CN108691635B - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
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- CN108691635B CN108691635B CN201810263610.9A CN201810263610A CN108691635B CN 108691635 B CN108691635 B CN 108691635B CN 201810263610 A CN201810263610 A CN 201810263610A CN 108691635 B CN108691635 B CN 108691635B
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- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/12—Engines characterised by precombustion chambers with positive ignition
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- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/10—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder
- F02B19/1019—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber
- F02B19/108—Engines characterised by precombustion chambers with fuel introduced partly into pre-combustion chamber, and partly into cylinder with only one pre-combustion chamber with fuel injection at least into pre-combustion chamber, i.e. injector mounted directly in the pre-combustion chamber
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- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/16—Chamber shapes or constructions not specific to sub-groups F02B19/02 - F02B19/10
- F02B19/18—Transfer passages between chamber and cylinder
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
The invention provides an internal combustion engine. In an internal combustion engine provided with a sub-chamber, a mixed gas in a main combustion chamber is efficiently combusted. An internal combustion engine (1) is provided with: a main combustion chamber (12); a sub-chamber (24) disposed in the center of the main combustion chamber; a plurality of communication holes (34) which communicate the sub chamber with the main combustion chamber; an injector (46) that injects fuel into the main combustion chamber; and an ignition plug (42) having an ignition portion disposed in the sub-chamber. By the fuel injection of the injector, a high concentration region where the fuel concentration is relatively high and a low concentration region where the fuel concentration is relatively low are formed in the circumferential direction of the main combustion chamber at the ignition timing, and the plurality of communication holes are set so that the total sum of the flow path areas toward the high concentration region is larger than the total sum of the flow path areas toward the low concentration region.
Description
Technical Field
The present invention relates to an internal combustion engine provided with a sub-chamber.
Background
A sub-chamber type internal combustion engine having a combustion chamber divided into a main combustion chamber and a sub-chamber is known. The auxiliary chamber type internal combustion engine ignites the mixed gas in the auxiliary chamber, and ignites the mixed gas in the main combustion chamber by a torch-like flame jetted from the auxiliary chamber to the main combustion chamber through the communication hole. In such a sub-chamber type internal combustion engine, a sub-chamber is disposed at the center of a main combustion chamber, and communication holes are radially disposed at equal intervals in the circumferential direction, whereby flames discharged from the communication holes are uniformly dispersed in the main combustion chamber (for example, patent document 1).
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 2009-215973
Disclosure of Invention
Problems to be solved by the invention
In the sub-chamber type internal combustion engine, if the tumble flow and the swirl flow are promoted, the amount of the mixed gas flowing into the sub-chamber through the communication hole varies, and the remaining amount of burned gas and the mixed gas concentration in the sub-chamber easily vary. As a result, the following problems occur: the amount of heat generated in the sub-chamber varies, the amount of flame discharged from the communication hole varies, and the combustion stability in the main combustion chamber decreases. In response to this problem, if the tumble flow and the swirl flow are reduced, in the case of a direct injection internal combustion engine, the diffusion of fuel is suppressed, and the fuel is unevenly distributed in the main combustion chamber. In this case, in the method of uniformly injecting the flame from the communication hole into the main combustion chamber, there is a problem that the mixed gas in the main combustion chamber cannot be efficiently combusted.
In view of the above background, an object of the present invention is to efficiently combust the mixed gas in the main combustion chamber in an internal combustion engine provided with a sub chamber.
Means for solving the problems
In order to solve the above problem, one aspect of the present invention provides an internal combustion engine 1 including: a primary combustion chamber 12; a sub-chamber 24 disposed in the center of the main combustion chamber; a plurality of communication holes 34 that communicate the sub chamber with the main combustion chamber; an injector 46 that injects fuel into the main combustion chamber; and an ignition plug 42 that includes an ignition portion disposed in the sub chamber, and in which high concentration regions 51, 53 in which the fuel concentration is relatively high and low concentration regions 52, 54 in which the fuel concentration is relatively low are formed in the circumferential direction of the main combustion chamber at an ignition timing by fuel injection from the injector, and the plurality of communication holes are set so that the total sum of flow path areas toward the high concentration regions is larger than the total sum of flow path areas toward the low concentration regions.
According to this aspect, since the total sum of the flow path areas toward the high concentration region of the communication holes is larger than the total sum of the flow path areas toward the low concentration region, the high concentration region has more flames than the low concentration region with respect to the flames discharged from the sub-chamber to the main combustion chamber through the communication holes. This makes it possible to distribute more flames generated in the sub-chamber than in the low concentration region, and to efficiently ignite the mixed gas in the main combustion chamber.
Further, in the above-described manner, the injector injects the fuel along the 1 st axis X perpendicular to the cylinder axis from the peripheral edge of the main combustion chamber as viewed in the direction along the cylinder axis Z, the high concentration region is formed as 2 regions along the 1 st axis in the circumferential direction of the main combustion chamber, and the low concentration region is formed as the other 2 regions along the 2 nd axis Y perpendicular to the 1 st axis in the circumferential direction of the main combustion chamber.
According to this aspect, since the high concentration region and the low concentration region are determined by the fuel injection direction of the injector, the flame discharged from the communication hole can be efficiently supplied to the high concentration region by setting the flow area of the communication hole with respect to the fuel injection direction of the injector.
In the above aspect, the injector is disposed on an intake side at a periphery of the main combustion chamber, and the 1 st axis extends from the intake side to an exhaust side.
According to this aspect, since the flow of intake air flowing into the main combustion chamber from the intake port coincides with the injection direction of fuel from the injector, the fuel is likely to be biased toward the intake side or the exhaust side, and the position of the high concentration region is likely to be determined.
In the above aspect, the intake port for supplying intake air to the main combustion chamber is a low flow port for reducing tumble flow and swirl flow.
According to this aspect, the flow of the mixed gas in the primary chamber is suppressed, and thus the variation in the mixed gas concentration in the secondary chamber is suppressed, and the variation in the amount of heat generated in the secondary chamber is suppressed. This suppresses variation in the amount of flame jetted from the sub-chamber into the main combustion chamber, and improves the combustion stability of the mixed gas in the main combustion chamber.
In the above aspect, the diameter of the communication hole toward the high concentration region is larger than the diameter of the communication hole toward the low concentration region. Further, in the above aspect, the number of the communication holes toward the high concentration region is larger than the number of the communication holes toward the low concentration region.
According to these aspects, more flames can be supplied to the high concentration region than to the low concentration region with a simple configuration.
Effects of the invention
According to the above configuration, in the internal combustion engine provided with the sub chamber, the mixture gas in the main combustion chamber can be efficiently combusted.
Drawings
Fig. 1 is a sectional view of the internal combustion engine of embodiment 1 (sectional view I-I in fig. 2).
Fig. 2 is a bottom view of the cylinder head showing the combustion chamber wall surface of embodiment 1.
Fig. 3 is a bottom view of the cylinder head showing the combustion chamber wall surface of embodiment 2.
Fig. 4 is a bottom view of the cylinder head showing the combustion chamber wall surface of embodiment 3.
Fig. 5 is a sectional view of an internal combustion engine of a modified embodiment.
Description of the reference symbols
1: an internal combustion engine;
3: a cylinder head;
5: a cylinder;
7: a combustion chamber wall surface;
11: a piston;
12: a main combustion chamber;
15: an air inlet;
23: partition wall members;
24: a sub-chamber;
34: a communicating hole;
42: a spark plug;
47: an ejector;
51: a 1 st region (high concentration region);
52: region 2 (low concentration region);
53: a 3 rd region (high concentration region);
54: 4 th region (low concentration region);
a: a fuel injection axis;
x: 1 st axis;
y: a 2 nd axis;
z: the cylinder axis.
Detailed Description
An embodiment in which the present invention is applied to an internal combustion engine will be described below with reference to the drawings.
(embodiment 1)
The internal combustion engine 1 is a four-stroke mechanism, and as shown in fig. 1, has an engine body 4, and the engine body 4 includes a cylinder block 2 and a cylinder head 3 fastened to an upper end surface of the cylinder block 2. A cylinder 5 having a circular cross section and opening to the upper end surface of the cylinder block 2 is formed in the cylinder block 2. Let the axis of the cylinder 5 be the cylinder axis Z. A portion of the lower end surface of the cylinder head 3 facing the upper end of the cylinder 5 is recessed upward to form a combustion chamber wall surface 7, and the combustion chamber wall surface 7 constitutes the upper end of the cylinder 5. The combustion chamber wall surface 7 is formed in a so-called roof ridge shape.
A piston 11 is housed in the cylinder 5 so as to be capable of reciprocating along a cylinder axis Z. The combustion chamber wall 7 forms a main combustion chamber 12 in cooperation with the top surface of the piston 11. The piston 11 is connected to a crankshaft (not shown) via a connecting rod. The extension direction of the crankshaft is set as the axis direction of the crankshaft.
As shown in fig. 1 and 2, 2 intake ports 15 and 2 exhaust ports 16 are opened in the combustion chamber wall surface 7. Assuming that the direction perpendicular to the crankshaft axis and the cylinder axis Z is the intake/exhaust direction, 2 intake ports 15 are disposed on the intake side, which is one side in the intake/exhaust direction, and 2 exhaust ports 16 are disposed on the exhaust side, which is the other side, on the combustion chamber wall surface 7. The opening ends of the intake port 15 and the exhaust port 16 on the combustion chamber wall surface 7 side are opened and closed by an intake valve 17 and an exhaust valve 18 as lift valves.
A receiving hole 20 recessed upward is provided in the center of the combustion chamber wall surface 7. The receiving hole 20 is disposed coaxially with the cylinder axis Z and has a female screw 20A on an inner peripheral surface. The accommodation hole 20 has a bottom surface 20B at an upper end and is open at a lower end.
The accommodation hole 20 accommodates therein a partition wall member 23. Partition wall member 23 cooperates with receiving bore 20 to define a secondary chamber 24 that is separate from primary combustion chamber 12. The partition member 23 has a cylindrical tube portion 23A and a lower wall portion 23B closing the lower end of the tube portion 23A, and forms a recess 23C opening upward. A male screw 23D that is screwed into the female screw 20A of the accommodation hole 20 is formed on the outer peripheral surface of the cylindrical portion 23A.
The lower wall portion 23B is curved so that the central portion thereof protrudes downward. An annular tool engagement portion 26 centered on the axis of the partition wall member 23 is formed on the outer peripheral portion of the outer surface of the lower wall portion 23B exposed toward the main combustion chamber 12. The tool engagement portion 26 includes a plurality of recessed portions 27 recessed radially inward from the outer peripheral surface of the partition wall member 23. The recesses 27 are formed in a rotationally symmetrical shape around the axis of the partition wall member 23 and are arranged continuously in the circumferential direction. The number of the concave portions 27 can be arbitrarily set, and may be, for example, 12 or 6. By engaging a tool corresponding to the tool engaging portion 26 and rotating the tool, a fastening torque can be applied to the partition wall member 23.
A plurality of communication holes 34 are formed in the lower wall portion 23B, and extend through the lower wall portion in the thickness direction to communicate the main combustion chamber 12 with the sub-chamber 24. The communication holes 34 extend linearly, and their respective axes intersect each other at one intersection on the cylinder axis Z in the sub-chamber 24. That is, each of the communication holes 34 extends radially around the intersection of the axes of the communication holes 34 as viewed in the direction along the cylinder axis Z. The opening end of each communication hole 34 on the main combustion chamber 12 side is open inside the tool engagement portion 26 on the lower surface of the lower wall portion 23B.
As shown in fig. 1, the cylinder head 3 is provided with a plug hole 37, and the plug hole 37 extends upward along the cylinder axis Z from the center of the bottom surface 20B of the housing hole 20. The plug hole 37 is open at an upper end to the upper surface of the cylinder head 3, and is connected at a lower end to the sub-chamber 24.
A spark plug 42 as an ignition plug is inserted into the spark plug hole 37. The spark plug 42 has: a body 42A extending in a shaft shape; a center electrode 42B provided at the center of the front end of the body 42A; and a ground electrode 42C protruding from the front end peripheral edge of the main body portion 42A. A male screw is formed on the outer peripheral surface of the body portion 42A, and is screwed into a female screw formed at the lower portion of the plug hole 37. Between the center electrode 42B and the front end portion of the ground electrode 42C is an ignition portion, and a voltage is applied to the center electrode 42B at the time of ignition to generate a spark. The center electrode 42B and the ground electrode 42C are disposed in the sub-chamber 24.
A recess 45 recessed upward is formed in the combustion chamber wall surface 7 between the 2 intake ports 15. An injector hole 46 extending from the outer side surface on the intake side to the side surface of the recess 45 is formed in the cylinder head 3. An injector 47 is inserted into the injector hole 46. A nozzle hole at the tip of the injector 47 is disposed in the main combustion chamber 12, and injects fuel into the main combustion chamber 12.
As shown in fig. 2, the fuel injection axis a of the injector 47 extends along the 1 st axis X perpendicular to the cylinder axis Z as viewed in the direction along the cylinder axis Z. That is, injector 47 injects fuel from the peripheral edge of main combustion chamber 12 toward the center side of main combustion chamber 12 along the 1 st axis X, as viewed in the direction along cylinder axis Z. In the present embodiment, the 1 st axis X extends from the intake port 15 side to the exhaust port 16 side as viewed in the direction along the cylinder axis Z. That is, the 1 st axis X extends in the intake-exhaust direction, which is a direction perpendicular to the crankshaft axis of the internal combustion engine 1, as viewed in the direction along the cylinder axis Z. An axis perpendicular to the cylinder axis Z and the 1 st axis X is defined as a 2 nd axis Y. The 2 nd axis Y extends parallel to the crankshaft axis.
As shown in fig. 1, the fuel injection axis a of the injector 47 is inclined with respect to a plane perpendicular to the cylinder axis Z as viewed in the direction along the 2 nd axis Y. The fuel injected from the injector 47 spreads into a conical shape of an injection angle θ centered on the fuel injection axis a.
As shown in FIG. 2, main combustion chamber 12 has 1 st to 4 th regions 51 to 54 in this order in the circumferential direction as viewed in the direction along cylinder axis Z. The 1 st and 3 rd regions 51 and 53 are regions arranged along the 1 st axis X, and the 2 nd and 4 th regions 52 and 54 are regions arranged along the 2 nd axis Y. The 1 st to 4 th regions 51 to 54 have angular widths of 90 degrees, respectively. The 1 st and 3 rd regions 51 and 53 have an angular width of 45 degrees from the 1 st axis X to both sides with the cylinder axis Z as the center, and the 2 nd and 4 th regions 52 and 54 have an angular width of 45 degrees from the 2 nd axis Y to both sides with the cylinder axis Z as the center.
The plurality of communication holes 34 are set so that the sum of the flow path areas toward the 1 st and 3 rd regions 51, 53 is larger than the sum of the flow path areas toward the 2 nd and 4 th regions 52, 54. Here, the total of the flow area of the communication holes 34 facing the respective regions 51 to 54 is determined by the product of the number of the communication holes 34 facing the respective regions 51 to 54 and the diameter of each of the communication holes 34. For example, when the number of the communication holes 34 facing the respective regions 51 to 54 is the same, the sum of the flow path areas facing the 1 st region 51 and the 3 rd region 53 can be made larger than the sum of the flow path areas facing the 2 nd region 52 and the 4 th region 54 by making the diameter of the communication holes 34 facing the 1 st region 51 and the 3 rd region 53 larger than the diameter of the communication holes 34 facing the 2 nd region 52 and the 4 th region 54. When the diameters of the communication holes 34 are the same, the number of the communication holes 34 facing the 1 st region 51 and the 3 rd region 53 is larger than the number of the communication holes 34 facing the 2 nd region 52 and the 4 th region 54, so that the total of the flow path areas facing the 1 st region 51 and the 3 rd region 53 can be larger than the total of the flow path areas facing the 2 nd region 52 and the 4 th region 54. Further, the sum of the flow path areas toward the 1 st region 51 and the 3 rd region 53 may be made larger than the sum of the flow path areas toward the 2 nd region 52 and the 4 th region 54 by making the diameters of the communication holes 34 toward the 1 st region 51 and the 3 rd region 53 larger than the diameters of the communication holes 34 toward the 2 nd region 52 and the 4 th region 54 and making the number of the communication holes 34 toward the 1 st region 51 and the 3 rd region 53 larger than the number of the communication holes 34 toward the 2 nd region 52 and the 4 th region 54.
As shown in fig. 4, in embodiment 1, 4 communication holes 34 are provided and arranged at equal intervals (90 ° intervals) in the circumferential direction. When viewed along the cylinder axis Z, 2 communication holes 34A are arranged along the 1 st axis X with the main combustion chamber 12 side open ends facing the 1 st region 51 and the 3 rd region 53, and 2 communication holes 34B are arranged along the 2 nd axis Y with the main combustion chamber 12 side open ends facing the 2 nd region 52 and the 4 th region 54. The communication holes 34A and 34B are circular holes in cross section, and the diameter of the communication hole 34A facing the 1 st and 3 rd regions 51 and 53 is set larger than the diameter of the communication hole 34B facing the 2 nd and 4 th regions 52 and 54. The slopes of the communication holes 34A, 34B with respect to the cylinder axis Z are set to the same value.
Next, the operation and effect of the internal combustion engine 1 will be described. In the present embodiment, the fuel injected from the injector in the compression stroke of the internal combustion engine 1 flows along the 1 st axis X toward the 1 st region 51 in a plan view, and then swirls upward or downward to flow toward the 3 rd region 53. Since the 1 st axis coincides with the intake/exhaust direction and the flow of intake air flowing from intake port 15 into main combustion chamber 12 coincides with the fuel injection direction of injector 47, the fuel tends to be biased toward at least one of the 1 st region 51 and the 3 rd region 53. Therefore, the concentration of the fuel is relatively high in the 1 st region 51 and the 3 rd region 53 with respect to the 2 nd region 52 and the 4 th region 54. Therefore, the 1 st region 51 and the 3 rd region 53 are high concentration regions in which the concentration of the fuel is relatively high, and the 2 nd region 52 and the 4 th region 54 are low concentration regions in which the concentration of the fuel is relatively low. The concentration in which one of the 1 st region 51 and the 3 rd region 53 is high varies depending on the load and the rotation speed of the internal combustion engine.
In the present embodiment, since the intake port 15 is a low flow port, tumble flow and swirl flow in the main combustion chamber 12 are suppressed, and stirring of fuel is reduced. Therefore, the unevenness of the fuel injected from the injector 47 is further promoted, and the difference in concentration between the high concentration region and the low concentration region becomes conspicuous.
In the compression stroke, when the piston 11 is raised, a part of the mixed gas in the main combustion chamber 12 flows into the sub chamber 24 through the communication hole 34. Then, in the vicinity of the compression top dead center, the spark plug 42 generates a spark, whereby the air-fuel mixture in the sub-chamber 24 is ignited to generate a flame. The flame generated in the sub chamber 24 is jetted into the main combustion chamber 12 in a torch shape through the communication hole 34, and the mixture gas in the main combustion chamber 12 is ignited.
In the present embodiment, the diameter of the communication holes toward the high concentration region is larger than the diameter of the communication holes toward the low concentration region, and the total of the flow path areas of the communication holes 34 toward the high concentration region is larger than the total of the flow path areas toward the low concentration region, so that the amount of flame ejected from the sub chamber 24 through the communication holes 34 toward the main combustion chamber 12 is larger in the high concentration region than in the low concentration region. This makes it possible to distribute more flames generated in the sub-chamber 24 to the high concentration region than to the low concentration region, and to efficiently ignite the mixed gas in the main combustion chamber 12. Thus, combustion in main combustion chamber 12 is stabilized.
(embodiment 2)
In embodiment 2, the number, position, and diameter of the communication holes 34 are different from those in embodiment 1, and the other configurations are the same as those in embodiment 1. As shown in fig. 3, in embodiment 2, 6 communication holes 34 are provided, and the opening end of each of 2 communication holes 34C on the main combustion chamber 12 side is directed to the 1 st region 51 and the 3 rd region 53, and the opening end of each of 1 communication hole 34D on the main combustion chamber 12 side is directed to the 2 nd region 52 and the 4 th region 54. The 2 communication holes 34C in each of the 1 st and 3 rd regions 51, 53 are disposed offset toward the center of the regions 51, 53, i.e., toward the 1 st axis X. Thereby, the angle between the adjacent 2 communication holes 34C is set smaller than the angle between the adjacent 2 communication holes 34C and 34D. The communication holes 34C and 34D are holes having the same diameter and a circular cross section. The slopes of the communication holes 34C, 34D with respect to the cylinder axis Z are set to the same value. In embodiment 2, since the sum of the flow path areas of the communication holes 34C facing the high concentration region is larger than the sum of the flow path areas of the communication holes 34D facing the low concentration region, the flame amount discharged from the sub-chamber 24 to the main combustion chamber 12 through the communication holes 34 is larger in the high concentration region than in the low concentration region, and the mixture gas in the main combustion chamber 12 can be ignited efficiently.
(embodiment 3)
In embodiment 3, the number, position, and diameter of the communication holes 34 are different from those in embodiment 1, and the other configurations are the same as those in embodiment 1. As shown in fig. 4, in embodiment 3, 6 communication holes 34 are provided, and the opening end of each 2 communication holes 34E on the main combustion chamber 12 side is directed to the 1 st region 51 and the 3 rd region 53, and the opening end of each 1 communication hole 34F on the main combustion chamber 12 side is directed to the 2 nd region 52 and the 4 th region 54. The 2 communication holes 34E in each of the 1 st and 3 rd regions 51, 53 are disposed offset toward the center of the regions 51, 53, i.e., toward the 1 st axis X. Thereby, the angle between the adjacent 2 communication holes 34E is set smaller than the angle between the adjacent 2 communication holes 34E and 34F. The communication holes 34E and 34F are circular holes in cross section, and the diameter of the communication hole 34E facing the 1 st and 3 rd regions 51 and 53 is set larger than the diameter of the communication hole 34F facing the 2 nd and 4 th regions 52 and 54. The slopes of the communication holes 34E, 34F with respect to the cylinder axis Z are set to the same value. In embodiment 3, since the total of the flow path areas of the communication holes 34E facing the high concentration region is larger than the total of the flow path areas of the communication holes 34F facing the low concentration region, the amount of flame discharged from the sub-chamber 24 to the main combustion chamber 12 through the communication holes 34 is larger in the high concentration region than in the low concentration region, and the mixture gas in the main combustion chamber 12 can be ignited efficiently.
The above description has been made of the specific embodiments, but the present invention can be widely modified and implemented without being limited to the above embodiments. For example, in the present embodiment, the 1 st axis X is arranged to coincide with the intake/exhaust direction, but in other embodiments, the 1 st axis X may be arranged to form an angle with the intake/exhaust direction.
In other embodiments, as shown in fig. 5, a 2 nd injector 60 that injects fuel into the sub-chamber 24 may be provided. In this case, a connection passage 62 connected to the sub chamber 24 may be formed in the cylinder head 3, and the spark plug hole 37 and the 2 nd injector hole 63 accommodating the 2 nd injector 60 may be connected to the connection passage 62. The 2 nd injector 60 injects fuel into the sub-chamber 24, whereby the fuel concentration in the sub-chamber 24 is further stabilized. This improves the combustion stability in the sub-chamber 24 and the main combustion chamber 12.
In other embodiments, the angles of the communication holes 34 with respect to the cylinder axis Z may be different from each other. Further, the axes of the communication holes 34 may not pass through a common intersection point. For example, the communication holes 34 directed to the 1 st and 3 rd regions 51, 53 may be inclined downward with respect to the cylinder axis Z so as to extend along the roof-shaped combustion chamber wall surface 7, and the communication holes 34 directed to the 2 nd and 4 th regions 52, 54 may be perpendicular to the cylinder axis Z.
In other embodiments, the number of the communication holes 34 toward the low concentration region may be 0.
Claims (5)
1. An internal combustion engine, comprising:
a main combustion chamber;
a secondary chamber disposed in the center of the primary combustion chamber;
a plurality of communication holes that communicate the sub chamber with the main combustion chamber;
an injector that injects fuel into the main combustion chamber; and
a spark plug including an ignition portion disposed in the sub-chamber,
it is characterized in that the preparation method is characterized in that,
the injector injects fuel from the periphery of the main combustion chamber along a 1 st axis perpendicular to a cylinder axis, as viewed in a direction along the cylinder axis,
the main combustion chamber has a 1 st region, a 2 nd region, a 3 rd region, and a 4 th region in this order in the circumferential direction as viewed in the direction along the cylinder axis,
the 1 st region and the 3 rd region are regions arranged along the 1 st axis,
the 2 nd region and the 4 th region are regions arranged along a 2 nd axis perpendicular to the cylinder axis and the 1 st axis,
a high concentration region where the fuel concentration is relatively high and a low concentration region where the fuel concentration is relatively low are formed in the circumferential direction of the main combustion chamber at the ignition timing by fuel injection of the injector,
the high concentration region is formed in the 1 st region and the 3 rd region, the low concentration region is formed in the 2 nd region and the 4 th region,
the plurality of communication holes are set so that the sum of the flow path areas toward the 1 st and 3 rd regions is larger than the sum of the flow path areas toward the 2 nd and 4 th regions.
2. The internal combustion engine according to claim 1,
the injector is disposed on an intake side at a periphery of the main combustion chamber,
the 1 st axis extends from the intake side to the exhaust side.
3. The internal combustion engine according to claim 1,
the air inlet for supplying intake air to the main combustion chamber is a low flow port for reducing tumble flow and swirl flow.
4. The internal combustion engine according to claim 1,
the diameter of the communication hole toward the high concentration region is larger than the diameter of the communication hole toward the low concentration region.
5. The internal combustion engine according to any one of claims 1 to 4,
the number of the communication holes toward the high concentration region is larger than the number of the communication holes toward the low concentration region.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-069550 | 2017-03-31 | ||
| JP2017069550A JP2018172974A (en) | 2017-03-31 | 2017-03-31 | Internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108691635A CN108691635A (en) | 2018-10-23 |
| CN108691635B true CN108691635B (en) | 2020-12-08 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810263610.9A Active CN108691635B (en) | 2017-03-31 | 2018-03-28 | Internal combustion engine |
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| JP (1) | JP2018172974A (en) |
| CN (1) | CN108691635B (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7327466B2 (en) * | 2019-03-27 | 2023-08-16 | 三菱自動車工業株式会社 | pre-chamber internal combustion engine |
| JP7226527B2 (en) * | 2019-03-27 | 2023-02-21 | 三菱自動車工業株式会社 | pre-chamber internal combustion engine |
| WO2020196204A1 (en) * | 2019-03-27 | 2020-10-01 | 三菱自動車工業株式会社 | Auxiliary-chamber-type internal combustion engine |
| WO2020196685A1 (en) * | 2019-03-27 | 2020-10-01 | 三菱自動車工業株式会社 | Sub-chamber internal combustion engine |
| JP7365790B2 (en) * | 2019-05-20 | 2023-10-20 | 株式会社デンソー | Internal combustion engine and spark plug |
| JP7388224B2 (en) | 2020-02-12 | 2023-11-29 | マツダ株式会社 | Internal combustion engine with prechamber |
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| CN113669152B (en) * | 2021-08-18 | 2023-07-25 | 天津大学 | Gasoline engine ignition mechanism comprising strong tumble precombustion chamber |
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| JP2018172974A (en) | 2018-11-08 |
| CN108691635A (en) | 2018-10-23 |
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