DE102005003101A1 - Piston for internal combustion engine, has cavity with circumferential cavity wall, and fuel storage chambers formed as ducts embedded into piston, and extend from impinging area of fuel jets - Google Patents
Piston for internal combustion engine, has cavity with circumferential cavity wall, and fuel storage chambers formed as ducts embedded into piston, and extend from impinging area of fuel jets Download PDFInfo
- Publication number
- DE102005003101A1 DE102005003101A1 DE102005003101A DE102005003101A DE102005003101A1 DE 102005003101 A1 DE102005003101 A1 DE 102005003101A1 DE 102005003101 A DE102005003101 A DE 102005003101A DE 102005003101 A DE102005003101 A DE 102005003101A DE 102005003101 A1 DE102005003101 A1 DE 102005003101A1
- Authority
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- Germany
- Prior art keywords
- piston
- fuel
- channel
- storage chambers
- cavity
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
Classifications
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
- F02B23/0627—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion having additional bores or grooves machined into the piston for guiding air or charge flow to the piston bowl
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0633—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space being almost completely enclosed in the piston, i.e. having a small inlet in comparison to its volume
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0636—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston the combustion space having a substantially flat and horizontal bottom
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/066—Details related to the fuel injector or the fuel spray the injector being located substantially off-set from the cylinder centre axis
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0603—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head
- F02B2023/0612—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston at least part of the interior volume or the wall of the combustion space being made of material different from the surrounding piston part, e.g. combustion space formed within a ceramic part fixed to a metal piston head the material having a high temperature and pressure resistance, e.g. ceramic
-
- 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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
- F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
- F02B23/0624—Swirl flow
-
- 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
Abstract
Description
Die Erfindung betrifft einen Kolben, der in einem Zylinder einer Brennkraftmaschine beweglich angeordnet ist, mit einer in den Kolben eingelassenen eine umlaufende Muldenwand aufweisenden Mulde, in die von einem in einem zugeordneten Zylinderkopf eingesetzten Einspritzventil Kraftstoff einspritzbar ist, wobei die aus dem Einspritzventil austretenden Kraftstoffstrahlen zumindest in der angenäherten oberen Totpunktlage des Kolbens auf die Muldenwand auftreffen.The The invention relates to a piston in a cylinder of an internal combustion engine is movably arranged, with an embedded in the piston a circular trough-walled trough, into which of a Injector used in an associated cylinder head Fuel is injectable, wherein emerging from the injection valve Fuel jets at least in the approximate top dead center of the piston hit the trough wall.
Ein
derartiger Kolben ist aus der
Der Erfindung liegt die Aufgabe zugrunde, eine Brennkraftmaschine bereitzustellen, bei der bei geringer NOx-Emission die Ölstandzeit erhöht ist.The invention has for its object to provide an internal combustion engine, in which at low NO x emission, the oil life is increased.
Der vorliegenden Erfindung liegt die Erkenntnis zugrunde, dass für einen niedrigen spezifischen Kraftstoffverbrauch ein Einspritzbeginn im Bereich von ca. 10° Kurbelwelle bis 20° Kurbelwelle vor dem oberen Totpunkt bei einer Einspritzdauer im Bereich von ca. 15° Kurbelwelle bis 30° Kurbelwelle erstrebenswert ist. Andererseits ist bei diesen Einspritzbedingungen die Abgasemission, insbesondere die spezifische Stickoxydemission (Nox) ungünstig. Für eine niedrige spezifi sche Stickoxydemission ist ein später Einspritzbeginn bis in den Bereich des Beginns einer Einspritzung nach dem oberen Totpunkt und eine möglichst lange Einspritz- und somit auch lange Brenndauer vorteilhaft. Durch diese Maßnahmen fällt der Zünddruck und somit die Verbrennungstemperatur immer weiter ab. Dies bewirkt die Verringerung der Stickoxydemission. Die gleiche Temperaturabsenkung wird auch durch eine längere Brenndauer beziehungsweise längere Einspritzdauer bei gleicher Einspritzmenge erzielt. Andererseits bewirken solche Einspritzbedingungen aber eine Erhöhung des spezifischen Kraftstoffverbrauchs. Wenn der Aspekt des spezifischen Kraftstoffverbrauchs außer Acht gelassen wird, ist bei einem späten Einspritzbeginn und einer langen Einspritzdauer der Kolben der Brennkraftmaschine in seiner Abwärtsbewegung, so dass bei dem gattungsgemäß ausgebildeten Kolben mit einer Brennraummulde der Kraftstoff teilweise in die Brennraummulde und teilweise in den Zylinderraum oberhalb des Kolbenbodens eingespritzt wird. Dieser in den Zylinderraum eingespritzte Kraftstoff gelangt zumindest teilweise an die Zylinderwände und wäscht an den Zylinderwänden anhaftendes Öl ab. Dieses abgewaschene Öl muss zur Schmierung der Kolbenlauffläche ersetzt werden und die abgewaschene Menge verbrennt unter unerwünschter Rußbildung. Diese Rußpartikel ("Soot in Oil") verunreinigen das Öl, so dass die Ölstandzeit deutlich reduziert ist. Insgesamt finden folglich mehrere gegenläufige Prozesse statt, die einer – in jeder Hinsicht – optimierten Einspritzung entgegenstehen. Die optimalste Lösung wäre ein Einspritzventil, das immer den gleichen Abstand zur Mulde hätte; das Einspritzventil müsste dann beispielsweise nicht im Zylinderkopf, sondern im Kolben angeordnet und befestigt sein. Diese gegenläufigen Prozesse werden erfindungsgemäß zumindest teilweise dadurch ausgeschaltet, dass in den Kolben mit der Auftrefffläche der Kraftstoffstrahlen korrespondierende Kraftstoffspeicherkammern eingelassen sind. In diese Kraftstoffspeicherkammern gelangt ein Teil des nunmehr im Bereich um den oberen Totpunkt eingespritzten Kraftstoffs, verbrennt aber erst mit einer zeitlichen Verzögerung, nämlich wenn er wieder aus den Kraftstoffspeicherkammern hinausgelangt und sich mit Verbrennungsluft vermischt. Diese zeitlich verzögerte Verbrennung bewirkt aber trotz der gegebenenfalls nicht optimalen Gemischbildung des eingespritzten Kraftstoffs und der Verbrennungsluft eine deutliche Reduzierung der spezifischen Stickoxydemission und der Rußeintrag in das Öl wird deutlich reduziert. Die solchermaßen zeitlich verzögerte Verbrennung hat schließlich auf den spezifischen Kraftstoffverbrauch nicht die negative Auswirkung wie die eines späten Einspritzbeginns.The present invention is based on the finding that for a low specific fuel consumption an injection start in the range of about 10 ° crankshaft to 20 ° crankshaft before top dead center with an injection duration in the range of about 15 ° crankshaft to 30 ° crankshaft is desirable. On the other hand, the exhaust emission, in particular the specific nitrogen oxide emission (No x ) is unfavorable in these injection conditions. For a low specifi cal nitrogen oxide emission is a late start of injection into the range of the beginning of an injection after top dead center and the longest possible injection and thus long burning time advantageous. By these measures, the ignition pressure and thus the combustion temperature drops further and further. This causes the reduction of the nitrogen oxide emission. The same temperature reduction is achieved by a longer burning time or longer injection duration with the same injection quantity. On the other hand, however, such injection conditions cause an increase in the specific fuel consumption. If the aspect of specific fuel consumption is disregarded, at a late start of injection and a long injection period, the piston of the internal combustion engine in its downward movement, so that in the generically designed piston with a combustion bowl, the fuel partially in the combustion bowl and partially in the cylinder chamber above the piston bottom is injected. This injected into the cylinder chamber fuel at least partially reaches the cylinder walls and washes off adhering to the cylinder walls of oil. This washed-off oil must be replaced to lubricate the piston running surface and the washed-off amount burns under unwanted soot formation. These soot particles ("soot in oil") contaminate the oil, so that the oil life is significantly reduced. Overall, therefore, several opposing processes take place, which preclude - in every respect - optimized injection. The most optimal solution would be an injector that would always be the same distance from the well; The injection valve would then, for example, not be arranged in the cylinder head but in the piston and fastened. According to the invention, these opposing processes are at least partially eliminated by the fact that fuel storage chambers corresponding to the fuel jets are embedded in the pistons with the impact surface. A portion of the fuel now injected in the area around the top dead center passes into these fuel storage chambers, but burns only after a time delay, namely when it leaves the fuel storage chambers again and mixes with combustion air. However, this time-delayed combustion causes despite the possibly not optimal mixture formation of the injected fuel and the combustion air a significant reduction of the specific nitrogen oxide emission and the soot entry into the oil is significantly reduced. The thus delayed combustion has finally on the specific fuel consumption not the negative impact as that of a late start of injection.
In Weiterbildung der Erfindung ist jede der Kraftstoffspeicherkammern als Kanal ausgebildet, der sich wiederum in vorteilhafter Ausgestaltung der Erfindung von der Auftrefffläche des Kraftstoffstrahls in der Mulde zu dem Kolbenboden des entsprechenden Kolbens erstreckt. Diese Ausbildung bzw. Anordnung hat den Vorteil, dass zwei Austritte aus dem Kanal geschaffen sind, aus denen der Kraftstoff austritt und eine vollständige Verbrennung ermöglicht. Hinzu kommt ein Spüleffekt, der verhindert, dass in dem Kanal nicht verbrannter Kraftstoff oder nicht verbranntes Kraftstoff-Luft-Gemisch verbleibt.In Further development of the invention is each of the fuel storage chambers formed as a channel, which in turn in an advantageous embodiment the invention of the impact surface the fuel jet in the trough to the piston head of the corresponding Piston extends. This training or arrangement has the advantage that two outlets are created from the channel, from which the Fuel exits and allows complete combustion. In addition, there is a rinse effect, which prevents in the channel unburned fuel or unburned fuel-air mixture remains.
In Weiterbildung der Erfindung ist der Kanal schräg in Bezug zu der Kolbenlängsachse ausgerichtet. Insbesondere mit einem eingezogenen Muldenrand wird durch diese Ausbildung erreicht, dass das Kraftstoff-Luft-Gemisch bei der verzögerten Verbrennung verbrennungstechnisch günstig in die Mulde und den zwischen dem Kolben und dem Zylinderkopf gebildeten Zylinderraum austritt, ohne dabei aber in den Bereich der Zylinderwand zu gelangen. Andererseits ist durch diese Ausgestaltung gewährleistet, dass der Kanal einen hinreichenden Abstand von dem eingezogenen Muldenrand aufweist, so dass thermische Belastungsspitzen in diesem Bereich nicht auftreten. Die Ausrichtung des jeweiligen Kanals ist dabei in einem Winkel zwischen 5° und 45° und der Durchmesser im Bereich zwischen 2 % und 15 % des Kolbendurchmessers eingestellt.In a further development of the invention, the channel is aligned obliquely with respect to the piston longitudinal axis. In particular, with a retracted depression edge is achieved by this design that the fuel-air mixture in the delayed combustion combustion technically exits favorably into the trough and the cylinder space formed between the piston and the cylinder head, but without reaching the region of the cylinder wall. On the other hand, it is ensured by this configuration that the channel has a sufficient distance from the retracted bowl edge, so that thermal load peaks do not occur in this area. The orientation of the respective Ka nals is set at an angle between 5 ° and 45 ° and the diameter in the range between 2% and 15% of the piston diameter.
Dabei ist in weiterer Ausgestaltung zur weiteren Reduzierung der thermischen Belastung jeder Kanal thermisch isoliert. Dies kann beispielsweise durch eine keramische Beschichtung erfolgen.there is in a further embodiment for further reduction of the thermal Load each channel thermally insulated. This can be done, for example a ceramic coating take place.
In weiterer Ausgestaltung der Erfindung ist die Mulde rotationssymmetrisch ausgebildet und mittig in dem Kolben angeordnet. Dabei ist das Einspritzventil in Verlängerung der mittleren Kolbenlängsachse angeordnet und somit genau mittig zu der Mulde ausgerichtet. Dadurch werden in Verbindung mit einer 4-Ventil-Technologie (zwei Einlassventile und zwei Auslassventile, wobei die Einlasskanäle bevorzugt als Drall- und Füllkanal ausgebildet sind) günstige Einspritzbedingungen geschaffen. Die Einspritzstrahlen weisen dabei einen Einspritzwinkel von 120° bis 160° auf.In Another embodiment of the invention, the trough is rotationally symmetrical formed and arranged centrally in the piston. Here is the injector in extension the middle piston longitudinal axis arranged and thus aligned exactly centered to the trough. Thereby be used in conjunction with a 4-valve technology (two inlet valves and two exhaust valves, wherein the inlet channels preferably as swirl and filling channel are formed) favorable Injection conditions created. The injection jets are pointing an injection angle of 120 ° to 160 ° up.
Weitere vorteilhafte Ausgestaltungen der Erfindung sind der folgenden Zeichnungsbeschreibung zu entnehmen, in der ein in den Figuren dargestelltes Ausführungsbeispiel der Erfindung näher beschrieben ist.Further advantageous embodiments of the invention are the following description of the drawing take in the illustrated in the figures embodiment closer to the invention is described.
Es zeigen:It demonstrate:
Der
in dem Schnitt gemäß
- 11
- Kolbenpiston
- 22
- Muldetrough
- 33
- Kolbenbodenpiston crown
- 44
- Muldenrandbowl edge
- 55
- Kanalchannel
Claims (9)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005003101A DE102005003101A1 (en) | 2005-01-22 | 2005-01-22 | Piston for internal combustion engine, has cavity with circumferential cavity wall, and fuel storage chambers formed as ducts embedded into piston, and extend from impinging area of fuel jets |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005003101A DE102005003101A1 (en) | 2005-01-22 | 2005-01-22 | Piston for internal combustion engine, has cavity with circumferential cavity wall, and fuel storage chambers formed as ducts embedded into piston, and extend from impinging area of fuel jets |
Publications (1)
Publication Number | Publication Date |
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DE102005003101A1 true DE102005003101A1 (en) | 2006-07-27 |
Family
ID=36650543
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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DE102005003101A Withdrawn DE102005003101A1 (en) | 2005-01-22 | 2005-01-22 | Piston for internal combustion engine, has cavity with circumferential cavity wall, and fuel storage chambers formed as ducts embedded into piston, and extend from impinging area of fuel jets |
Country Status (1)
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DE (1) | DE102005003101A1 (en) |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1012115B (en) * | 1955-09-03 | 1957-07-11 | Maschf Augsburg Nuernberg Ag | Injection engine with a spherical combustion chamber in the piston |
GB1081692A (en) * | 1964-01-31 | 1967-08-31 | Giles John George | Improvements in or relating to internal combustion engine combustion chambers |
DE2016249A1 (en) * | 1970-04-04 | 1971-10-21 | Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Pistons for injection internal combustion engines, in particular diesel engines |
US5483933A (en) * | 1994-03-28 | 1996-01-16 | Isuzu Ceramics Research Institute Co., Ltd. | Combustion chamber structure for diesel engines |
US5645028A (en) * | 1995-11-21 | 1997-07-08 | Isuzu Motors Limited | Piston structure with a combustion chamber |
US5715787A (en) * | 1995-10-31 | 1998-02-10 | Isuzu Ceramics Research Institute Co., Ltd | Internal-combustion engine having a pre-combustion chamber |
DE19730399A1 (en) * | 1997-07-16 | 1998-09-03 | Daimler Benz Ag | Piston for internal combustion engine with direct fuel injection |
DE69329823T2 (en) * | 1992-06-17 | 2001-07-19 | Sonex Res Inc | COMBUSTION CHAMBER FOR COMBUSTION ENGINE AND METHOD FOR COMBUSTION BY MEANS OF FUEL RADICALS |
FR2840018A1 (en) * | 2002-05-22 | 2003-11-28 | Renault Sa | Multi-cylinder diesel engine comprises, for each cylinder, flat cylinder head with air inlet and exhaust valves and fuel injector, piston with profiled bowl surrounded by annular zone connected by holes to bowl lateral walls |
-
2005
- 2005-01-22 DE DE102005003101A patent/DE102005003101A1/en not_active Withdrawn
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1012115B (en) * | 1955-09-03 | 1957-07-11 | Maschf Augsburg Nuernberg Ag | Injection engine with a spherical combustion chamber in the piston |
GB1081692A (en) * | 1964-01-31 | 1967-08-31 | Giles John George | Improvements in or relating to internal combustion engine combustion chambers |
DE2016249A1 (en) * | 1970-04-04 | 1971-10-21 | Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Pistons for injection internal combustion engines, in particular diesel engines |
DE69329823T2 (en) * | 1992-06-17 | 2001-07-19 | Sonex Res Inc | COMBUSTION CHAMBER FOR COMBUSTION ENGINE AND METHOD FOR COMBUSTION BY MEANS OF FUEL RADICALS |
US5483933A (en) * | 1994-03-28 | 1996-01-16 | Isuzu Ceramics Research Institute Co., Ltd. | Combustion chamber structure for diesel engines |
US5715787A (en) * | 1995-10-31 | 1998-02-10 | Isuzu Ceramics Research Institute Co., Ltd | Internal-combustion engine having a pre-combustion chamber |
US5645028A (en) * | 1995-11-21 | 1997-07-08 | Isuzu Motors Limited | Piston structure with a combustion chamber |
DE19730399A1 (en) * | 1997-07-16 | 1998-09-03 | Daimler Benz Ag | Piston for internal combustion engine with direct fuel injection |
FR2840018A1 (en) * | 2002-05-22 | 2003-11-28 | Renault Sa | Multi-cylinder diesel engine comprises, for each cylinder, flat cylinder head with air inlet and exhaust valves and fuel injector, piston with profiled bowl surrounded by annular zone connected by holes to bowl lateral walls |
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