JP2003035146A - Direct injection spark ignition internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a direct injection spark ignition internal combustion engine that ensures positive ignitability for enabling a stratified charge combustion region to expand positively on a heavy load side. SOLUTION: A spark plug and a fuel injection valve that injects fuel directly into a cylinder are provided. The fuel injected from the fuel injection valve is made to travel along a path near the spark plug, either directly or being deflected. A crank mechanism offsets the center of a crankshaft with respect to a central axis of a piston, so as to reduce a crank angular velocity during a compression stroke.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a direct injection type spark point.
The present invention relates to a fire internal combustion engine. [0002] Injecting fuel directly into a cylinder
Therefore, at the time of ignition, the air-fuel mixture is
Formed, enabling the combustion of a lean mixture in the entire cylinder
Stratified combustion is known. When performing stratified combustion
In general, the fuel injector is set in the latter half of the compression stroke
Inject required fuel amount from the fuel injection start crank angle
The valve is opened only for the required time.
The fuel injected in this way was formed on the top surface of the piston
It enters the concave combustion chamber and takes heat from the combustion chamber wall to
Deflected toward the spark plug due to the shape of the combustion chamber
To form a mixture with good ignitability near the spark plug
That is intended. A general fuel injection valve collects fuel in a conical shape.
It is the one that injects. As a result, the last stage of fuel injection
Fuel injected into the combustion chamber is combustible by heat from the combustion chamber wall.
The time required to become aiki is relatively long, and this time
Fuel injection end time must be advanced to ensure
No. This allows injection in the second half of the compression stroke
The amount of fuel is inevitably low and the required amount of fuel is relatively large
At a very high load, stratified combustion had to be abandoned.
Stratified combustion, which is effective in reducing fuel consumption,
It is desired that the operation be performed in a related operation state. [0004] Japanese Patent Application Laid-Open No. 9-158736 discloses a sleeve.
Fuel is injected using a fuel injection valve with a
It is proposed to spray a relatively thin, flat fan.
ing. The fuel injected in this way is applied to a wide range of combustion chamber walls.
A combustible mixture in a short time to remove heat from
And the fuel injection end time can be delayed
To increase the amount of fuel that can be injected in the second half of the compression stroke
To expand the stratified combustion area to the high load side.
It is said that it can be. [0005] According to the prior art described above,
Even if the fuel injection end time is delayed,
Combustible mixture can be ensured at ignition time
You. The combustible mixture thus formed is short in comparison to its width.
It has a flat shape with a long length and rises almost in the longitudinal direction
You. When the combustible mixture rises, it contacts the spark plug
While the ignition timing must be reached,
The flammable mixture has a relatively short length,
The contact time with the spark plug is relatively short.
Due to a slight shift in the formation of aiki,
The combustible mixture may have already passed through the spark plug
There is no reliable ignitability. Accordingly, it is an object of the present invention to provide a fuel that is relatively thick.
In-cylinder spark-ignition internal combustion with a thin, flat fan
In the engine, ensure stratified combustion by ensuring reliable ignition performance
That is, the area can be expanded to the high load side. [0007] In-cylinder injection type according to the present invention
A spark ignition internal combustion engine has a spark plug and a direct
A fuel injection valve for injecting fuel, wherein the fuel injection valve
The fuel injected from the ignition is directly or deflected
So that it passes near the plug and the crank mechanism
In order to reduce the crank angular speed during the contraction stroke,
Offset the center of the crankshaft to the center axis of the ston
It is characterized by making it. FIG. 1 is a cylinder injection type fire according to the present invention.
1 is a schematic longitudinal sectional view showing a first embodiment of a flower ignition internal combustion engine.
FIG. 2 is a plan view of the piston in FIG. this
In these figures, 1 is an intake port and 2 is an exhaust port.
You. The intake port 1 is via the intake valve 3 and the exhaust port 2 is
Through the exhaust valve 4, each of them communicates with the cylinder. 5 is
Reference numeral 6 denotes a piston, which is located at the upper center of the cylinder.
Plug. The fuel injection valve 7 has a fuel width center and a cylinder center.
The fuel should be relatively thin and flat so that
It is a fan-like injection. The fuel injection valve 7 has, for example, a high engine output.
In the required uniform combustion region, the required fuel amount in the intake stroke
Inject and form a homogeneous mixture in the cylinder at the time of ignition
It has become. On the other hand, in the stratified combustion region,
From the crank angle set for each engine operating state in the latter half
Start fuel injection and inject the required amount of fuel
I have. The fuel injected in the second half of the compression stroke is shown in FIG.
Thus, a concave cavity formed on the top surface of the piston 5
After entering the inside 8 and colliding with the bottom wall 81 of the cavity 8
In the direction of the side wall 82 along the bottom wall 81,
After that, it is deflected upward toward the front along the side wall 82 and the ignition plug
It is directed to group 6. Including the following explanation,
It is the injection valve side. The fuel after colliding with the bottom wall 81 of the cavity 8
The fuel 9 is such that the fuel injected by the fuel injection valve 7 is relatively thick.
Due to its thin flat fan shape, it is indicated by dots in FIG.
Thus, the bottom wall 81 and the side wall 82 of the cavity 8 are further
The fuel spreads in the fuel width direction, and each part of the fuel
Ignition in a short time to absorb heat well from cavity 8
Mixture with good flammability (hereinafter referred to as a combustible mixture).
You. To achieve stratified combustion, at least the fuel injection
The fuel injected at the end of the period
It should be relatively thick
Fuel injection is completed by injecting fuel in a thin flat fan shape
To ignition can be shortened, that is,
The end of fuel injection can be delayed, and a relatively large amount of fuel
To a flammable mixture at the time of ignition.
You. [0011] The combustible mixture thus formed is conventionally
In addition, as shown by a solid line in FIG.
It has a flat shape with a short length and is almost
Ascend. Thereby, the combustible mixture moves the distance L1.
The flammable mixture M is only at the point of the spark plug for a relatively short time between
Not in contact with fire position P, ignition in this relatively short time
We have to reach a time. Thus, the fuel injection timing
Due to slight deviation of the combustible mixture
If a misalignment occurs, the combustible air-fuel mixture
Possibly ignited because the fire plug may have already passed
Nature cannot be secured. [0012] The present invention aims to solve this problem.
are doing. Formed on the top surface of piston 5 in this embodiment
The side wall 82 of the cavity 8 at least receives the fuel.
As far as it can reach, the upper end has
It has a protruding return portion 83 and has a curvature radius r1 in the horizontal direction.
It has an arc shape, and each side wall portion in this range
The vertical cross-sectional shape is as shown in FIG. Also the side wall
The center vertical plane N1 in the range where the fuel reaches 82
And the center vertical plane N of the fuel injected from the fuel injection valve 7
2 intersects at 180 °, ie, on a straight line
I have. FIG. 3A is a sectional view taken along line AA of FIG.
The central side wall closest to the spark plug located at the top of the center
The minute 82a is shown. The central side wall portion 82a is
83, including an arc cross-sectional shape having a radius of curvature R1.
You. The protrusion length of the return portion 83 in the central side wall portion 82a is
L1. FIG. 3B is a sectional view taken along line BB of FIG.
And the right side wall located on the right side of the central side wall portion 82a.
The portion 82b is shown. The right side wall portion 82b is turned
It has an arc cross-sectional shape with a radius of curvature R2 including the portion 83
You. The protrusion length of the return portion 83 in the right side wall portion 82b is
L2. FIG. 3C is a cross-sectional view taken along line CC of FIG.
And a left side wall located on the left side of the central side wall portion 82a.
The portion 82c is shown. The left side wall portion 82c is turned
It has an arc cross-sectional shape with a radius of curvature R3 including the portion 83
You. The protrusion length of the return portion 83 in the left side wall portion 82c is
L3. The radius of curvature in the vertical direction at each side wall
The relationship of the protruding length of the return portion 83 is R1>R2> R3 and
L1 <L2 <L3. The fuel in the cavity 8 thus configured is
When the fuel is injected, it does not spread on the bottom wall 81 in the fuel width direction.
The fuel that has progressed and reached the side wall 82 has water on the side wall 82.
Deflected toward center of fuel width by flat circular arc shape
At the same time, depending on the arc cross-sectional shape of each side wall,
Is deflected. Radiated injected fuel for simplicity
Three fuel parts, namely the central fuel part 9a and the right
Divided into side fuel section 9b and left fuel section 9c
Then, the central fuel portion 9a is formed by the central side wall portion 82a.
In addition, the right fuel portion 9b is formed by the right side wall portion 82b.
Therefore, the left fuel portion 9c is attached to the left side wall portion 82c.
Therefore, each of the ignition plugs
It is directed in the direction of the lug 6. Thus, the cavity 8
The bottom wall 81 has a central, right and left fuel portion 9a, 9
center, right and left for guiding b, 9c to side wall 81
Constructs a fuel guide path, center, right and left side wall
82a, 82b, and 82c are center, right, and left, respectively.
And the left fuel parts 9a, 9b, 9c around the spark plug 6
Center, right, and left fuel deflections that deflect to pass through
Constitute a direction route. In each fuel deflection path, the protrusion of the return portion 83
The shorter the projecting length is, the shorter the route length is when passing fuel.
Overresistance decreases. Also, as in the present embodiment, each side wall is
The vertical cross section of the part has a general arc shape
Even if it has a partial arc shape
Even if there is, in each fuel deflection path,
The larger the radius, the shorter the path length when passing fuel.
Therefore, the passage resistance is reduced. Thereby, in the present embodiment,
In each fuel deflection path, the protrusion length of the return portion 83
Differences in the radius of curvature in
While passing on the central fuel deflection path
The central fuel section 9a leaves the cavity 8 at the earliest time
And the speed toward the spark plug 6 is also the highest. right
The right fuel portion 9b passing on the side fuel deflection path is
Leaves cavity 8 early and goes to spark plug 6
The heading speed also increases next. Also, on the left fuel deflection path
The left fuel portion 9c passing through the
When leaving the tee 8, the speed toward the spark plug 6 is also the highest
Become slow. As a result, as shown in FIG.
The combustible mixture 9a 'formed by the central fuel portion 9a
Quickly reach the vicinity of the spark plug 6, then the right fuel section
9b is formed by the combustible mixture 9b '
And finally combustible formed by the left fuel part 9c
The mixture 9c 'reaches the spark plug 6. Only
Meanwhile, these combustible mixtures are continuously expanded fuel
Exist completely independently of each other to be formed from
There is no such thing, as shown in FIG.
It overlaps in part and is connected. As described above, according to the present embodiment, the fuel injection
The fuel injected from the injection valve into a relatively thin fan-like shape is released.
In the case of dividing into multiple fuel parts in a radial pattern,
Connect each combustible mixture formed by multiple fuel sections
So that it continuously passes near the spark plug 6
are doing. That is, in the present embodiment, the central fuel
The combustible mixture 9a 'by the part 9a comes into contact with the ignition position P.
From the start (at the time indicated by the solid line in FIG. 4B), the left fuel section
The combustible mixture 9c 'by the minute 9c remains at the ignition position P
(Indicated by the dotted line in FIG. 4B)
What is necessary is just to reach the ignition timing. In a word, to spark plug 6
Combustible mixture 9 by the left-hand fuel portion 9c that arrives latest
The ignition is performed while c ′ travels the distance L2.
Good. The moving speed of the combustible mixture 9c 'is as described above.
As shown in FIG. 4, the conventional combustible mixing shown in FIG.
Is slower than the moving speed of the air, and the distance L2 is equal to the aforementioned distance.
According to the present embodiment, the length is sufficiently longer than the separation L1.
If the combustible mixture is relatively long with the ignition position P,
Combustion due to slight deviation of fuel injection timing, etc.
Even if there is a slight deviation in the mixture formation timing, the ignition timing
Flammable mixture has already passed through the spark plug at
There is no possibility, and reliable ignition performance can be ensured. This embodiment and some of the embodiments described below
In the embodiment, the fuel injected in a substantially fan shape is divided into three fuels.
It was explained as being divided into
Divided into two fuel parts and formed by each fuel part.
So that the fuel-air mixture passes in sequence near the spark plug.
If this is the case, the ignitability can be clearly improved. Also,
Of the combustible mixture formed by the number of divided fuel parts
It is not necessary to let everything pass near the spark plug.
Formed by at least two of the divided fuel sections
Flammable air-fuel mixture in order to pass near the spark plug.
You may do it. Further, a first side wall portion 82a, a second side wall portion
Arc section at the portion 82b and the third side wall portion 82c.
At least one of the radius of curvature of the shape and the protruding length of the return portion 83
One is to change continuously as shown in FIG.
Is also good. This means that the fuel injected in a substantially fan shape is
Always divided into a number of fuel sections and formed by each fuel section
Flammable air-fuel mixture is passed through the vicinity of the spark plug 6 sequentially.
The connection of the combustible mixture formed by each fuel part
Good scraping and very good flame propagation
it can. It also includes some embodiments described below.
To reach the spark plug 6 first, as in the present embodiment.
The path of the fuel part forming a combustible mixture
6 to ignite this combustible mixture early
The plug 6 can be reached. This allows flammable
Prolong the contact time between the mixture and the spark plug
And more reliable ignitability can be ensured. FIG. 5 shows an in-cylinder injection type spark ignition according to the present invention.
FIG. 2 shows a second embodiment of a fuel engine,
It is a top view. Top surface of piston 5 'in this embodiment
The cavity 8 'formed in the
About the top surface of the piston 5 of the first embodiment.
It has the same shape as the cavity 8. This cavite
The side wall 82 ′ of the fuel cell 8 ′ is at least in the area where the fuel can reach.
Has a return portion 83 'at the upper end thereof.
The 3 'protruding length is the same at any position
I have. FIG. 6A is a sectional view taken along the line DD of FIG.
FIG. 6B is a cross-sectional view taken along the line EE of FIG. 5, and FIG.
It is FF sectional drawing of. As shown in these figures,
At least the fuel reaches the side wall 82 'of the bitty 8'
Partial arc cross-sectional shape with the same radius of curvature R4 in the range
Have. As a result, each fuel part is
The center, right and left fuel deflection paths that deflect in the directions
The path length and the passage resistance are substantially the same. But
As shown in FIG. 6, the central fuel at the fuel collision position
Guide path 81a, right fuel guide path 81b, and left fuel
The inclination angles of the charge guiding paths 81c are different from each other,
Fuel collision angle TH1 in central fuel guide path 81a
Is the smallest, and the fuel
The collision angle TH2 is the next smallest, and the left fuel guiding path 81
The fuel collision angle TH3 at c is the largest
You. [0021] Thereby, at the time of collision with each fuel guiding path,
As a result, the energy loss of the central fuel portion 9a is the smallest,
Next, the energy loss of the right fuel portion 9b is small,
The energy loss of the fuel portion 9c is the largest. Thus,
Similar to the first embodiment, formed by the central fuel portion 9a.
The flammable mixture reaches the spark plug 6 first,
The flammable mixture formed by the right fuel portion 9b
Reaching the fire plug 6 and finally shaped by the left fuel part 9c
The combustible mixture formed reaches the spark plug 6.
Therefore, the same effect as described above can be obtained. In this embodiment
In the cavity 8 'in each fuel guiding path
The depth H1 near the side wall is substantially the same, and
The starting point depth H4 of the inclination is also substantially the same. This
The shape of the bottom wall of the cavity 8 '
It is also possible to gradually change the inclination angle on the road.
You. As a result, as described above, a flammable air-fuel mixture
Is formed, and good stratified combustion can be realized. FIG. 7 shows a cylinder injection type spark according to the present invention.
FIG. 7 is a view showing a third embodiment of the ignition internal combustion engine, which corresponds to FIG. 6.
is there. Only the differences from the second embodiment will be described below.
You. FIG. 7A is a sectional view taken along the line DD of FIG.
FIG. 7B is a cross-sectional view taken along the line EE of FIG. 5, and FIG.
It is FF sectional drawing of. As shown in these figures, the fuel
Central fuel guiding path 81a 'at impact location, right side fuel
The inclination of the guiding path 81b 'and the left fuel guiding path 81c'
The oblique angles are different from each other and
The collision angle TH1 of the fuel at a 'is the smallest,
The fuel collision angle TH4 in the fuel guiding path 81b 'is
The next smaller fuel in the left fuel guiding path 81c '
Has the largest collision angle TH5. [0023] Thereby, in the event of a collision with each fuel guiding path,
As a result, the energy loss of the central fuel portion 9a is the smallest,
Next, the energy loss of the right fuel portion 9b is small,
The energy loss of the fuel portion 9c is the largest, and the second embodiment
The same effect as in the embodiment can be obtained. In the present embodiment,
In the cavity, near the side wall in each fuel guiding path
Of the center fuel guide path 81 are substantially the same.
Starting point depth H4 of the slope at the fuel collision position at a '
Is the shallowest, and then on the right fuel guiding path 81b '.
Starting point depth H5 at the fuel collision position is shallow,
At the fuel collision position on the side fuel guiding path 81c '
The starting point depth H6 of the inclination is the deepest. like this
In the bottom wall shape of the cavity,
It is also possible to gradually change the inclination angle. It
As a result, a well-connected combustible mixture is formed as described above.
And good stratified combustion can be realized. FIG. 8 shows an in-cylinder injection type spark according to the present invention.
FIG. 7 is a view corresponding to FIG. 6 showing a fourth embodiment of an ignition internal combustion engine.
is there. Only the differences from the second embodiment will be described below.
You. FIG. 8A is a sectional view taken along the line DD of FIG.
FIG. 8B is a cross-sectional view taken along the line EE of FIG. 5, and FIG.
It is FF sectional drawing of. As shown in these figures,
In the embodiment, each fuel guiding path at the fuel collision position
Are substantially the same, but the central fuel guiding path 81
The depth H1 near the side wall at a ″ is the shallowest, then
Depth H2 near the side wall in right fuel guiding path 81b ″
Near the side wall in the left fuel guiding path 81c ″.
The depth H3 is the deepest. As a result, the central fuel guiding path 81a "
The path length becomes the shortest, and then the right fuel guiding path 81
b ”becomes shorter, and the left fuel guiding path 81c ″ becomes shorter.
The path length is the longest. Thus, similar to the first embodiment
In addition, the combustible mixture formed by the central fuel portion 9a
Reaches the spark plug 6 sooner, and then the right fuel portion 9b
The combustible air-fuel mixture formed by
Later, the combustible mixture formed by the left fuel portion 9c
It reaches the spark plug 6, and the same effect as described above is obtained.
Can be Also in this embodiment, each fuel guiding path
Gradually change the depth near the side wall at
It is possible to form a combustible mixture. FIG. 9 shows a cylinder injection type spark ignition according to the present invention.
FIG. 5 shows a fifth embodiment of a fuel engine,
It is a top view. Top surface of piston 5 ″ in the present embodiment
The cavity 8 "formed in the
About the piston 5 'of the second embodiment.
It has the same shape as the cavity 8 '. This embodiment
In the fuel collision position of each fuel guiding path
Although the oblique angle is almost the same,
One convex resistance portion 10 extending in the width direction of the central fuel portion
Provided on the right fuel guiding path, the width of the right fuel part
Two convex resistance portions 10 extending in the left and right directions are provided.
On the fuel guide path, extends in the width direction of the left fuel part
Three convex resistance portions 10 are provided. Thus, the convex resistance on each fuel guiding path
Due to the difference in the number of parts, the passage resistance of the central fuel route is
The smallest, then the passage resistance of the right fuel guide path
In addition, the passage resistance of the left fuel guide path is the largest. Like this
Thus, as in the first embodiment, the shape is formed by the central fuel portion 9a.
The combustible mixture formed reaches the spark plug 6 earliest,
The combustible mixture formed by the right fuel portion 9b
Reaching the spark plug 6 and finally by the left fuel part 9c
The formed combustible mixture reaches the ignition plug 6.
Therefore, the same effect as described above can be obtained. In the present embodiment, the convex resistance portion is provided for each fuel.
Although it is provided on the guide route, of course,
It can be provided on each fuel deflection path based on the
You. Similarly, if the resistance portion is not convex but concave.
Overresistance can be increased. Also, convex or concave
Instead of or in addition to changing the number of resistance parts
By varying the height or depth of the concave resistor
To change the passage resistance of each fuel guide path
good. Furthermore, a fuel guide path that minimizes the passage resistance
There is no need to provide a resistance part on the top and on the fuel deflection path.
No. FIG. 10 shows in-cylinder injection spark ignition according to the present invention.
Piston corresponding to FIG. 5 showing a sixth embodiment of an internal combustion engine
FIG. Of the piston 500 in the present embodiment.
The cavity 800 formed in the top surface is described below.
Other than the above, on the top surface of the piston 5 'of the second embodiment
It has the same shape as the formed cavity 8 '. Book
In an embodiment, the bottom wall of the cavity 800 includes a medium
Center, right, and left fuel guidance paths
Four guide projections 20 are provided. Each guide
The protrusion 20 is substantially parallel to the center vertical plane N2 of the fuel.
Is approximately symmetric. Central fuel guiding path partitioned in this way
The central fuel with little deflection of the central fuel
Deflection path, right and left fuel guidance path, right
And the left and right fuel parts are deflected horizontally to shift the right and left fuel
To the deflection path, and the passing resistance is
And to the left fuel section. At the side wall of the cavity 800, fuel
The radius of curvature r of the horizontal arc shape in the reach range
2 is the radius of curvature r1 of the cavity 8 'of the second embodiment.
Smaller compared to the right and left sides
The fuel deflection path is horizontal on the right and left fuel guide paths
The fuel that is deflected in the direction is satisfactorily located near the spark plug 6.
To be deflected. Thus, the central fuel part
The combustible air-fuel mixture formed by the
Reached, then formed by the right and left fuel parts
The combustible mixture reaches the ignition plug 6, and the combustible mixture and the ignition plug
Longer contact time with the lugs to obtain the same effect as above
Can be. In the present embodiment, the right and left fuel guides are provided.
The passage resistance in the right path is almost the same,
The combustible mixture formed by the sections
6 is reached. However, for example
If the guide projection 20 that partitions the left fuel guiding path
By tilting the center of the vertical plane, the left fuel part
The degree of horizontal deflection of the
Passage resistance on the left fuel guide path is larger than that on the road
Each fuel, as in the previous embodiment.
The combustible mixture formed by the fuel
You can pass by the side. FIG. 11 shows in-cylinder injection spark ignition according to the present invention.
A fixie corresponding to FIG. 10 showing a seventh embodiment of the internal combustion engine
FIG. Piston 501 in the present embodiment
The cavity 801 formed on the top surface of the
Other than the top of the piston 500 of the sixth embodiment.
Has the same shape as the cavity 800 formed on the surface.
You. In this embodiment, the bottom wall of the cavity 801 is
Separates the center, right, and left fuel routes
Four guide projections 21 are provided. each
The guide protrusion 21 is located inside the center vertical plane N2 of the fuel.
And is substantially symmetrical with respect to the center vertical plane N2 of the fuel.
is there. Also, a guide away from the center vertical plane N2 of the fuel
The protrusion has a smaller radius of curvature. Thus the compartment
Central fuel guide path deflects most of the central fuel section
To the central fuel deflection path without
The fuel guide path shifts the right and left fuel parts horizontally.
To the right and left fuel deflection paths.
And the right and left fuel parts,
As in the embodiment, the contact time between the combustible mixture and the spark plug
And the same effect as described above can be obtained. This implementation
In the embodiment, based on the same concept as in the sixth embodiment,
Difference in passage resistance between the right fuel guide path and the left fuel guide path
And the combustible mixture formed by each fuel part
It can be made to pass near the next spark plug. FIG. 12 shows a cylinder injection type spark ignition according to the present invention.
Piston corresponding to FIG. 5 showing an eighth embodiment of an internal combustion engine
FIG. Of the piston 502 in the present embodiment.
The cavity 802 formed on the top surface is described below.
Other than the above, on the top surface of the piston 5 'of the second embodiment
It has the same shape as the formed cavity 8 '. Book
In an embodiment, the fuel collision on the bottom wall of the cavity 802
The inclination angle at the position is almost the same,
Deflects the fuel injected like a fuel to the left as a whole
A plurality of deflection guide projections 22 are provided. Deflection side,
That is, the deflection guide protrusion 22 located on the left side is
The inclination is smaller than that of the deflection guide projection 22 located at
Have been. The spark plug 6 'is slightly eccentric to the left
I have. In this way, the deflection guide projection 22 causes the deflection
Directed fuel is raised by the side wall of the cavity 802
When deflected in the direction, the combustible mixture formed by this fuel
Aiki M, as shown in FIG. 14 corresponding to FIG.
Lower right in plan view with respect to the spark plug 6 eccentric to the left
Move diagonally to the upper left. Moving speed of combustible mixture M
Is due to the kinetic energy of the injected fuel
Yes, the conventional case shown in FIG. 4A and the actual case shown in FIG.
It is considered that they are almost equal in the case of the embodiment. Like this
Thus, according to the present embodiment, the combustible mixture M moves the distance L3.
During operation, the combustible mixture M comes into contact with the ignition position P.
And the distance L3 is sufficiently longer than the distance L1 described above.
Flammable mixing due to a slight shift in fuel injection timing, etc.
Even if there is a slight deviation in the timing of the formation of
And secure ignitability. In this embodiment, the deflection located on the left side
The guide projection 22 is located on the right side of the deflection guide projection 22.
Because the inclination is smaller than that of
On the bottom wall of 802, the left side of the fuel is too left
Not deflected. As a result, the fuel becomes a combustible mixture and moves.
The left side of the combustible mixture slowly moves to the left
To prevent the combustible mixture from contacting the cylinder bore.
You. In this way, fuel adheres to the cylinder bore and the engine
Problems such as dilution of oil can be prevented. In this embodiment, the deflection guide 22 is
Provided in the bottom wall of the cavity, i.e.
But the side wall of the cavity, that is, the fuel deflection path
It may be provided above. In this case, the fuel
The deflection path not only deflects fuel upward, but also
The fuel will also be deflected to the left. The following embodiment
In the present embodiment, the ignition plug
It is also possible to place it in the heart. In this case,
The above-mentioned upward movement of the combustible mixture is vertical
You will be closer, but you will have to travel a longer distance than before.
The flammable mixture comes into contact with the ignition
In addition, the contact time between the combustible mixture and the spark plug becomes longer,
Ensures ignitability at ignition timing
You. FIG. 13 shows a cylinder injection type spark ignition according to the present invention.
FIG. 5 is a sectional view taken along line GG of FIG. 5 showing a ninth embodiment of the internal combustion engine.
FIG. Cavity 803 in the present embodiment
The bottom wall of the fuel slopes from the right end to the left end of the fuel.
ing. As a result, the fuel traveling on the bottom wall
The deflecting force acts on the combustible mixture as in the eighth embodiment.
The gas is moved as shown in FIG.
The contact time with the lug is extended,
The ignitability can be secured. In this embodiment, the cavity 803
The tilt angle at the bottom wall is the tilt angle at the right end of the fuel
Is smaller at the left end than the
On the bottom wall of the 803, the left side of the fuel is too left
Is not deflected. As a result, combustible
When moving in aiki, the left side of the combustible mixture is the left side
To move slowly in the direction
Difficult to contact the bore. Thus, the fuel in the cylinder bore
Prevents problems such as engine oil dilution due to adhesion
can do. FIG. 15 shows in-cylinder injection spark ignition according to the present invention.
Piston corresponding to FIG. 2 showing a tenth embodiment of an internal combustion engine
FIG. The piston 504 in the present embodiment
The cavity 804 formed on the top surface is described below.
Other than the above, a shape is formed on the top surface of the piston 5 of the second embodiment.
It has the same shape as the cavity 8 formed,
The structure has been rotated clockwise by a predetermined angle about the
ing. In this embodiment, the fuel on the side wall reaches
From the center vertical plane N1 'in the range and from the fuel injector 7
At a predetermined obtuse angle TH with respect to the center vertical plane N2 of the injected fuel
The spark plugs 6 'are slightly offset to the left
ing. The side wall constructed as described above has a fuel center.
It deflects upward along the vertical plane N1 '. It
As seen from the spark plug 6 ', it is formed by fuel.
The flammable mixture moves to the left as it rises.
You. Thereby, as in the eighth embodiment, the combustible mixture is
Move the combustible mixture and spark plug as shown in FIG.
Contact time is longer, and reliable ignition at ignition timing
Property can be ensured. In this embodiment, the fuel on the side wall is
The vertical cross-sectional shape in the reach area is J
The -J cross section corresponds to FIG. 3 (C), and the II cross section at the center is a diagram.
3 (B), and the HH cross section on the right side corresponds to FIG.
Hit. As a result, the ascending speed increases toward the left side of the fuel.
At the time of ignition, this part of the spark plug
The movement amount in the left direction with respect to 6 ′ is reduced. Thus,
The combustible mixture becomes less likely to contact the cylinder bore. This embodiment
In this state, the fuel reaches the side wall only in the horizontal direction.
It has an arc shape having two radii of curvature. But
The left part of the side wall in this area is partially
By setting the radius of curvature, the left part of the fuel moves to the left.
The dynamic speed is reduced, and the combustible mixture is more reliably
Contact with the bore can be prevented. FIG. 16 shows in-cylinder injection spark ignition according to the present invention.
FIG. 13 is a plan view of a piston showing an eleventh embodiment of the internal combustion engine.
You. Formed on the top surface of the piston 505 in this embodiment
Cavity 805 has a relatively thin flat fan shape
This deflects the fuel injected toward the front upward.
The spark plug 6 'is offset to the left. In this embodiment
In addition, the intake port has a counterclockwise horizontal
Are configured to form In addition, piston 5
The fuel on the side wall of the cavity 805 reaches the top of 05
The raised portion 50 is formed corresponding to the range to be formed. As a result, a part of the swirl is
Swirling along and formed by fuel deflected upward and forward
The combustible mixture is moved to the left. Thereby,
As in the eighth embodiment, the combustible mixture is as shown in FIG.
And the contact time between the combustible mixture and the spark plug is longer.
To ensure reliable ignition at ignition timing
Can be. FIG. 17 shows in-cylinder injection spark ignition according to the present invention.
FIG. 16 is a plan view of a piston showing a twelfth embodiment of the internal combustion engine.
You. Formed on the top surface of the piston 506 in the present embodiment
Cavity 806 has a relatively thin flat fan shape
This deflects the fuel injected toward the front upward.
The spark plug 6 'is slightly offset to the left. This embodiment
In this state, the top surface of the piston 506 is mainly
Left along the fuel reach on the side wall of the tee 806
Area 60 that generates squish that moves to
Is formed. As a result, the squish moves upward in the forward direction.
Combustible mixture formed by deflected fuel moves to the left
Move. Thereby, as in the eighth embodiment, flammable
The mixture is moved as shown in FIG.
The contact time with the spark plug increases,
Real ignitability can be ensured. FIG. 18 shows a cylinder injection type spark ignition according to the present invention.
It is an outline longitudinal section showing a 13th embodiment of an internal-combustion engine.
Only the differences from the first embodiment of FIG. 1 will be described below.
You. In the bottom wall of the cavity 807 in the present embodiment,
The fuel injected from the fuel injection valve 7 is above the piston 507
First, second, and third step portions 80 that sequentially collide with the ascent
7a, 807b and 807c are formed. Also,
On the top surface of the stone 507, mainly the side opposite to the fuel injection valve 7
A squish that travels in the direction of the fuel injection valve from the
A squish area 70 is provided. Even when the fuel injection amount is small on the low load side, the fuel
The fuel injected from the fuel injection valve must be in the first and second stage
807a and 807b. first
And the second stage portions 807a and 807b supply fuel respectively.
Deflected upwards, almost parallel to each other, at least in this way
Deflected fuel is squish upstream from spark plug 6
It is going to go. First and second steps 807
a, the fuel deflected by 807b is good
In general, the above-mentioned implementation
Become a thick combustible mixture thicker than the form,
The squish moves in the direction of the spark plug 6. So
As a result, in the present embodiment, the combustible air-fuel mixture
Keep contact in the thickness direction for a relatively long time.
The contact time between the combustible mixture and the spark plug increases,
Reliable ignitability at the time can be secured. In this embodiment, the fuel is
When the fuel injection amount increases, the fuel also collides with the third stage portion 807c.
And is deflected upward. Formed by this fuel
The combustible mixture is deflected upward by the second stage 807b.
Located adjacent to the combustible mixture formed by the
In order to increase the thickness of the combustible mixture,
The contact time between the combustible mixture moving to the
To ensure more reliable ignition at the ignition timing.
Can be maintained. FIG. 19 is a cylinder injection type spark ignition according to the present invention.
A fuel injection pump for describing a fourteenth embodiment of the internal combustion engine
It is a turn. In the figure, the dotted line represents the conventional fuel injection path.
The fuel injection pattern of the present embodiment is a solid line
As shown by, while increasing the injection rate at the beginning of fuel injection,
The injection rate at the end of fuel injection is reduced. As a result,
In the same injection period, the same amount of fuel can be injected. like this
If the injection rate at the end of fuel injection is lowered,
After the kinetic energy of the injected fuel decreases and is injected
Extend the time it takes for the combustible mixture to reach the spark plug
Can be This is, as it were, the overall flammable mixture
Flammable mixture and spark plug
The contact time with the
Ignitability can be ensured. In the present embodiment, the injection at the early stage of the fuel injection
It is possible not to increase the rate. Thereby, the fuel injection
The period will be extended,
Fuel is easily vaporized into a combustible mixture,
In other words, at the end of fuel injection,
Even if the period is delayed, all fuel injected at the time of ignition is acceptable
It is a fuel-air mixture and does not pose any particular problem. this
If the injection rate in the early stage of fuel injection is increased,
It means that the material can be jetted. Even if the injection rate at the beginning of fuel injection is increased,
The fuel injected into the
A good combustible mixture can be obtained. Fuel injection valve
Generally, the injection rate changes according to the needle lift amount.
It is made. This reduces the injection rate at the end of fuel injection.
To reduce the needle lift at the end of fuel injection.
You only have to control it. In addition, fuel injection valves are generally
Injects high-pressure fuel through an amount of fuel
During the opening of the fuel injection valve, the fuel is
Fuel is supplied to the ball. It
If a throttle is provided in the fuel supply passage,
High pressure fuel in the fuel pool is injected,
At the end of firing, the fuel pressure in the fuel pool drops
In addition, the injection rate at this time can be reduced. FIG. 20 shows a cylinder injection type spark ignition according to the present invention.
Crank machine for explaining a fifteenth embodiment of an internal combustion engine
It is the schematic which shows a structure. In FIG.
The rank mechanism 900 rotates clockwise, and the rotation center 90 rotates.
0a deviates to the left with respect to the center axis of the piston 508.
ing. As a result, the piston 508 is lowered
Rank angular velocity increases, but piston 508 rises
The crank angular speed at the time becomes slow. In this embodiment,
The time that the combustible mixture is in contact with the spark plug is extended
However, the fuel injection timing in the compression stroke
However, since the piston rises slowly, almost
Tons of fuel to ensure reliable ignitability.
Can be secured. In the fourteenth embodiment, the internal combustion engine
Seki puts the fuel in the ignition
The fuel is not limited to the one that deflects in the
And direct it toward the spark plug.
Also when the combustible mixture and the spark plug come into contact
The interval is extended, and reliable ignition performance can be ensured. Ma
In the fourteenth and fifteenth embodiments, the fuel is substantially fan-shaped.
The fuel is not limited to the one that is injected in a shape, but the fuel is injected in a cone shape
What you do. Even in these internal combustion engines,
As a result, more reliable ignitability can be secured. As described above, the direct injection fire according to the present invention is described.
A flower-ignition internal combustion engine has a spark plug and direct combustion into the cylinder.
And a fuel injection valve for injecting fuel.
The injected fuel is directly or deflected near the spark plug
And the crank mechanism moves during the compression stroke.
To reduce the crank angular velocity
So that the center of the crankshaft is deviated from the center axis
During the compression stroke, the fuel injection timing
Fuel injection at almost the desired piston position,
It is implemented and secure ignitability is ensured.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic longitudinal sectional view showing a first embodiment of a direct injection type spark ignition internal combustion engine according to the present invention. FIG. 2 is a plan view of the piston of FIG. 1; FIG. 3 is a sectional view of a cavity side wall portion of FIG. 2;
(A) is an AA sectional view, (B) is a BB sectional view, (C)
Is a CC sectional view. FIG. 4 is a diagram illustrating the behavior of a combustible air-fuel mixture. FIG. 5 is a plan view of the piston corresponding to FIG. 2; FIGS. 6A and 6B are cross-sectional views of a side wall portion of a cavity in FIG. 5 showing a second embodiment of the direct injection spark ignition internal combustion engine according to the present invention, wherein FIG. E sectional view,
(C) is an FF sectional view. FIGS. 7A and 7B are cross-sectional views of a side wall portion of a cavity in FIG. 5 showing a third embodiment of the in-cylinder injection spark ignition internal combustion engine according to the present invention, wherein FIG. E sectional view,
(C) is an FF sectional view. 8 is a sectional view of a side wall portion of a cavity in FIG. 5 showing a fourth embodiment of the direct injection type spark ignition internal combustion engine according to the present invention, wherein FIG. 8 (A) is a sectional view taken along line DD, and FIG. E sectional view,
(C) is an FF sectional view. FIG. 9 is a plan view of a piston showing a fifth embodiment of the direct injection type spark ignition internal combustion engine according to the present invention. FIG. 10 is a plan view of a piston showing a sixth embodiment of the direct injection type spark ignition internal combustion engine according to the present invention. FIG. 11 is a plan view of a piston showing a seventh embodiment of the direct injection spark ignition internal combustion engine according to the present invention. FIG. 12 is a plan view of a piston showing an eighth embodiment of a direct injection type spark ignition internal combustion engine according to the present invention. FIG. 13 is a sectional view taken along line GG of FIG. 5, showing a ninth embodiment of a direct injection spark ignition internal combustion engine according to the present invention. FIG. 14 is a diagram illustrating another behavior of the combustible air-fuel mixture. FIG. 15 is a plan view of a piston showing a tenth embodiment of a direct injection spark ignition internal combustion engine according to the present invention. FIG. 16 is a plan view of a piston showing an eleventh embodiment of a direct injection spark ignition internal combustion engine according to the present invention. FIG. 17 is a plan view of a piston showing a twelfth embodiment of the direct injection spark ignition internal combustion engine according to the present invention. FIG. 18 is a schematic longitudinal sectional view showing a thirteenth embodiment of a direct injection spark ignition internal combustion engine according to the present invention. FIG. 19 is a diagram showing a fuel injection pattern for explaining a fourteenth embodiment of the direct injection spark ignition internal combustion engine according to the present invention. FIG. 20 is a diagram showing a crank mechanism for explaining a fifteenth embodiment of the direct injection spark ignition internal combustion engine according to the present invention. [Description of Signs] 5: Piston 6: Spark plug 7: Fuel injection valve 8: Cavity

   ────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Fumiaki Hattori             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Takashi Hajima             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Hiroyuki Kitahi             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Toshimi Kashiwakura             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Mutsumi Kanda             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Kopachi Tanaka             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Soichi Matsushita             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Shizuo Abe             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company (72) Inventor Nobuyuki Muramatsu             1 Toyota Town, Toyota City, Aichi Prefecture Toyota Auto             Inside the car company F-term (reference) 3G023 AA01 AA04 AB01 AB03 AC05                       AD02 AD09 AG01                 3J033 AA02

Claims (1)

Claims: 1. A fuel supply system comprising: a spark plug; and a fuel injection valve for directly injecting fuel into a cylinder, wherein the fuel injected from the fuel injection valve is directly or deflected. In-cylinder injection spark ignition characterized by passing through the vicinity of the spark plug, wherein the crank mechanism biases the center of the crankshaft with respect to the center axis of the piston so as to reduce the crank angular velocity in the compression stroke. Internal combustion engine.