and flame is blown out from the pre-chamber to the main chamber. The air-fuel mixture suddenly becomes lean and the combustion temperature decreases, making it possible to avoid combustion in the NOx generation zone. Therefore, the generation of NO can be reduced throughout the combustion time of the air-fuel mixture. Moreover, since the water injection nozzle injects water to cool the inside of the cylinder, the fuel injected from the main nozzle can be injected at a flow rate greater than that of the combustible mixture, thereby increasing engine output.

〔Example〕

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a fuel injection device for a pre-chamber type adiabatic engine according to the present invention will be described in detail with reference to the drawings.

FIG. 1 is a sectional view showing an embodiment of a fuel injection device for a pre-chamber type adiabatic engine according to the present invention. The pre-chamber type adiabatic engine equipped with this fuel injection device is a swirl chamber type diesel engine equipped with the pre-chamber 2,
Mainly, a main chamber 1, a sub-chamber 2 communicating with the main chamber 1 through a communication hole 20, a main nozzle 3 placed in the center of the main chamber 1, a water jet nozzle 30 placed in the main chamber 1, and a sub-chamber 2 It is composed of sub-nozzles 4 arranged. In this auxiliary chamber type adiabatic engine, the auxiliary chamber 2 provided in the cylinder head 10 is composed of a heat insulating wall body 16 made of a ceramic material, and the main chamber 1
The head liner 5 is composed of a head lower surface portion 17 disposed in a hole portion of the cylinder head 10 via a heat insulating gasket 12 and a liner upper portion 18 that are integrated into one body. Further, this pre-chamber type adiabatic engine includes a cylinder block 11 having a cylinder 14, a cylinder liner 15 fitted to the cylinder 14, and a gasket 7 on the cylinder block 11.
Cylinder head 10 and headliner 5 fixed via
A piston 6 and a cylinder head 1 are provided with a piston head portion 9 having an adiabatic structure that reciprocates within a cylinder liner 15.
It has an intake/exhaust boat 13 formed on the lower surface portion 17 of the head of the dryer 5, and an intake/exhaust valve (only the intake valve 8 is shown) disposed on the intake/exhaust boat 13.

In this pre-chamber type adiabatic engine, the pre-chamber 2 is made of silicon nitride (
The main chamber 1 is constructed of a heat insulating structure made of a ceramic material such as silicon carbide (SiJa), silicon carbide (SiC), aluminum titanate, potassium titanate, or a composite material, and the main chamber 1 is made of silicon nitride (Si, Nt), Silicon carbide (Si
C) The head liner 5 has an integral structure consisting of a head lower surface part 17 made of a ceramic material such as a composite material and a liner upper part 18, and has a heat insulating structure. Furthermore, the piston head portion 9 of the piston 6 is made of silicon nitride (SiJa),
It has a heat insulating structure made of ceramic materials such as silicon carbide (SiC) and composite materials.

In this pre-chamber type adiabatic engine, the main nozzle 3 is capable of injecting into the main chamber 1 a fuel flow amount greater than the combustible mixture, and the sub-nozzle 4 is capable of injecting ignition combustion into the pre-chamber 2. This sub-injects the amount of fuel that is possible. Further, the water injection nozzle 30 injects water into the main chamber 1 to cool the inside of the cylinder. As shown in FIG. 2, this pre-chamber type adiabatic engine is driven by an operating stroke consisting of four cycles: an intake stroke A, a compression stroke B, an expansion stroke C, and an exhaust stroke. In this pre-chamber type adiabatic engine fuel injection device, the injection timings of the main nozzle 3, water injection nozzle 30 and sub-nozzle 4 are first shown in (1) in Fig. 2.
As shown in the first half of suction stroke A, or (II) in Figure 2.
As shown in the figure, in the second half of the compression stroke B, the main nozzle 3 injects a fuel flow amount less than or more than the combustible mixture into the main chamber 1, and then a predetermined amount of water is injected from the water injection nozzle 30. After the above fuel injection is completed and in the second half of the compression stroke B, water is injected into the main chamber 1 in order to absorb thermal energy from the wall surface and bring the inside of the main chamber 1 below the flammable temperature, and then,
Injecting fuel from the auxiliary nozzle 4 into the auxiliary chamber 2 near the top dead center of the compression stroke B and causing ignition and combustion is defined as a vf symptom. Further, the main nozzle 3 and the water injection nozzle 30 have respective injection ports so that the injection patterns 32 and 34 are ejected toward the wall surface of the head lower surface portion 17 of the headliner 5 and the upper surface 19 of the piston head portion 9. each formed. A spout is formed in the sub nozzle 4 so that the jet pattern 33 is sprayed onto the wall surface of the heat insulating wall 16 at the right moment. By injecting the fuel and water toward the wall, the fuel and water absorb thermal energy from the high-temperature wall and are vaporized.

Therefore, since thermal energy is recovered from the wall surface, the wall surface is cooled, and the intake air does not expand due to heat received from the wall surface in the suction stroke A, thereby improving the suction efficiency.

In this fuel injection device for a sub-chamber type adiabatic engine, regarding the fuel flow rate injected into the main chamber 1 and the sub-chamber 2, the fuel flow rate F1 injected from the main nozzle 3 into the main chamber 1 is below the flammable air-fuel mixture or water injection. In order to perform this, the fuel flow rate can be set to be higher than the combustible air-fuel mixture, and the air-fuel mixture is ignited and burned in the sub-chamber 2 at the fuel flow rate F injected from the sub-nozzle 4 into the sub-chamber 2.

That is, a premixture in which the fuel injected from the main nozzle 3 and intake air are mixed in the main chamber 1 is generated in a range thinner than the stoichiometric mixture ratio, and the premixture is produced in the subchamber 2 from the subnozzle 4. The injected fuel creates a leaner air-fuel mixture.

At this time, the fuel flow rate F, which is the sum of the fuel flow rate Fl injected from the main nozzle 3 and the fuel flow rate F2 injected from the sub nozzle 4, can be controlled so that the fuel equivalence ratio becomes approximately the stoichiometric mixture ratio. Moreover, since water is injected, a high compression ratio can be obtained. Further, if the combustion is performed in the combustion chamber at a stoichiometric mixing ratio, the exhaust gas can be treated by the exhaust gas treatment device 35 using a catalyst provided in the exhaust pipe, and the exhaust gas can be suppressed.

In addition, this pre-chamber type adiabatic engine includes a main fuel injection pump 21 that supplies fuel to the main nozzle 3 disposed in the main chamber 1;
It has a water injection pump 28 that supplies water to the water injection nozzle 30 disposed in the main chamber 1, and a sub fuel injection pump 22 that supplies fuel to the sub nozzle 4 disposed in the sub chamber 2. The main fuel injection pump 21 is provided with a pump operating pulley 23, the water injection pump 28 is provided with a pump operating pulley 29, and the auxiliary fuel injection pump 22 is provided with a pump operating pulley 24. . These pump operating pulleys 23, 24. ．． 29 is attached to the crankshaft 25 and is drivingly connected by a timing belt 27 to a crank pulley 26 that rotates together with the crankshaft 25. In this case, since the engine operates in four cycles, the pump operating pulleys 23, 24, 29 are
It is sufficient to synchronize with the crank rotation and 1/2 rotation. Therefore, the fuel injection pump 21, 22 and the water injection pump 28 are driven by the timing belt 27 as the engine rotates. In some cases, the main nozzle 3, water injection nozzle 3
The nozzle 0 and the sub-nozzle 4 can be constructed from an electric injection nozzle equipped with a needle valve that is electrically opened and closed according to commands from a controller (not shown). In that case, in response to a command from the controller, the needle valve of the main nozzle 3 opens during the first half of the suction stroke A or the second half of the compression stroke B, and the fuel is pumped into the main chamber 1.
Then, the needle valve of the water injection nozzle 30 opens after the fuel injection and in the latter half of the compression stroke B to inject water into the main chamber l, and the sub nozzle 4 injects water into the top dead center of the compression stroke B. It can be controlled so that a needle valve opens nearby and fuel is injected into the auxiliary chamber 2.

Furthermore, in this pre-chamber type adiabatic engine, when the fuel flow rate and water amount injected into the main chamber 1 and the sub-chamber 2 are controlled by a controller (not shown) according to the operating state of the engine, the operating state of the engine is controlled. As sensors for detection, a load sensor (not shown) for detecting engine load and a rotation sensor (not shown) for detecting engine rotation are provided. The controller receives the detection signals from each of these sensors, calculates the optimal fuel flow rate and water amount for the engine operating condition, injects the fuel flow rate from the main nozzle 3 and the sub nozzle 4, and injects the water amount to the water injection nozzle. It is controlled so that it is injected from 30°. That is, the fuel injection device in this pre-chamber type adiabatic engine responds to the detection signals of each sensor that detects the engine load, engine rotation, etc. of the engine by the controller, and starts the first half of the suction stroke A or the compression stroke. Main nozzle 3 in the second half of B
The fuel flow rate injected into the main chamber 1 from the water injection nozzle 30 is controlled to be above or below the flammable mixture, and the optimum amount of water is injected from the water injection nozzle 30 into the main chamber 1, and the sub nozzle is injected near the top dead center of the compression stroke B. The fuel flow rate injected from No. 4 into the subchamber 2 is controlled so that the remaining fuel flow rate is injected so that the overall fuel equivalence ratio becomes approximately the stoichiometric mixture ratio during one cycle.

Next, the combustion state of the fuel injection device for the pre-chamber type adiabatic engine according to the present invention will be explained with reference to FIG.

As shown in FIG. 3, the smoke generation zone S exists in a region where the fuel equivalence ratio is high and the combustion temperature is low. Furthermore, the NOx generation zone exists in a region where the fuel equivalence ratio is low and the combustion temperature is high. In a standard pre-chamber engine, combustion normally occurs in the region indicated by symbol E. Furthermore, in an adiabatic engine in which the combustion chamber is configured to have an adiabatic structure, the combustion region shifts to the region indicated by the symbol H. In the pre-chamber type adiabatic engine of this invention, the combustion chamber has an insulating structure to recover thermal energy, and
The objective is to avoid combustion in the NOx generation zone, and for this purpose, the main objective is to make the equivalence ratio of the fuel to be combusted rich and shift the combustion region to the region indicated by the symbol R.

In the fuel injection system for the pre-chamber type adiabatic engine according to the present invention, first, during the first half of the suction stroke A or the second half of the compression stroke B, the wall surface of the main chamber 1, that is, the head lower surface portion 1 of the headliner 5.
By injecting fuel in an amount equal to or less than the combustible mixture toward the inner wall surface of the piston 7 and the upper surface 19 of the piston head portion 9 of the piston 6, the injected fuel sufficiently absorbs wall surface thermal energy and becomes gaseous. Then, water is injected from the water injection nozzle 30 into the main chamber 1 after the fuel is injected from the main nozzle 3 and in the latter half of the compression stroke B, and the injected fuel hits the wall surface. Sufficient thermal energy is absorbed and vaporized, and the vaporized air-fuel mixture is compressed, and -1 part thereof flows into the subchamber 2 through the communication hole 20. Fuel is injected from the auxiliary nozzle 4 into the auxiliary chamber 2 near the top dead center of the compression stroke B, mixes with the air-fuel mixture that has flowed in from the main chamber 1, produces a rich air-fuel mixture, and ignites and burns it. This combustion locus is the locus indicated by the symbol P in FIG.

Next, the flame generated by the combustion of the air-fuel mixture is blown out from the auxiliary chamber 2 through the communication hole 20 into the main chamber 1, and since the compressed air-fuel mixture is present in the main chamber 1, the air-fuel mixture is suddenly As the fuel equivalence ratio decreases, the combustion temperature decreases, and the mixture is then combusted in the main chamber 1. This combustion locus is the locus indicated by the symbol Q in FIG. Therefore, combustion in the pre-chamber 2 ignites in a rich air-fuel mixture and burns at a high temperature, so combustion in the NO9 generation zone can be avoided, and flames blow from the pre-chamber 2 to the main chamber 1. As a result, the air-fuel mixture suddenly becomes lean, and the combustion temperature decreases, making it possible to avoid combustion in the generation zone. Therefore, the generation of NO can be reduced throughout the combustion time of the air-fuel mixture.

Moreover, the total equivalence ratio of the fuel injected from the main nozzle 3 and the sub-nozzle 4 can be controlled to the stoichiometric mixing ratio, and therefore, the exhaust gas catalyst treatment device installed in the exhaust pipe can be used for exhaust gas treatment to reduce NOx. It can be performed.

Next, the air-fuel mixture is ignited and combusted and expanded to perform an expansion stroke C, after which the exhaust valve opens and the exhaust stroke begins. By the way, in this pre-chamber type adiabatic engine fuel injection system, since the wall surface of the combustion chamber is cooled by water injection, the intake valve 8 is then opened and the intake stroke A begins, and intake air is introduced into the combustion chamber. At this time, the intake air does not receive much heat from the wall surface, so it does not undergo thermal expansion. Therefore, the intake efficiency is improved, a high compression ratio can be achieved, and the generation of carbon can be reduced.

Next, another embodiment of the fuel injection device for a subchamber type adiabatic engine according to the present invention will be described with reference to FIG. The fuel injection device for the pre-chamber type adiabatic engine according to the embodiment shown in FIG.
Compared to the above embodiment, the structure and function are the same except that the water injection nozzle 31 is provided in the subchamber 2.
Identical parts are given the same reference numerals and redundant explanations will be omitted.

In particular, when the water injection nozzle 31 is provided in the subchamber 2, wall energy is recovered from the wall of the subchamber 2.
The vaporized water vapor is blown out toward the main chamber 1 in the subsequent expansion stroke C.

On the other hand, when the water injection nozzle 30 is provided in the main chamber 1 as in the above embodiment, the wall surface energy is recovered from the wall surface of the main chamber 1, and it evaporates into water vapor and expands. In any case, the total wall energy recovered from the combustion chamber has the same effect.

〔Effect of the invention〕

The fuel injection device for a pre-chamber type adiabatic engine according to the present invention includes:
The configuration as described above has the following effects. That is, this fuel injection device for a subchamber type adiabatic engine includes a subchamber and a main chamber configured to have an adiabatic structure, a main nozzle that injects fuel into the main chamber toward the wall surface of the main chamber during the first half of the intake stroke, and the main nozzle. The structure includes a water injection nozzle that injects water after the nozzle injects fuel and in the latter half of the compression stroke, and a sub-nozzle that injects fuel into the sub-chamber toward the wall surface of the sub-chamber near the top dead center of the compression stroke. By injecting fuel from the main nozzle toward the wall surface, it absorbs enough thermal energy from the wall surface to vaporize and expand, and then by injecting water from the water injection nozzle, the water absorbs thermal energy from the wall surface. The inside of the cylinder is cooled.

Next, by injecting fuel from the auxiliary nozzle, the air-fuel mixture becomes rich and ignites and burns, and then flame is blown out from the auxiliary chamber to the main chamber, so that the air-fuel mixture becomes lean. Burn. Therefore, combustion in the pre-chamber ignites in a rich state of air-fuel mixture and burns at a high temperature, so combustion in the NOx generation zone can be avoided, and flames are not blown out from the pre-chamber to the main chamber. As a result, the air-fuel mixture suddenly becomes lean, and the combustion temperature decreases, making it possible to avoid combustion in the NOx generation zone. Therefore, N
Generation of OX can be reduced. Moreover, since the water injection nozzle injects water to cool the inside of the cylinder, the fuel injected from the main nozzle can be injected at a flow rate greater than that of the combustible mixture, and the engine output can be increased. Moreover, the total equivalence ratio of the fuel injected from the main nozzle and the sub nozzle can be controlled to the stoichiometric mixing ratio, and therefore,
An exhaust gas treatment device installed in the exhaust pipe can perform exhaust gas treatment to reduce NOx. Moreover, since the fuel in the main chamber and the sub-chamber is injected toward each wall surface, the fuel absorbs heat from the wall surface, receives heat, recovers wall surface thermal energy, and vaporizes, so the wall surface is cooled. Sufficient intake air is ensured during the intake stroke,
Inhalation efficiency can be improved.

Alternatively, the present invention provides a secondary chamber and a main chamber configured in a heat-insulating structure,
A main nozzle that injects fuel into the main chamber toward the wall surface of the main chamber in the latter half of the compression stroke, a water injection nozzle that injects water after the main nozzle injects fuel and in the latter half of the compression stroke, and top dead center of the compression stroke. Since the structure includes a sub-nozzle that injects fuel into the sub-chamber toward the wall surface of the sub-chamber near the main nozzle, the fuel is injected from the main nozzle toward the wall surface to sufficiently absorb wall heat energy and vaporize it. Then, by injecting water from the water injection nozzle, the water absorbs thermal energy from the wall surface and the inside of the cylinder is cooled. Next, by injecting fuel from the auxiliary nozzle, the air-fuel mixture becomes rich and ignites and burns, and then flame is blown out from the auxiliary chamber to the main chamber, so that the air-fuel mixture becomes lean. Burn. Therefore, similarly to the above, the generation of NOl can be reduced, the suction efficiency can be improved, and thermal energy can be recovered.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram showing one embodiment of a fuel injection device for a pre-chamber type adiabatic engine according to the present invention, FIG. 2 is an explanatory diagram showing fuel injection timing in the fuel injection device of FIG. 1, and FIG. FIG. 4 is an explanatory diagram illustrating the combustion state of the fuel injection device for the pre-chamber type adiabatic engine according to the invention, and FIG. 4 is an explanatory diagram showing another embodiment of the fuel injection device for the pre-chamber type adiabatic engine according to the invention. 1-111 main chamber, 2.-1111 sub-chamber, 3-Issei nozzle, 4-11--sub nozzle, 5--head liner, 9--piston Head part, 10---Cylinder head, 16---Insulating wall body, 17---Hefed lower surface part, 19---One upper surface, 20---One communication hole,
21-----1 fuel injection pump, 22--... auxiliary fuel injection pump, 29-----1 water injection pump, 30
．． 31---Water injection nozzle, 32.3334--
One injection pattern.

Claims (2)

[Claims] (1) A sub-chamber and a main chamber configured to have an adiabatic structure, a main nozzle that injects fuel into the main chamber toward the wall of the main chamber during the first half of the suction stroke, and a main nozzle that injects fuel into the main chamber toward the wall of the main chamber during the first half of the suction stroke, and after fuel injection from the main nozzle and during the second half of the compression stroke. A fuel injection device for a pre-chamber type adiabatic engine, comprising a water injection nozzle that injects water, and a sub-nozzle that injects fuel into the sub-chamber toward a wall surface of the sub-chamber near the top dead center of the compression stroke. (2) A sub-chamber and a main chamber configured to have an adiabatic structure, a main nozzle that injects fuel into the main chamber toward the wall of the main chamber in the latter half of the compression stroke, and after fuel injection from the main nozzle and in the latter half of the compression stroke. A fuel injection device for a pre-chamber type adiabatic engine, comprising a water injection nozzle that injects water, and a sub-nozzle that injects fuel into the sub-chamber toward a wall surface of the sub-chamber near the top dead center of the compression stroke.