JP2002266643A - Engine, its operating method and auxiliary combustion chamber mechanism - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize the technique capable of providing a high compression ratio and high efficiency by injecting the fuel to a main combustion chamber 1 with high pressure without using a complex and expensive fuel injection device, in an engine 100 provided with main combustion chamber 1 and the auxiliary combustion chamber 10 communicated through a communication passage 23, and a fuel supply means 30 and an ignition means 32 mounted in the auxiliary combustion chamber 10. SOLUTION: An air supply means 31 is mounted for supplying the air A to the auxiliary combustion chamber, a fuel supply process for supplying the fuel G to the auxiliary combustion chamber 10 is executed by the fuel supply means 30, then the air A is supplied to the auxiliary chamber 10 by the air supply means 30 to provide a combustible zone X on the ignition means 32 side of the auxiliary chamber 10, further the air supply process is executed to form an over-rich zone Y on the communicating passage 23 side of the auxiliary chamber 10, the air fuel mixture of the combustible zone X is ignited by the ignition means 32 to inject the air fuel mixture of the over-rich zone Y to the main combustion chamber 1 through the communication passage 23, and the air fuel mixture injected from the communicating passage 23 is combusted in the main combustion chamfer 1.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a main chamber formed in a cylinder, a sub-chamber communicating with the main chamber via a communication passage, fuel supply means for supplying fuel to the sub-chamber, The present invention relates to an engine having an ignition means for igniting the fuel in a sub-chamber and an operation method thereof, and more particularly to a sub-chamber mechanism constituted by the sub-chamber.

[0002]

2. Description of the Related Art In general, engines can be broadly classified into spark ignition engines (hereinafter referred to as SI engines) and diesel engines.

[0003] In an SI engine, a mixture of air and fuel, which is an example of an oxygen-containing gas, is sucked into a combustion chamber and compressed, and then ignited by a spark plug as ignition means and burned. The ideal cycle of such an SI engine is considered to be an Otto cycle (constant volume heating cycle), and the thermal efficiency can be improved by increasing the compression ratio and performing lean combustion. Further, in the case of the SI engine, there is a stratified air supply system as a lean combustion system which is effective in reducing exhaust gas and improving fuel efficiency due to a decrease in flame temperature, an improvement in cycle efficiency, a decrease in pumping loss, etc., particularly at a partial load. With the stratified charge system, a mixture that has an equivalence ratio within the combustion range where ignition is easy is created around the ignition plug, and a lean region where a mixture that is thinner than the mixture around the ignition plug exists outside the mixture. Then, first, an air-fuel mixture whose equivalence ratio is within the combustion range is ignited and burned, and the air-fuel mixture in the lean region is burned by the flame, thereby burning the lean air-fuel mixture as a whole. As an example of the stratified charge type combustion chamber structure, there is provided a fuel injection valve that directly injects fuel into the combustion chamber, and forms a combustible air-fuel mixture particularly near an ignition plug to stably burn by jetting the fuel into the combustion chamber. is there.

Further, in a diesel engine, fuel is injected by a fuel injection device into a high-temperature and high-pressure combustion chamber having a piston position near a top dead center position and self-ignited.
Ideally, it is configured to operate on a diesel cycle (constant pressure cycle). In the diesel cycle, as in the case of the SI engine, there is no occurrence of pressure oscillation, which is called knocking, caused by self-ignition of the final combustion portion (end gas) in the flame propagation in the combustion chamber, and the compression ratio is relatively high. As a result, the thermal efficiency can be improved.

[0005]

However, in the case where the efficiency is to be improved by directly injecting fuel into the combustion chamber as in the case of an SI engine or a diesel engine employing the above-described stratified charge system, the compression stroke is not sufficient. It is necessary to provide a complicated fuel injection device or the like for injecting fuel into a relatively high pressure combustion chamber. In particular, when the fuel is a gaseous fuel such as natural gas, it is difficult to sufficiently pressurize the gaseous fuel and directly inject it into the high-pressure combustion chamber, which requires a complicated and expensive fuel injection device.

Accordingly, the present invention has been made in view of the above circumstances,
It aims to realize a highly efficient engine with a high compression ratio by injecting fuel into the combustion chamber at high pressure without the need for complicated and expensive fuel injection equipment. It is an object of the present invention to provide a high-efficiency engine applicable to an engine to be used.

[0007]

Means for Solving the Problems [Structure 1] In an engine according to the present invention, as described in claim 1, a main chamber formed in a cylinder and a sub-chamber communicating with the main chamber via a communication passage. A fuel supply means for supplying fuel to the sub-chamber, and an ignition means for igniting the fuel in the sub-chamber,
An oxygen-containing gas is supplied to the sub-chamber to which the fuel has been supplied by the fuel supply unit, and a combustible region where an air-fuel mixture having an equivalence ratio within a combustion range exists is formed on the ignition unit side of the sub-chamber. In addition, there is provided an oxygen-containing gas supply means for forming a rich region in which an air-fuel mixture having an equivalence ratio equal to or higher than the upper limit of combustion exists on the side of the communication passage in the sub-chamber.

[Effects] That is, in an engine having a main chamber and a sub-chamber in which the combustion chambers are communicated with each other by a communication passage, the fuel supply means is provided by providing the fuel supply means as in this configuration. Thus, for example, when the pressure in the main chamber and the sub chamber is still in a low pressure state, in other words, in the case of a four-stroke engine, at the beginning of the intake stroke or the compression stroke, or in the case of a two-stroke engine, the scavenging stroke or At the beginning of the compression stroke, a so-called fuel supply step of supplying fuel to the sub-chamber and forming an air-fuel mixture in the sub-chamber can be performed.
The equivalent ratio of the air-fuel mixture formed in the sub-chamber in this manner is equal to or higher than the upper limit of combustion, that is, the fuel, at least until air (an example of an oxygen-containing gas) is supplied to the sub-chamber by the oxygen-containing gas supply means described later. It is kept in a dense state.

Further, by providing the oxygen-containing gas supply means, the oxygen-containing gas supply means supplies fuel to the sub-chamber and forms an air-fuel mixture in the sub-chamber having an equivalent ratio equal to or higher than the upper limit of combustion. For example, in the early stage of the compression stroke, a so-called oxygen-containing gas supply step of supplying air to the sub chamber and forming the combustible region and the rich region in the sub chamber can be performed.

After the fuel supply step and the oxygen-containing gas supply step are sequentially performed, the engine of the present invention activates the ignition means provided in the sub-chamber in the latter stage of the compression stroke to operate the sub-chamber. The mixture in the combustible region is ignited and burned. Then, the pressure wave generated by the combustion in the combustible region of the sub-chamber is propagated to the rich region formed on the communication passage side, and the mixture having an equivalent ratio equal to or higher than the upper combustion limit of the rich region is ignited. Instead, the high pressure is injected into the main chamber through the communication passage.

Therefore, the engine of the present invention having the unique sub-chamber mechanism as described above uses a complicated and expensive fuel injection device, such as a conventional diesel engine, or a stratified charge system for directly injecting fuel into the combustion chamber. The fuel-rich mixture formed in the sub-chamber is injected at high pressure into the main chamber by utilizing the pressure rise due to combustion in the combustible region of the sub-chamber without the need for a fuel injection device or the like. Driving method can be performed. The engine of the present invention is a diesel engine that injects air-fuel mixture into the main chamber at a high pressure and self-ignites even if the fuel is gaseous fuel, or an air-fuel mixture near the spark plug provided in the main chamber. And injects the mixture to ignite the mixture to burn the surrounding lean mixture, thereby enabling a stratified charge type SI engine to be constructed, thereby achieving higher efficiency.

[0012] According to a second aspect of the present invention, in addition to the configuration of the engine of the first aspect, the engine according to the present invention self-ignites the air-fuel mixture jetted from the communication passage in the main chamber. It is characterized by being burned.

[Effects] That is, the engine of the present invention
For example, the compression ratio is set to a high compression ratio of about 16 to 18, and at the time when the piston position is near the top dead center position, the air-fuel mixture in the rich region of the sub-chamber is injected into the main chamber via the communication passage. It can be configured as a so-called diesel engine that self-ignites. Further, the fuel supply means of the engine configured as a diesel engine as described above includes:
Since the fuel can be configured to be supplied at a relatively low pressure, a gaseous fuel such as natural gas can be easily used as the fuel.

[Structure 3] In the engine according to the present invention, in addition to the structure of the engine according to Structure 1 or 2, the oxygen-containing gas supply means may be arranged so that the auxiliary gas is supplied during the compression stroke. A means for supplying the oxygen-containing gas to the chamber.

[Function and Effect] In the sub-chamber of the engine of the present invention, a combustible region in which an air-fuel mixture exists within a combustion range having an equivalence ratio of about 1, and an air-fuel mixture having an equivalence ratio as high as the upper limit of combustion or more. An existing rich region is formed, and it is necessary to maintain each region until the timing of igniting the air-fuel mixture in the combustible region by operating the ignition means of the sub-chamber, and the fuel in the sub-chamber must be maintained by the ignition timing. If the respective regions are not diffused and the respective regions are not maintained, the injection state (injection pressure or injection amount, etc.) of the rich mixture from the communication passage to the main chamber becomes unstable, or the mixture can be ignited in the sub-chamber. May be gone. Therefore,
As in this configuration, the supply timing of air to the sub-chamber by the oxygen-containing gas supply means is set not during the intake stroke but during the compression stroke, so that the ignition means is operated next to ignite the air-fuel mixture in the combustible region. The time required for the ignition can be made relatively short, so that the combustion possible region and the rich region of the sub chamber at the ignition timing can be maintained in a good condition.

In order to prevent fuel from flowing from the sub-chamber to the main chamber in the intake stroke, it is preferable that the fuel supply means supplies fuel to the sub-chamber during the compression stroke. A fuel-rich mixture can be formed in a favorable state in the sub-chamber before the operation.

[Structure 4] In the engine according to the present invention, as described in claim 4, in addition to the structure of the engine according to the structure 3, the oxygen-containing gas supply means may be arranged so that the oxygen-containing gas supply means is connected to the main chamber during the compression stroke. A means for supplying the oxygen-containing gas to a region of a new airflow flowing into the sub-chamber through the communication passage and flowing toward the combustible region.

[Effects] In an engine provided with the main chamber and the sub chamber communicated with each other through a communication passage, fresh air (air or lean mixture) sucked into the main chamber during an intake stroke is
In the next compression stroke, the air flows from the main chamber into the sub-chamber through the communication passage, so that the fresh air flows into the sub-chamber due to the inflow of fresh air from the communication passage. In the engine of the present invention, the shape of the sub-chamber, the direction of the communication passage, and the direction of the ignition device are set so that the direction of the fresh air flow in the sub-chamber is directed from the communication passage toward the combustible region provided with the ignition device. The position and the like have been determined. Then, the oxygen-containing gas supply means is provided in the sub-chamber where the fuel is supplied and the fuel-rich mixture is formed,
By configuring to supply air to the region where the above-described fresh air flow is generated, most of the air supplied to the sub-chamber can be supplied to the combustible region by the fresh air flow, and the ignition means side The flammable region and the rich region on the communication passage side can be satisfactorily formed.

[Structure 5] In the engine according to the present invention, as described in claim 5, in addition to the structure of the engine according to any one of the structures 1 to 4, the oxygen-containing gas supply means may include:
The supply amount of the oxygen-containing gas to the sub-chamber is configured to be adjustable.

[Function and Effect] As in the present configuration, the oxygen-containing gas supply means is a means for supplying air to the sub-chamber with the supply amount being adjusted, so that the equivalence ratio of the air-fuel mixture formed in the sub-chamber can be reduced. It can be adjusted or the range of the combustible region formed in the sub chamber can be adjusted. Further, the engine of this configuration increases the amount of air supplied to the sub-chamber by the oxygen-containing gas supply means from the operation of injecting the air-fuel mixture into the main chamber from the communication passage described above, so that the entire sub-chamber can be burned. And the operation can be switched to the operation in which the flame torch is ejected from the communication passage into the main chamber.

[0021]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the engine of the present invention will be described with reference to the drawings. An engine 100 according to the present invention shown in FIG. 1 includes a piston 2 and a cylinder 3 that houses the piston 2 and forms a main chamber 1 together with a top surface of the piston 2.
The piston 2 is reciprocated in the cylinder 3, and the intake valve 4 and the exhaust valve 5 are opened and closed to take in fresh air into the main chamber 1.
Various strokes of expansion and exhaust are performed, and reciprocating motion of the piston 2 is output as rotational motion of a crankshaft (not shown) by a connecting rod (not shown).
There is no difference from a normal four-stroke internal combustion engine. In the engine 100 of the present embodiment, the cylinder 3
Has a bore diameter of 110 mm, the stroke length of the piston 2 is 106 mm, and the combustion when the position of the piston 2 is at the bottom dead center position with respect to the combustion chamber capacity when the position of the piston 2 is at the top dead center position. The compression ratio, which is the ratio of room volumes, is 17. Further, the engine 100 of the present embodiment is operated at a rotational speed of the crankshaft of 1200 rpm and operates at 15 kph.
An output of about W is obtained.

The engine 100 is provided with a city gas (13
A) is used as fuel G. In the intake stroke, the intake valve 4 is opened, and only the air or fresh air I, which is a lean mixture of air and a small amount of fuel, is sucked into the main chamber 1,
In the compression stroke, the sucked fresh air I is compressed to produce fuel G
Is to burn.

Further, the cylinder head 9 of the engine 100 is provided with a sub-chamber 10 which is provided as a combustion chamber of the engine 100 similarly to the main chamber 1 and communicates with the main chamber 1 through a communication passage 23. The structure of the sub chamber mechanism 20 having the sub chamber 10 will be described below. The sub chamber mechanism 20
The capacity of the sub-chamber 10 is 1/1 of the total combustion chamber capacity obtained by adding the capacity of the main chamber 1 when the position of the piston 2 is at the top dead center position.
It is about 0.

The communication passage 23 for communicating the sub-chamber 10 with the main chamber 1 has four main chamber holes 21 opening on the main chamber 1 side and one sub-chamber hole 22 opening on the sub-chamber 10 side. The main chamber hole 21 has an axial center in a direction perpendicular to the operation direction of the piston 2,
The auxiliary chamber holes 22 are arranged at equal intervals in the circumferential direction around the operation direction, while the sub chamber hole 22 has an axial center in an upward direction toward the air supply valve 31. The diameter of the communication passage 23 is 3
mm.

A fuel supply valve 30 (an example of a fuel supply means) is provided above the sub-chamber 10, and the fuel G is supplied by the fuel supply valve 30 at a supply pressure of 0.3 MPa (Gauge). 10.

Further, an air supply valve 31 (an example of an air supply means) is provided at a central portion above the sub-chamber 10, and the air supply valve 3 will be described in detail later.
1 is configured to supply air A (an example of an oxygen-containing gas) to the sub-chamber 10 at a supply pressure of 0.7 MPa (Gauge).

Further, an ignition plug 32 (an example of ignition means) is provided above the sub-chamber 10, and the ignition plug 32 is configured to ignite the fuel G in the sub-chamber 10. .

Next, as an operation method of the engine 100 of the present embodiment, an operation state in one cycle will be described with reference to the drawings. FIG. 2 shows the engine 1 of the present embodiment.
6 is a flowchart showing an operation state in one cycle of 00.

First, the engine 100 performs an intake stroke in which the intake valve 4 is opened, the piston 2 descends through the top dead center, and fresh air I is sucked into the main chamber 1. Later, the intake valve 4 is closed and the piston 2 rises, compressing fresh air I in the main chamber 1;
A so-called compression stroke is started.

Further, when the sub-chamber 10 is still in a low pressure state in the late stage of the intake stroke or the early stage of the compression stroke, a fuel supply step of supplying the fuel G to the sub-chamber 10 by the fuel supply valve 30 is performed as shown in FIG. Will be The fuel G supplied to the sub-chamber 10 in this fuel supply step is supplied to the main chamber 1 in the compression stroke.
Is mixed with the fresh air I flowing into the sub-chamber 10 through the communication passage 23, and in the sub-chamber 10, an air-fuel mixture whose equivalence ratio is equal to or higher than the upper limit of combustion, that is, is maintained in a fuel-rich state is formed. .

Then, in the middle stage of the compression stroke, for example, in a period in which the crank angle is 60 ° to 50 ° BTDC, as shown in FIG. An air supply step (oxygen-containing gas supply step) for supplying the sub chamber holes 22 from above to below the sub chamber holes 22 is performed. In the air supply step, the sub chamber 10
The air A immediately supplied to the sub-chamber 10 reaches the vicinity of the sub-chamber hole 22 of the sub-chamber 10.

However, in the compression stroke, the piston 2
As a result, the fresh air I in the main chamber 1 flows into the sub-chamber 10 through the communication passage 23, and the fresh air I flowing upward from the sub-chamber hole 22 is introduced into the sub-chamber 10. Flow (hereinafter,
Called new airflow. ) Has been generated, and as shown in FIG.
The air A that has reached the vicinity of 2 is pushed back to the upper side of the sub chamber 10, that is, the so-called spark plug 32 side by the new airflow. That is, the air supply valve 31 can be said to be a means for supplying the air A to a region of the fresh air flowing from the sub-chamber hole 22 toward the spark plug 32, which is generated in the sub-chamber 10 during the compression stroke.

Therefore, the air A is stored in the sub-chamber 10 in the fuel rich state.
By performing the above air supply step of supplying the equivalent ratio, as shown in FIG.
A combustible region X in which an air-fuel mixture of about 1.2) is formed on the side of the ignition plug 32 of the sub-chamber 10, and an air-fuel mixture having an equivalent ratio equal to or higher than the upper limit of combustion (for example, 1.2 or more) exists. The over-concentrated area Y is formed on the sub-chamber 10 side of the sub-chamber 10.

Then, the engine 100 of the present embodiment
As shown in FIG. 6, in the vicinity of 20 ° BTDC, the ignition plug 32 is operated to cause the air-fuel mixture in the combustible region X to be ignited by spark ignition and burned. Then, the pressure wave generated by the combustion in the combustible region X of the sub-chamber 10 is propagated to the rich region Y formed on the sub-chamber hole 22 side, and the mixing ratio is equal to or higher than the upper combustion limit of the rich region Y. High-pressure air is injected from the main chamber hole 21 into the high-pressure and high-temperature main chamber 1 in the latter half of the compression stroke through the communication passage 23 without ignition.

In the engine 100, in the combustion / expansion stroke, the fuel-rich mixture injected into the main chamber 1 as described above is compressed into a main chamber whose compression ratio is in the range of 16 to 18. Immediately after the fuel is injected into the main chamber 1, it self-ignites and burns using the oxygen of the fresh air I in the main chamber 1. Such a main room 1
The combustion state in the above becomes a state close to a so-called diesel cycle (constant pressure cycle), and the compression ratio of the engine can be set high, and the thermal efficiency can be improved to, for example, about 38%. Further, in one cycle, the equivalent ratio φ of the air-fuel mixture burned in the entire combustion chamber of the main chamber 1 and the sub chamber 1 is, for example, 0.3.
Since lean combustion can be realized at about 5 to 0.5, preferably about 0.4, emission of NOx and the like can be reduced.

In the above embodiment, the main chamber 1
Does not have a spark plug, and a fuel-rich mixture formed in the sub-chamber 10 is ejected from the main chamber hole 21 to the main chamber 1 under high pressure, and reacts with the fresh air I in the main chamber 1 to burn. Although a configuration similar to a so-called diesel engine has been described, it is also possible to provide a spark plug in the main chamber 1 and separately ignite the air-fuel mixture jetted from the communication passage 23.

The main chamber hole 21 of the communication passage 23 is
Side, opening to the main chamber 1 side, and having an axis perpendicular to the operation direction of the piston 2, when the fuel G is supplied to the sub chamber 10 in the fuel supply step, the fuel G is Even if it flows out to the main chamber 1 side through the communication passage 23,
The fuel G that has flowed out of the main chamber 1 can be retained above the main chamber 1 near the so-called main chamber hole 21. Therefore, it flows out to the main room 1,
The fuel G staying upward can be pushed back to the sub-chamber 10 by a fresh air flow from the main chamber 1 to the sub-chamber 10 generated in the compression process.

[Another Embodiment] <1> Next, another embodiment of the engine according to the present invention will be described with reference to the drawings. The engine 200 shown in FIG. 7 has the same structure as the engine 100 of the above-described embodiment except for the structure of the sub-chamber mechanism 20, and a detailed description thereof will be omitted.

The sub-chamber mechanism 20 of the engine 200 is provided with a sub-chamber 10 similar to that of the above embodiment, and a communication passage 23 having a main chamber hole 21 and a sub-chamber hole 22.

Further, the ignition plug 32 is provided in the upper central portion of the sub-chamber 10, and the side thereof is provided with the same fuel supply valve 30 as in the above embodiment.

Further, on the side of the sub-chamber 10, two air supply valves 31 for supplying air A to the sub-chamber 10 are provided. It is constituted so that it may supply toward the central part of sub chamber 10 facing.

The operation method of the engine 200 having the sub-chamber mechanism 20 configured as described above is almost the same as that of the above-described embodiment except for the air supply step. That is, in the air supply step, the air A is supplied by the respective air supply means 31 to the sub-chamber 10 in which the fuel-rich mixture exists, so that the air A collides with each other at the center of the sub-chamber 10. .

The fresh air flowing in the sub-chamber 10 and flowing upward from the sub-chamber hole 22 during the compression stroke is flowing upward through the central portion.
Will flow toward the spark plug 32 due to the fresh air flow. That is, during the compression stroke, the air supply valve 31
It can be said to be a means for supplying the air A to the region of the fresh air flow generated from the sub chamber hole 22 toward the ignition plug 32, which is generated at zero.

By such an air supply step, similarly to the above-described embodiment, the sub chamber 10 is capable of combustible air-fuel mixture having an equivalent ratio (for example, about 0.65 to 1.2) within the combustion range. A region is formed on the side of the sub-chamber 10 on the side of the spark plug 32, and an enriched region in which a mixture having an equivalent ratio equal to or higher than the upper limit of combustion exists is formed on the side of the sub-chamber 10 in the side of the sub-chamber hole 22, Later, the ignition plug 32 is operated to burn the air-fuel mixture in the combustible region, and the air-fuel mixture is injected into the main chamber 1 and burned, so that an operation similar to a so-called diesel engine can be performed. Can be improved.

<2> In the above embodiment, the supply amount of the air A supplied from the air supply valve 31 to the sub-chamber 10 is fixed. The supply amount can be adjusted so that the equivalent ratio of the air-fuel mixture formed in the sub-chamber 10 can be adjusted or the range of the combustible region X formed in the sub-chamber 10 can be adjusted. For example,
When the engine is to be operated at a low load, as described in the above embodiment, the rich region Y is formed in the sub chamber 10 and
The mixture in the rich region Y is operated in a manner similar to a so-called diesel engine in which high-pressure injection into the main chamber 1 is performed through the communication passage 23 by using a pressure increase caused by combustion in the combustible region X. When a high-load operation is performed, a relatively high-concentration air-fuel mixture is sucked into the main chamber 1 as fresh air, and the supply amount of the air A supplied to the sub-chamber 10 is increased. To form the subchamber 10
The fuel-air mixture is ignited and burned, and a flame torch is injected into the main chamber 1 through the communication passage 23 to ignite the air-fuel mixture sucked into the main chamber 1. When such a high-load operation is performed, it is preferable that the compression ratio during the high-load operation be lower than that during the low-load operation in order to prevent knocking or the like during the high-load operation. Increases the difference between the closing timing of the intake valve 4 and the bottom dead center position at the end of the intake stroke, in other words,
The compression ratio can be reduced by increasing the degree of late closing or early closing of the intake valve 4 with respect to the bottom dead center position. Also, at the time of starting the engine, the same operation as the high-load operation can be performed, and the engine can be warmed up satisfactorily.

<3> In the above embodiment, an engine using city gas has been described. However, the engine of the present invention exhibits excellent effects by configuring an engine using city gas or the like of gaseous fuel. Such gaseous fuels include C such as hydrogen and propane.
The O or H ₂ is gaseous fuels other than hydrocarbons mainly. Further, it is needless to say that a fuel other than the gaseous fuel can be used. For example, gasoline, alcohol, methanol, ethanol, or any fuel can be used.

<4> In the above embodiment, when changing the rotation speed or load of the engine of the present invention, a rotary valve or the like is provided in the flow path of fresh air I sucked into the cylinder, and The load or the rotation speed can be changed by changing the intake pressure according to the opening degree, changing the equivalence ratio of fresh air, the amount of fuel supplied to the sub chamber, and the like.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of an engine according to the present invention.

FIG. 2 is a chart showing operation timings of the engine shown in FIG. 1;

FIG. 3 is a schematic configuration diagram showing an operating state of the engine shown in FIG. 1;

FIG. 4 is a schematic configuration diagram showing an operating state of the engine shown in FIG. 1;

FIG. 5 is a schematic configuration diagram showing an operating state of the engine shown in FIG. 1;

FIG. 6 is a schematic configuration diagram showing an operating state of the engine shown in FIG. 1;

FIG. 7 is a schematic view showing another embodiment of the engine according to the present invention.

[Explanation of symbols]

 Reference Signs List 1 main chamber 2 piston 3 cylinder 10 sub-chamber 20 sub-chamber mechanism 23 communication passage 30 fuel supply valve (fuel supply means) 31 air supply valve (oxygen-containing gas supply means) 32 ignition plug X combustible area Y rich area A air (Oxygen-containing gas) G Fuel I Shinki

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 21/10 F02D 21/10 B F02M 21/02 F02M 21/02 Q 23/04 23/04 E 301 301Z (72) Inventor Koji Moriya 4-1-2, Hirano-cho, Chuo-ku, Osaka City, Osaka Prefecture F-term in Osaka Gas Co., Ltd. (reference) 3G023 AA04 AB06 AC05 AC06 AC07 AD02 AD21 AD28 AF02 AG01 AG05 3G092 AA01 AA06 AA07 AA09 AB08 BA01 BA06 DE03S EA01 FA17 HA01X

Claims (7)

[Claims] 1. A main chamber formed in a cylinder, a sub-chamber communicating with the main chamber via a communication passage, fuel supply means for supplying fuel to the sub-chamber, and a fuel supply device for supplying fuel to the sub-chamber. An ignition means for igniting, wherein an oxygen-containing gas is supplied to the sub-chamber to which the fuel has been supplied by the fuel supply means, and a combustible mixture having an equivalence ratio within a combustion range exists. An oxygen-containing gas supply means for forming an area on the ignition means side of the sub chamber and forming an enriched area on the communication path side of the sub chamber in which an air-fuel mixture having an equivalence ratio equal to or higher than the upper limit of combustion exists. Engine. 2. The engine according to claim 1, wherein the air-fuel mixture ejected from the communication passage in the main chamber is self-ignited and burned. 3. The engine according to claim 1, wherein the oxygen-containing gas supply means is a means for supplying the oxygen-containing gas to the sub-chamber during a compression stroke. 4. The oxygen-containing gas supply means supplies the oxygen-containing gas to a region of a fresh air flowing from the main chamber into the sub-chamber through the communication passage and flowing toward the combustible region in the compression stroke. 4. The engine according to claim 3, wherein the engine is a means for performing the operation. 5. The engine according to claim 1, wherein the oxygen-containing gas supply means is configured to be capable of adjusting a supply amount of the oxygen-containing gas to the sub-chamber. 6. A main chamber formed in a cylinder, a sub-chamber communicating with the main chamber via a communication passage, fuel supply means for supplying fuel to the sub-chamber, and a fuel supply device for supplying fuel to the sub-chamber. An ignition means for igniting, wherein the engine includes an oxygen-containing gas supply means for supplying an oxygen-containing gas to the sub-chamber, and the fuel supply means supplies the fuel to the sub-chamber. After executing the supplying fuel supply step, the oxygen-containing gas is supplied to the sub-chamber by the oxygen-containing gas supply means, and a combustible region in which an air-fuel mixture having an equivalence ratio within a combustion range exists is provided in the sub-chamber. An oxygen-containing gas supply step of forming an enriched region on the side of the communication passage of the sub-chamber in which an air-fuel mixture having an equivalent ratio equal to or higher than the upper limit of combustion is formed on the ignition means side; The ignition of the mixture in the combustible area The mixture is ignited and burned by a stage, and the air-fuel mixture in the rich region of the sub-chamber is ejected into the main chamber through the communication passage by a pressure wave obtained by the combustion in the combustible region, An operating method of an engine, wherein the air-fuel mixture jetted from the communication passage in the main chamber is burned. 7. A sub-chamber provided in an engine having a main chamber formed in a cylinder and communicating with the main chamber via a communication passage; fuel supply means for supplying fuel to the sub-chamber; An auxiliary chamber mechanism comprising an ignition means for igniting the fuel in the auxiliary chamber, wherein an oxygen-containing gas is supplied to the auxiliary chamber to which the fuel has been supplied by the fuel supply means, and an equivalent amount within a combustion range is provided. A combustible region where an air-fuel mixture of a specific ratio exists is formed on the ignition means side of the sub-chamber, and an enriched region where an air-fuel mixture of an equivalence ratio equal to or higher than the upper combustion limit exists on the side of the communication passage of the sub-chamber. A subchamber mechanism provided with an oxygen-containing gas supply means to be formed.