CN217270580U

CN217270580U - Internal combustion engine

Info

Publication number: CN217270580U
Application number: CN202220687233.3U
Authority: CN
Inventors: 小林広树
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2022-03-28
Filing date: 2022-03-28
Publication date: 2022-08-23
Anticipated expiration: 2032-03-28

Abstract

The utility model provides an internal-combustion engine can solve the uneven problem of pressure in the combustion chamber to make the burning stable. An internal combustion engine includes: a main combustion chamber in which a main combustion chamber spark plug is arranged; and an auxiliary combustion chamber which is configured in the center of the main combustion chamber and is internally provided with an auxiliary combustion chamber spark plug, wherein the main combustion chamber spark plug is configured at the outer side of the auxiliary combustion chamber, and the auxiliary combustion chamber spark plug is configured in the auxiliary combustion chamber in a way of deviating from the direction of the main combustion chamber spark plug.

Description

Internal combustion engine

Technical Field

The utility model relates to an internal combustion engine.

Background

In recent years, in order to ensure reliable, sustainable, and advanced access to energy that is affordable to more people, research and development for improving fuel efficiency, which contributes to the efficiency of energy, have been carried out.

In the prior art, there is an internal combustion engine with high combustion efficiency, in which a main combustion chamber and an auxiliary combustion chamber are arranged in a combustion chamber, the auxiliary combustion chamber ignites fuel in advance, and the ignited fuel is delivered into the main combustion chamber through a plurality of nozzle holes of the auxiliary combustion chamber communicated with the main combustion chamber, so as to control the injection amount and improve the combustion efficiency. However, in the fuel efficiency related art, when a conventional internal combustion engine is combusted, pressure unevenness occurs in a combustion chamber to cause resonance, which adversely affects the internal combustion engine for a long time.

The present invention is to solve the above problems and to achieve the purpose of solving the pressure unevenness in the combustion chamber of the internal combustion engine, thereby contributing to the efficiency of energy.

[ Prior art documents ]

[ patent document ]

[ patent document 1] Japanese patent application laid-open No. 2019-132213

SUMMERY OF THE UTILITY MODEL

The utility model provides an internal-combustion engine can solve the uneven problem of pressure in the combustion chamber to make the burning stable.

The utility model discloses an internal-combustion engine includes: a main combustion chamber in which a main combustion chamber spark plug is arranged; and an auxiliary combustion chamber which is configured in the center of the main combustion chamber and is internally provided with an auxiliary combustion chamber spark plug, wherein the main combustion chamber spark plug is configured at the outer side of the auxiliary combustion chamber, and the auxiliary combustion chamber spark plug is configured in the auxiliary combustion chamber in a way of deviating from the direction of the main combustion chamber spark plug.

In an embodiment of the present invention, the internal combustion engine further comprises: a pair of intake valves and a pair of exhaust valves respectively disposed on opposite sides of the main combustion chamber; and a fuel injection valve disposed between the pair of intake valves, and the main combustion chamber ignition plug is disposed between the pair of exhaust valves.

In an embodiment of the present invention, the internal combustion engine further includes: a plurality of connected combustion chambers, each of said combustion chambers comprising said primary combustion chamber and said secondary combustion chamber; and an intake device and an exhaust device respectively disposed on opposite sides of the combustion chamber, and the main combustion chamber spark plug is disposed between the intake device and the exhaust device.

In an embodiment of the present invention, the main combustion chamber and the auxiliary combustion chamber are configured as a phase ignition structure that sequentially ignites in the order of the main combustion chamber and the auxiliary combustion chamber.

Based on the above, the utility model discloses a supplementary combustion chamber spark plug of internal-combustion engine toward keeping away from the skew configuration of the direction of main combustion chamber spark plug in the supplementary combustion chamber, borrow this, when main combustion chamber and supplementary combustion chamber are igniteed, can be in main combustion chamber many places production pressure, according to the efficiency in order to reach the interior bulk pressure of balanced main combustion chamber to restrain the main combustion chamber and produce the resonance. Therefore, the utility model discloses an uneven problem of pressure in the combustion chamber can be solved to the internal-combustion engine to make the burning stable.

In order to make the aforementioned and other features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.

Drawings

Fig. 1 is a schematic perspective view of an internal combustion engine according to a first embodiment of the present invention;

FIG. 2 is an internal schematic view of the engine of FIG. 1 hiding the intake and exhaust devices;

3A-3E are schematic illustrations of the internal combustion engine of FIG. 2 in operation;

fig. 4 is a schematic diagram of an internal combustion engine according to a second embodiment of the present invention.

Description of the reference numerals

100. 100': an internal combustion engine;

110. 110': a combustion chamber;

112: a main combustion chamber;

114: a secondary combustion chamber;

120: a suction device;

122: an air intake valve;

130. 130': an exhaust device;

132. 132': an exhaust valve;

140: a fuel injection valve;

j: spraying a hole;

p1, P1': a main combustion chamber spark plug;

p2, P2': and an auxiliary combustion chamber spark plug.

Detailed Description

Fig. 1 is a perspective view of an internal combustion engine according to a first embodiment of the present invention. Fig. 2 is a schematic view of the internal combustion engine of fig. 1 with the intake and exhaust hidden. Fig. 3A to 3E are schematic views of the internal combustion engine of fig. 2 in operation. In the first embodiment, the internal combustion engine 100 is an engine disposed in a vehicle for combusting fuel to supply kinetic energy to the vehicle. The specific structure of the internal combustion engine 100 of the present embodiment will be described below with reference to fig. 1 to 3E.

Referring to fig. 1 and 2, in the present embodiment, an internal combustion engine 100 includes a combustion chamber 110, an intake device 120, an exhaust device 130, and a fuel injection valve 140. The combustion chamber 110 includes a primary combustion chamber 112 and a secondary combustion chamber 114. As shown in fig. 2, a main combustion chamber spark plug P1 is disposed in the main combustion chamber 112. The auxiliary combustion chamber 114 is disposed in the center of the main combustion chamber 112, and an auxiliary combustion chamber ignition plug P2 is disposed in the auxiliary combustion chamber 114. The main combustion chamber 112 is communicated with the auxiliary combustion chamber 114 through a jet hole J provided on an outer wall of the auxiliary combustion chamber 114, and the fuel ignited and combusted in the auxiliary combustion chamber 114 can be jetted into the main combustion chamber 112 through the jet hole J. The main combustion chamber spark plug P1 is disposed outside the auxiliary combustion chamber 114, and is offset so as to be close to the outer wall of the main combustion chamber 112. The auxiliary combustion chamber spark plug P2 is disposed in the auxiliary combustion chamber 114 offset in a direction away from the main combustion chamber spark plug P1. The number of the injection holes J is illustrated as six, but the number of the injection holes J can be adjusted according to actual needs, which is not limited by the present invention.

In such an arrangement, the auxiliary chamber spark plug P2 of the internal combustion engine 100 is disposed in the auxiliary chamber 114 so as to be offset in a direction away from the main chamber spark plug P1, whereby pressure can be generated at a plurality of places in the main chamber 112 when the main chamber 112 and the auxiliary chamber 114 are ignited, thereby achieving the effect of balancing the entire pressure in the main chamber 112 and suppressing the occurrence of resonance in the main chamber 112. Accordingly, the internal combustion engine 100 of the present invention can solve the problem of the pressure unevenness in the combustion chamber 110, and stabilize the combustion.

In the present embodiment, the air intake device 120 and the air exhaust device 130 are connected to the combustion chamber 110 and respectively disposed at two opposite sides of the combustion chamber 110, such as above and below the combustion chamber 110 in fig. 1. The intake device 120 includes a pair of intake valves 122, the exhaust device 130 includes a pair of exhaust valves 132, and the pair of intake valves 122 and the pair of exhaust valves 132 are respectively disposed on opposite sides of the main combustion chamber 112, for example, above and below the main combustion chamber 112 in fig. 2. Specifically, as shown in fig. 2, the pair of intake valves 122 are arranged above the main combustion chamber 112 in parallel, and the pair of exhaust valves 132 are arranged below the main combustion chamber 112 in parallel. Further, the fuel injection valve 140 is disposed between the pair of intake valves 122, and the main combustion chamber ignition plug P1 is disposed between the pair of exhaust valves 132. That is, the fuel injection valve 140 and the main combustion chamber ignition plug P1 are disposed with the auxiliary combustion chamber 114 therebetween, and are located on opposite sides of the main combustion chamber 112.

As a result, the fuel injection valve 140 and the main combustion chamber ignition plug P1 are disposed between the pair of intake valves 122 and between the pair of exhaust valves 132, respectively, and the space in the combustion chamber 110 can be utilized appropriately, so that the arrangement is compact and compact. Further, since the fuel injection valve 140 and the main combustion chamber ignition plug P1 are provided on opposite sides in the main combustion chamber 112, the fuel injected from the fuel injection valve 140 does not directly affect the main combustion chamber ignition plug P1, and the combustion is stabilized.

Referring to fig. 3A to 3E, the mechanism of ignition and pressure balance of the internal combustion engine 100 of the present embodiment will be further described. The main combustion chamber 112 and the auxiliary combustion chamber 114 are arranged in a phase ignition structure in which the main combustion chamber 112 and the auxiliary combustion chamber 114 are ignited in this order.

As shown in fig. 3A, the fuel is ignited and burned in the main combustion chamber 112 by the main combustion chamber spark plug P1, and the pressure around the main combustion chamber spark plug P1 thus begins to rise (as indicated by the hatching in fig. 3A). Next, as shown in fig. 3B, the fuel is ignited and burned in the auxiliary combustion chamber 114 by the auxiliary combustion chamber ignition plug P2, and the ignited fuel around the auxiliary combustion chamber ignition plug P2 is diffused to the surrounding injection holes J (as indicated by the hatching in fig. 3B). Since the auxiliary chamber spark plug P2 is disposed in a deviated manner, the ignited fuel is first injected from the injection hole J closest to the auxiliary chamber spark plug P2, that is, from the injection hole J in a direction away from the main chamber spark plug P1 (as indicated by the arrow in fig. 3B). At this time, as shown in fig. 3C, the fuel injected into the main combustion chamber 112 from the injection hole J closest to the auxiliary chamber spark plug P2 starts to increase its ambient pressure (as indicated by the arrows and hatching in fig. 3C). Therefore, the pressure in the main combustion chamber 112 corresponding to the side of the main combustion chamber spark plug P1 and the pressure in the opposite side of the main combustion chamber spark plug P1 are all generated, thereby primarily reducing the pressure difference between the two sides.

As shown in fig. 3D, the ignited fuel in the auxiliary combustion chamber 114 is then spread to two injection holes J (indicated by hatching in fig. 3D) next to the auxiliary combustion chamber spark plug P2, for example, to the injection holes J on both sides of the injection hole J located in the direction away from the main combustion chamber spark plug P1 (indicated by arrows in fig. 3D). Next, as shown in fig. 3E, the fuel injected into the main combustion chamber 112 from the two injection holes J which are next to the auxiliary combustion chamber spark plug P2 starts to increase its ambient pressure (as indicated by arrows and hatching in fig. 3E). Thereby, three pressure points are provided on the other side of the main combustion chamber 112 with respect to the main combustion chamber spark plug P1, and the pressure difference in the main combustion chamber 112 can be further reduced.

Thereafter, the order of fuel injection from the other injection holes J of the auxiliary combustion chamber 114 into the main combustion chamber 112 and the manner of pressure generation are analogized from the foregoing, and the description thereof is omitted. As can be seen, since the auxiliary chamber spark plug P2 is disposed in the auxiliary chamber 114 so as to be offset in a direction away from the main chamber spark plug P1, the fuel discharged from the auxiliary chamber 114 is sequentially discharged from the nozzle hole J located closest to the auxiliary chamber spark plug P2 to the farthest, and pressure is generated at a plurality of points in the main combustion chamber 112 to balance the pressure in the main combustion chamber 112 and suppress the occurrence of resonance in the main combustion chamber 112. Accordingly, the internal combustion engine 100 of the present invention can solve the problem of the non-uniform pressure in the combustion chamber 110, and stabilize the combustion.

Fig. 4 is a schematic diagram of an internal combustion engine according to a second embodiment of the present invention. In the second embodiment, the internal combustion engine 100 ' differs from the internal combustion engine 100 in that the internal combustion engine 100 ' has a plurality of combustion chambers 110 '. When the elements are the same, the reference numerals in the first embodiment are used, and the description will not be repeated. The specific structure of the internal combustion engine 100' of the second embodiment will be described below with reference to fig. 4.

In this embodiment, the engine 100 ' includes a plurality of associated combustion chambers 110 ', and the combustion chambers 110 ' each include a primary combustion chamber 112 and a secondary combustion chamber 114. The combustion chambers 110 'are connected to each other through an intake device 120 and an exhaust device 130' (not shown). The intake device 120 and the exhaust device 130 'are disposed on opposite sides of the combustion chamber 110', for example, above and below the main combustion chamber 112 in fig. 4. The main combustion chamber spark plug P1 'is disposed between the intake device 120 and the exhaust device 130', and the auxiliary combustion chamber spark plug P2 'is disposed in the auxiliary combustion chamber 114 so as to be offset in a direction away from the main combustion chamber spark plug P1'.

In other words, the main combustion chamber ignition plug P1 'and the sub-combustion chamber ignition plug P2' of the present embodiment are arranged in the left-right direction, compared to the main combustion chamber ignition plug P1 and the sub-combustion chamber ignition plug P2 of the first embodiment which are arranged in the up-down direction. In this manner, the position of the main combustion chamber spark plug P1 ' does not affect the exhaust valves 132 ' of the exhaust assembly 130 ', such that the pair of exhaust valves 132 ' are closer together than the pair of exhaust valves 132, thereby making space utilization of the combustion chamber 110 ' more efficient and compact. However, in other embodiments, which are not shown, even in the configuration in which the internal combustion engine 100 includes the plurality of connected combustion chambers 110, the plurality of combustion chambers 110 may be arranged vertically as in the first embodiment, and the present invention is not limited to the arrangement of the components when the internal combustion engine 100 includes the plurality of connected combustion chambers 110, and may be adjusted as needed.

To sum up, the utility model discloses a supplementary combustion chamber spark plug of internal-combustion engine toward keeping away from the skew configuration of the direction of main combustion chamber spark plug in the supplementary combustion chamber, borrow this, when main combustion chamber and supplementary combustion chamber are igniteed, can be in main combustion chamber many places production pressure, according to the efficiency in order to reach the interior bulk pressure of balanced main combustion chamber to restrain main combustion chamber and produce the resonance. Further, since the fuel injection valve and the main combustion chamber spark plug are respectively disposed between the pair of intake valves and the pair of exhaust valves, the space in the combustion chamber can be properly utilized, and the arrangement can be made compact and small. Moreover, the fuel injection valve and the main combustion chamber spark plug are respectively arranged on two opposite sides in the main combustion chamber, so that the fuel sprayed out of the fuel injection valve can not directly influence the main combustion chamber spark plug, and further the combustion is stable. Therefore, the utility model discloses an uneven problem of pressure in the combustion chamber can be solved to the internal-combustion engine to make the burning stable.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention.

Claims

1. An internal combustion engine, comprising:

a main combustion chamber in which a main combustion chamber spark plug is arranged; and

an auxiliary combustion chamber disposed at the center of the main combustion chamber and having an auxiliary combustion chamber spark plug disposed therein, wherein

The main combustion chamber spark plug is arranged outside the auxiliary combustion chamber,

the spark plug of the auxiliary combustion chamber is arranged in the auxiliary combustion chamber in a manner of deviating towards the direction far away from the spark plug of the main combustion chamber.

2. The internal combustion engine of claim 1, further comprising:

a pair of intake valves and a pair of exhaust valves respectively disposed on opposite sides of the main combustion chamber; and

a fuel injection valve disposed between the pair of intake valves and

the main combustion chamber spark plug is disposed between the pair of exhaust valves.

3. The internal combustion engine of claim 1, further comprising:

a plurality of connected combustion chambers, each of said combustion chambers comprising said primary combustion chamber and said secondary combustion chamber; and

an air intake device and an air exhaust device respectively disposed at opposite sides of the combustion chamber and configured to exhaust air

The main combustion chamber spark plug is disposed between the intake device and the exhaust device.

4. The internal combustion engine according to claim 1,

the primary combustion chamber and the secondary combustion chamber are configured in a phase ignition configuration that ignites sequentially in the order of the primary combustion chamber and the secondary combustion chamber.