JP2009270541A - Engine and spark plug for engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine and a spark plug for the engine capable of supplying a sufficient air fuel mixture in a combustion chamber to an ignition point and performing the stable spark ignition of the air fuel mixture. <P>SOLUTION: The spark plug 10 with an ignition chamber 14 formed in a plug cover 13 covering the ignition point 11 is installed on a cylinder head 6. A plurality of nozzle holes 15 establishing communication between the ignition chamber 14 and the combustion chamber 3 facing a piston 2 are provided on the plug cover 13. The spark plug 10 is disposed in such a manner that the plug cover 13 is projected out to the combustion chamber 3 from a cylinder head 6 side in an axial direction of the combustion chamber 3 and that the ignition point 11 is positioned at the combustion chamber 3 side of a lower end 6a of a cylinder head 6. The plurality of nozzle holes 15 comprise tip side nozzle holes 16 formed at a tip side of the plug cover 13 projecting to the combustion chamber 3 and base end side nozzle holes 17 formed at a base end side of the plug cover 13 more than the tip side nozzle hole 16 in an axial direction. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  According to the present invention, an ignition plug having an ignition chamber formed in a plug cover covering an ignition point is mounted on a cylinder head, and a plurality of injection holes communicating the ignition chamber and a combustion chamber facing a piston are formed in the plug cover. The present invention relates to an engine provided and an engine spark plug mounted on a cylinder head of the engine.

  In the engine as described above, an air-fuel mixture such as a lean air-fuel mixture sucked into the combustion chamber is compressed by ascending the piston, and the compressed air-fuel mixture flows into the ignition chamber through the nozzle holes. The air-fuel mixture flowing into the ignition chamber is ignited by a spark plug and burned, and a flame formed by the combustion is ejected into the combustion chamber through the nozzle hole. As described above, in the conventional engine, the air-fuel mixture sucked into the combustion chamber is obtained by performing the inflow of the air-fuel mixture from the combustion chamber to the ignition chamber and the ejection of flame from the ignition chamber to the combustion chamber through the plurality of nozzle holes. It is made to burn (for example, refer patent documents 1 and 2).

  In the engine described in Patent Document 1, the spark plug projects the plug cover from the cylinder head side to the combustion chamber in the axial direction of the combustion chamber, and the ignition point is positioned above the lower end of the cylinder head. Are arranged to be. The plug cover is formed in a bottomed cylindrical shape whose bottom is the tip side. The plurality of nozzle holes are composed of two nozzle holes arranged in the axial direction of the combustion chamber at the bottom, which is the tip of the plug cover protruding into the combustion chamber.

  In the engine described in Patent Document 2, the spark plug projects the plug cover from the cylinder head side to the combustion chamber in the axial direction of the combustion chamber, and the ignition point is closer to the combustion chamber side than the lower end portion of the cylinder head. It is arranged to be located. The plug cover is formed in a bottomed cylindrical shape whose bottom is the tip side. The plurality of nozzle holes are provided at the bottom, which is the tip of the plug cover, in the axial direction of the combustion chamber.

JP 2007-40174 A JP 2007-77902 A

  In the engine described in Patent Document 1, since the ignition plug is arranged so that the ignition point is located above the lower end of the cylinder head in the axial direction of the combustion chamber, An ignition chamber having a long distance from the nozzle hole to the ignition point is formed. For this reason, the air-fuel mixture flowing from the combustion chamber into the ignition chamber hardly reaches the ignition point, and there is a possibility that the air-fuel mixture in the combustion chamber cannot be sufficiently supplied to the ignition point. If the air-fuel mixture in the combustion chamber cannot be sufficiently supplied to the ignition point, the burned gas remains at the ignition point, making it difficult to stably ignite the air-fuel mixture, resulting in problems such as misfire, for example. Sometimes.

  In the engine described in Patent Document 2, since the ignition plug is disposed so that the ignition point is located below the lower end portion of the cylinder head in the axial direction of the combustion chamber, Compared to the engine described in Patent Document 1, an ignition chamber that can shorten the distance from the nozzle hole to the ignition point can be formed. However, in the engine described in Patent Document 2, the ignition chamber is formed in a rectangular shape, and a plurality of injection holes are provided at the tip of the plug cover which is the bottom of the rectangular ignition chamber. That is, the inner end portion of the injection hole, which is the location where the air-fuel mixture flows into the ignition chamber, is the tip portion of the plug cover that is away from the ignition point in the axial direction of the combustion chamber. Therefore, in order to spark-ignite the air-fuel mixture in the ignition chamber at the ignition point, it is necessary to increase the volume of the ignition chamber to some extent in order to supply a sufficient air-fuel mixture into the ignition chamber. There is a possibility that the distance from each inner end of the hole to the ignition point cannot be shortened, and the air-fuel mixture in the combustion chamber cannot be sufficiently supplied to the ignition point.

  The present invention has been made paying attention to this point, and an object of the present invention is to provide an engine that can sufficiently supply the air-fuel mixture in the combustion chamber to the ignition point and can stably perform spark ignition of the air-fuel mixture. And providing a spark plug for an engine.

In order to achieve this object, the engine according to the present invention is characterized in that an ignition plug having an ignition chamber formed in a plug cover covering an ignition point is attached to a cylinder head, and the combustion facing the ignition chamber and the piston is performed. An engine provided with a plurality of nozzle holes communicating with the chamber in the plug cover;
The spark plug projects the plug cover into the combustion chamber from the cylinder head side in the axial direction of the combustion chamber, and positions the ignition point on the combustion chamber side with respect to the lower end portion of the cylinder head. The plurality of nozzle holes are arranged in a direction of the axial center, the tip side nozzle hole provided on the tip side of the plug cover protruding into the combustion chamber in the axial direction, and the plug than the tip side nozzle hole. It is in the point comprised from the base end side nozzle hole provided in the base end side of the cover.

  According to this characteristic configuration, since the ignition point is located closer to the combustion chamber than the lower end of the cylinder head in the axial direction of the combustion chamber, it is possible to form an ignition chamber in which the distance from the injection hole to the ignition point is shortened. Moreover, since the plurality of nozzle holes are composed of the base end side nozzle holes in addition to the tip end side nozzle holes, the distance from the base end side nozzle holes to the ignition point can be shortened, and the combustion chamber is mixed with the ignition point. Qi can be easily supplied. Further, since the air-fuel mixture in the combustion chamber flows into the ignition chamber not only from the base end side injection hole but also from the front end side injection hole, a sufficient air-fuel mixture can flow into the ignition chamber. Thus, by allowing the air-fuel mixture to flow into the ignition chamber from both the tip side nozzle hole and the base end side nozzle hole, the air-fuel mixture in the combustion chamber can be sufficiently supplied to the ignition point, and the spark of the gas mixture An engine that can ignite stably has been realized. Incidentally, the axial center direction of the combustion chamber is a direction along the central axis of the combustion chamber, for example, the same direction as the vertical movement direction of the piston.

  According to a further characteristic configuration of the engine according to the present invention, the base end side injection hole has an inflow portion of the air-fuel mixture with respect to the ignition chamber from the lower end portion of the cylinder head to the distal end portion of the plug cover in the axial direction. It is in the point provided so that it may become the base end side of the said plug cover rather than a center position.

  According to this characteristic configuration, the inflow location in the base end side nozzle hole is closer to the base end side of the plug cover than the center position from the lower end portion of the cylinder head to the tip end portion of the plug cover in the axial direction of the combustion chamber. Therefore, for example, even if an ignition point is provided on the base end side of the plug cover in the ignition chamber, the distance from the inflow point to the ignition point in the base end side nozzle hole can be shortened. Thereby, the air-fuel mixture in the combustion chamber can be accurately supplied to the ignition point, and the air-fuel mixture in the combustion chamber can be reliably supplied to the ignition point.

  According to a further characteristic configuration of the engine according to the present invention, the base end side injection hole is configured such that the inflow portion of the air-fuel mixture into the ignition chamber is closer to the base end side of the plug cover than the ignition point in the axial direction. It is in the point provided in.

  According to this characteristic configuration, the inflow portion in the base end side nozzle hole is provided so as to be closer to the base end side of the plug cover than the ignition point in the axial direction of the combustion chamber. The ignition point is positioned between the distal end side nozzle hole and the proximal end side nozzle hole. Thereby, both the distance from the inflow location in the front end side nozzle hole to the ignition point and the distance from the inflow location in the base end side nozzle hole to the ignition point can be shortened. Therefore, the air-fuel mixture in the combustion chamber can be sufficiently supplied to the ignition point, and the air-fuel mixture in the combustion chamber can be reliably supplied to the ignition point.

A characteristic configuration of the engine according to the present invention is that a spark plug, in which an ignition chamber is formed in a plug cover that covers an ignition point, is mounted on a cylinder head, and a plurality of jets that communicate between the ignition chamber and a combustion chamber facing a piston. An engine provided with a hole in the plug cover,
The spark plug is disposed so that the plug cover protrudes from the cylinder head side into the combustion chamber in the axial direction of the combustion chamber, and the plurality of injection holes are formed in the combustion chamber in the axial direction. A plug-side nozzle hole provided on the tip end side of the plug cover that protrudes into the plug cover, and a base end side nozzle hole provided on the base end side of the plug cover with respect to the tip end side nozzle hole, and the ignition point However, there exists in the point comprised so that it may be located in the front end side of the said plug cover rather than the inner end part of the said base end side nozzle hole in the said axial direction.

  According to this characteristic configuration, the ignition point is located closer to the distal end side of the plug cover than the inner end portion of the proximal end injection hole in the axial direction of the combustion chamber. An ignition point can be located between the inner end of the nozzle hole and the inner end of the proximal nozzle hole. Thereby, both the distance from the inner end of the front end side nozzle hole to the ignition point and the distance from the inner end of the base end side nozzle hole to the ignition point can be shortened, and the mixture of the combustion chamber with respect to the ignition point can be reduced. Supply becomes easier. Further, since the air-fuel mixture in the combustion chamber flows into the ignition chamber from both the base end side nozzle hole and the tip end side nozzle hole, it is possible to allow a sufficient air mixture to flow into the ignition chamber. As a result, the air-fuel mixture in the combustion chamber can be sufficiently supplied to the ignition point, and an engine that can stably ignite the air-fuel mixture can be realized.

  In a further characteristic configuration of the engine according to the present invention, the ignition chamber has a second width in the axial direction of the combustion chamber larger than a first width in a direction orthogonal to the axial direction of the combustion chamber. It is in the point comprised as follows.

  In order to spark-ignite the air-fuel mixture in the ignition chamber at the ignition point, it is preferable to increase the volume of the ignition chamber to some extent in order to supply a sufficient air-fuel mixture into the ignition chamber. In the engine described in Patent Document 2, the volume of the ignition chamber is increased by making the first width (for example, horizontal width) larger than the second width (for example, vertical width) of the ignition chamber. However, when the first width (for example, the lateral width) of the ignition chamber is increased, the first width (for example, the lateral width) of the plug cover is increased accordingly, so that the lateral width of the installation space necessary for the ignition plug is increased. As a result, for example, there is a possibility that a sufficient installation space for other members such as an intake valve and an exhaust valve cannot be secured. Therefore, according to this feature configuration, the volume of the ignition chamber can be increased without increasing the lateral width of the installation space required as the spark plug by increasing the second width in the ignition chamber rather than the first width. it can. Further, when the second width is made larger than the first width of the ignition chamber in this way, as in Patent Document 2, if a plurality of nozzle holes are provided at the tip of the plug cover, the nozzle holes to the ignition point are provided. This further increases the distance of the gas and makes it difficult to supply the air-fuel mixture in the combustion chamber to the ignition point. Therefore, as described in the above characteristic configuration, not only the front-end-side injection hole but also the proximal-end-side injection hole is provided as the injection hole, thereby sufficiently supplying the air-fuel mixture in the combustion chamber to the ignition point. The effect of being able to be made is suitable.

  In a further characteristic configuration of the engine according to the present invention, the plug cover is formed in a bottomed cylindrical shape with the tip side as a bottom, and the tip side injection hole is provided at the bottom of the plug cover. The end-side nozzle hole is provided at a side portion of the plug cover.

  According to this feature configuration, the shape of the bottomed cylindrical plug cover is used, and the tip-side injection hole is simply provided at the bottom of the plug cover and the base-side injection hole is provided at the side of the plug cover. Each of the distal end side nozzle hole and the proximal end side nozzle hole can be provided at an appropriate position. Therefore, in providing the front end side injection hole and the base end side injection hole, it can be set as a simple structure.

  According to a further characteristic configuration of the engine according to the present invention, a recess is formed in the top surface of the piston facing the cylinder head, and the spark plug has at least the plug cover in a state where the piston is located at a top dead center. It exists in the point which penetrate | invades into the said recessed part.

  According to this characteristic configuration, since the plug cover is inserted into the recess while the piston is located at the top dead center, the distance from each region of the combustion chamber to the injection hole provided in the plug cover can be shortened. As a result, the air-fuel mixture in the combustion chamber can easily flow into the ignition chamber through the nozzle hole, and the air-fuel mixture in the combustion chamber can be reliably supplied to the ignition point.

A characteristic configuration of an engine ignition plug according to the present invention includes a plug body having an ignition point, and a plug cover provided on the plug body so as to cover the ignition point. An engine ignition plug in which a plurality of injection holes communicating with a combustion chamber facing a piston and an ignition chamber formed in the plug cover are formed in the plug cover in a state where the plug cover is mounted. And
In the axial direction of the combustion chamber, the plug cover protrudes from the cylinder head side into the combustion chamber, and the ignition point is positioned closer to the combustion chamber side than the lower end portion of the cylinder head. In this state, the plurality of nozzle holes are arranged at a tip side nozzle hole provided on a tip side of the plug cover projecting into the combustion chamber in the axial direction of the combustion chamber, and the tip side nozzle holes more than the tip side nozzle holes. It is in the point comprised from the base end side nozzle hole provided in the base end side of the plug cover.

  According to this characteristic configuration, as described in the characteristic configuration of the engine according to the present invention, the air-fuel mixture flows into the ignition chamber from both the distal end side nozzle hole and the proximal end side nozzle hole, so that the ignition point is reduced. Thus, the air-fuel mixture in the combustion chamber can be sufficiently supplied. As a result, an engine spark plug that can stably perform spark ignition of the air-fuel mixture can be realized.

  The engine ignition plug according to the present invention is further characterized in that the base-end injection hole has an inflow portion of the air-fuel mixture with respect to the ignition chamber from the lower end portion of the cylinder head in the axial direction. It is in the point provided so that it may become the base end side of the said plug cover rather than the center position to a part.

  According to this characteristic configuration, as described in the characteristic configuration of the engine according to the present invention, for example, even if an ignition point is provided on the base end side of the plug cover in the ignition chamber, the inflow in the base end side injection hole The distance from the point to the ignition point can be shortened. Thereby, the air-fuel mixture in the combustion chamber can be accurately supplied to the ignition point, and the air-fuel mixture in the combustion chamber can be reliably supplied to the ignition point.

  In the engine ignition plug according to the present invention, the base-side injection hole may be configured such that the inflow portion of the air-fuel mixture into the ignition chamber is closer to the base end side of the plug cover than the ignition point in the axial direction. It is in that it is provided to become.

  According to this characteristic configuration, as described in the characteristic configuration of the engine according to the present invention, the ignition point is located between the distal end side nozzle hole and the proximal end side nozzle hole, and the inflow location in the distal end side nozzle hole In addition to the distance from the ignition point to the ignition point, the distance from the inflow point to the ignition point in the base end side nozzle hole can be shortened. Thereby, the air-fuel mixture in the combustion chamber can be accurately supplied to the ignition point, and the air-fuel mixture in the combustion chamber can be reliably supplied to the ignition point.

A characteristic configuration of an engine ignition plug according to the present invention includes a plug body having an ignition point, and a plug cover provided on the plug body so as to cover the ignition point. An engine ignition plug in which a plurality of injection holes communicating with a combustion chamber facing a piston and an ignition chamber formed in the plug cover are formed in the plug cover in a state where the plug cover is mounted. And
In the axial direction of the combustion chamber, in a state where the plug cover protrudes from the cylinder head side to the combustion chamber, the plurality of injection holes are in the axial direction of the combustion chamber. The ignition cover includes a distal injection hole provided on the distal end side of the plug cover protruding into the chamber, and a proximal injection hole provided closer to the proximal end of the plug cover than the distal injection hole. The point is that it is configured to be located on the distal end side of the plug cover from the inner end portion of the base end side injection hole in the axial direction.

  According to this characteristic configuration, as described in the characteristic configuration of the engine according to the present invention, in the axial direction of the combustion chamber, the inner end portion of the distal end side nozzle hole and the inner end portion of the proximal end side nozzle hole are arranged. By positioning the ignition point in between, both the distance from the inner end of the front end side nozzle hole to the ignition point and the distance from the inner end of the base end side nozzle hole to the ignition point can be shortened. As a result, an engine spark plug that can stably perform spark ignition of the air-fuel mixture can be realized.

  The engine ignition plug according to the present invention is further characterized in that the plug cover is formed integrally with the plug body.

  According to this characteristic configuration, the ignition plug can be formed by predetermining the respective positions of the ignition chamber, the ignition point, and the nozzle hole and integrally forming the plug cover on the plug body. Thus, the ignition chamber, the ignition point, and the nozzle hole can be arranged at appropriate positions simply by mounting the ignition plug on the cylinder head. Therefore, it is possible to easily attach the spark plug to the engine.

An embodiment of an engine and an engine spark plug according to the present invention will be described with reference to the drawings.
[First Embodiment]
[Overall engine configuration]
As shown in FIG. 1, the engine 1 includes a piston 2, a cylinder 4 that houses the piston 2 and forms a combustion chamber 3 together with the top surface 2 a of the piston 2, and a spark plug 10 (this Corresponding to the engine spark plug according to the invention. The piston 2 is reciprocated in the cylinder 4, and the intake valve 5 and the exhaust valve (not shown) are opened and closed so that each of the intake stroke, the compression stroke, the combustion / expansion stroke, and the exhaust stroke is performed in the combustion chamber 3. The process is performed sequentially. Thereby, although illustration is abbreviate | omitted, it is comprised so that the reciprocating motion of piston 2 may be output as a rotational motion of a crankshaft by a connecting rod. Such a configuration is the same as that of a normal four-stroke internal combustion engine.

  The engine 1 uses city gas (13A), which is a gaseous fuel, as fuel. In the intake stroke, the intake valve 5 is opened, and an air-fuel mixture (for example, air) is introduced from the intake port 8 into the combustion chamber 3 (for example, , A lean mixture) M. In the compression stroke and the combustion / expansion stroke, the mixture M taken into the combustion chamber 3 is compressed to burn and expand the fuel. In the exhaust stroke, the exhaust valve is opened, and exhaust gas is discharged from the combustion chamber 3 to an exhaust port outside the figure.

  A recess 7 is formed on the top surface 2 a of the piston 2 facing the cylinder head 6. As a result, the combustion chamber 3 is constituted by a space formed by the recess 7 in addition to the space between the top surface 2 a of the piston 2 and the inner surface of the cylinder 4. By forming the combustion chamber 3 in this way, when the piston 2 rises in the compression stroke, a vortex flow from the periphery of the recess 7 toward the center of the recess 7, that is, a so-called squish is generated.

  The intake port 8 provided in the cylinder head 6 is provided with a fuel supply unit 9 that injects the fuel G with respect to the air A that is taken in. The air-fuel mixture M of the air A and fuel G (for example, a lean air-fuel mixture) ). By opening the intake valve 5, an air-fuel mixture M of air A and fuel G (for example, a lean air-fuel mixture) is sucked into the combustion chamber 3. Here, the fuel ejection amount from the fuel supply unit 9 can be changed, and the mixing ratio of the air A and the fuel G can be changed according to the operating state of the engine 1.

The spark plug 10 attached to the cylinder head 6 is provided so that its central axis is coaxial with the central axis Q of the combustion chamber 3. The spark plug 10 is composed of a plug body 12 having an ignition point 11 at the tip, and a plug cover 13 provided so as to cover the ignition point 11. The spark plug 10 is mounted so that the plug cover 13 is inserted into the recess 7 formed in the piston 2 at the ignition timing (for example, the position of the piston 2 is just before the top dead center). The plug cover 13 is formed in a bottomed cylindrical shape having a bottom portion 13 a at the tip end side, and is formed integrally with the plug body 12. Incidentally, the bottom portion 13a of the plug cover 13 is formed in an arc shape in the orthogonal direction. An ignition chamber 14 having an ignition point 11 is formed in the plug cover 13. The spark plug 10 is configured so that the ignition point 11 is positioned closer to the combustion chamber 3 than the lower end portion 6a of the cylinder head 6 in the axial direction of the combustion chamber 3 (vertical direction in FIG. 1).
Here, the axial center direction of the combustion chamber 3 is a direction along the central axis Q of the combustion chamber 3, for example, the same direction as the vertical movement direction of the piston 2. Hereinafter, the axial direction of the combustion chamber 3 is referred to as “axial direction”, and the direction orthogonal to the axial direction of the combustion chamber 3 is referred to as “orthogonal direction”.

  The plug cover 13 is formed with a plurality of injection holes 15 that allow the combustion chamber 3 and the ignition chamber 14 to communicate with each other. The spark plug 10 sparks and burns the air-fuel mixture M flowing into the ignition chamber 14 from the combustion chamber 3 through the nozzle hole 15, and causes the flame formed by the combustion to be jetted into the combustion chamber 3 through the nozzle hole 15. It is configured. In this way, the inflow of the air-fuel mixture M from the combustion chamber 3 to the ignition chamber 14 and the injection of flame from the ignition chamber 14 to the combustion chamber 3 are performed by the plurality of nozzle holes 15, so that the air is sucked into the combustion chamber 3. The air-fuel mixture M is burned. As a result, the air-fuel mixture M flowing into the ignition chamber 14 is all the air-fuel mixture M flowing from the combustion chamber 3 through the nozzle hole 15, and fuel or air-fuel mixture is supplied to the ignition chamber 14 from other than the combustion chamber 3. It will never be done.

  The ignition chamber 14 is in the axial direction (vertical direction in FIGS. 1 and 2A) rather than the lateral width L1 (corresponding to the first width) in the orthogonal direction (horizontal direction in FIGS. 1 and 2A). It is formed in a vertically long shape so that the vertical width L2 (corresponding to the second width) is larger. As a result, it is possible to secure a volume sufficient to allow a sufficient amount of the air-fuel mixture M to flow into the ignition chamber 14 without increasing the width of the installation space required for the spark plug 10.

[Engine operation]
The engine 1 performs an intake stroke in which the air-fuel mixture M is taken into the combustion chamber 3 by the piston 2 descending from the top dead center while the intake valve 5 is opened. Next, the piston 2 ascends while the intake valve 5 is closed, whereby a compression stroke for compressing the air-fuel mixture M in the combustion chamber 3 is performed. In this compression stroke, the volume of the combustion chamber 3 is reduced by the piston 2 rising, so that the air-fuel mixture M in the combustion chamber 3 flows into the ignition chamber 14 through the injection holes 15.
The engine 1 operates the spark plug 10 at the ignition timing (for example, immediately before top dead center), sparks the ignition point 11 to ignite the mixture M in the ignition chamber 14. Then, combustion in the ignition chamber 14 proceeds, and a flame is ejected to the combustion chamber 3 through the nozzle hole 15. Thereby, the air-fuel mixture M in the combustion chamber 3 is combusted and the combustion / expansion stroke is performed. Next, when the piston 2 moves up with the exhaust valve opened, an exhaust stroke is performed in which the exhaust gas in the combustion chamber 3 is exhausted to the exhaust port.
Thus, the engine 1 is configured to repeatedly perform a series of operations for performing each stroke in the order of the intake stroke, the compression stroke, the combustion / expansion stroke, and the exhaust stroke.

[Composition of nozzle hole]
Based on FIG. 2, the structure of the injection hole 15 provided in the plug cover 13 will be described.
The plurality of nozzle holes 15 include a tip-side nozzle hole 16 provided on the tip side (lower side in FIG. 2A) of the plug cover 13 in the axial direction (vertical direction in FIG. 2A), and the tip It is comprised from the base end side nozzle hole 17 provided in the base end side (upper side in Fig.2 (a)) of the plug cover 13 rather than the side nozzle hole 16. FIG. If the distance from the lower end 6a of the cylinder head 6 to the tip end of the plug cover 13 is D in the axial direction, the proximal-side injection hole 17 is located at the center position P of D / 2 from the lower end 6a of the cylinder head 6. It is provided closer to the base end side of the plug cover 13. As a result, the base end side nozzle hole 17 has the inner end portion 17a on the ignition chamber 14 side, which is an inflow portion of the air-fuel mixture to the ignition chamber 14, in the axial direction, closer to the base end side of the plug cover 13 than the center position P. It is provided to become. Incidentally, the base end side injection hole 17 is provided so that the outer end portion 17b on the combustion chamber 3 side is closer to the base end side of the plug cover 13 than the center position P in the axial direction.

  The base end side injection hole 17 is closer to the base end side of the plug cover 13 than the front end side injection hole 16 in the axial direction, and the inflow location of the air-fuel mixture M to the ignition chamber 14 is from the lower end portion 6 a of the cylinder head 6. Since it is on the base end side of the plug cover 13 with respect to the center position P of D / 2, the distance from the inflow point in the base end side injection hole 17 to the ignition point 11 can be shortened. In addition, since the air-fuel mixture M in the combustion chamber 3 flows into the ignition chamber 14 not only from the base end side injection hole 17 but also from the front end side injection hole 16, a sufficient air mixture flows into the ignition chamber 14. be able to. Thereby, the air-fuel mixture M in the combustion chamber 3 can be sufficiently supplied to the ignition point 11, and the spark ignition for the air-fuel mixture M can be reliably performed.

  The bottomed tubular plug cover 13 is provided with a distal end side injection hole 16 at a bottom portion 13a on the distal end side thereof and a proximal end side injection hole 17 at a side portion 13b thereof. As shown in FIG. 2B, in the orthogonal direction, one tip side injection hole 16 is provided at the center of the bottom portion 13 a of the plug cover 13, and the base end side injection hole 17 is the center of the combustion chamber 3. It is provided on the circumference centered on the axis Q with a constant interval.

The ignition chamber 14 has a volume sufficient to allow a sufficient amount of the air-fuel mixture M to flow in by making the width L1 larger than the length L2, but the height L2 is larger than the width L1 of the ignition chamber 14. If it is increased, the distance between the ignition point 11 and the bottom portion 13a on the distal end side of the plug cover 13 is increased, and it becomes difficult to supply a sufficient amount of the air-fuel mixture M to the ignition point 11 only by the distal injection hole 16. Therefore, a sufficient amount of the air-fuel mixture M is supplied to the ignition point 11 by causing the air-fuel mixture M to flow into the ignition chamber 14 through the proximal end injection hole 17 having a short distance from the inflow point to the ignition point 11. it can. Therefore, spark ignition with respect to the air-fuel mixture M can be reliably performed while ensuring a volume of the ignition chamber 14 that allows a sufficient amount of the air-fuel mixture M to flow in.
In addition, since the ignition point 11 is closer to the combustion chamber 3 than the lower end 6a of the cylinder head 6 in the axial direction, the ignition point 11 can be arranged as far as possible on the tip side of the plug cover 13. Thereby, while the distance from the inflow location in the base end side nozzle hole 17 to the ignition point 11 can be shortened, the distance from the inflow location in the distal end side nozzle hole 16 to the ignition point 11 can also be shortened. The air-fuel mixture M can be supplied more reliably.

  Incidentally, in the plurality of injection holes 17, the hole diameter, the inflow direction in which the air-fuel mixture M flows into the ignition chamber 14, and the injection direction in which a flame is injected into the combustion chamber 3 can be appropriately changed. For example, the hole diameter may be different between the distal end side injection hole 16 and the proximal end side injection hole 17. Further, the inflow direction can be configured such that the inflow direction faces the ignition point 11 in each of the distal end side nozzle hole 16 and the proximal end side nozzle hole 17.

[Second Embodiment]
This 2nd Embodiment is another embodiment about the structure of the base end side injection hole 17 in the said 1st Embodiment. Based on FIG. 3, the base end side injection hole 17 in 2nd Embodiment is demonstrated. Since other configurations are the same as those in the first embodiment, description thereof is omitted.

  In the axial direction, the base end side injection hole 17 is such that the inner end portion 17a on the ignition chamber 14 side and the outer end portion 17b on the combustion chamber 3 side are closer to the base end of the plug cover 13 than the ignition point 11 in the ignition chamber 14. It is configured to be on the side. As a result, the base end side injection hole 17 is configured such that the inner end portion 17a, which is the inflow portion of the air-fuel mixture M into the ignition chamber 14, is closer to the base end side of the plug cover 13 than the ignition point 11 in the axial direction. Has been.

Since the inflow location in the base end side nozzle hole 17 is closer to the base end side of the plug cover 13 than the ignition point 11, between the front end side nozzle hole 16 and the inflow location in the base end side nozzle hole 17 in the axial direction. The ignition point 11 is located. Thereby, while being able to shorten the distance from the inflow location in the front end side nozzle hole 16 to the ignition point 11, the distance from the inflow location in the base end side nozzle hole 17 to the ignition point can also be shortened. Therefore, the air-fuel mixture M can be sufficiently supplied to the ignition point 11, and the spark ignition for the air-fuel mixture M can be reliably performed.
Although illustration is omitted, as in the first embodiment, the ignition chamber 14 has an air-fuel mixture M from both the distal end side nozzle hole 16 and the proximal end side nozzle hole 17 while making the lateral width L1 larger than the longitudinal width L2. And a sufficient amount of the air-fuel mixture M can be supplied to the ignition point 11. Therefore, spark ignition with respect to the air-fuel mixture M can be reliably performed while ensuring a volume of the ignition chamber 14 that allows a sufficient amount of the air-fuel mixture M to flow in.

[Third Embodiment]
The third embodiment is another embodiment regarding the position of the ignition point 11 in the axial direction of the combustion chamber 3 and the configuration of the base end side injection hole 17 in the first embodiment. Based on FIG. 4, the base end side injection hole 17 in 2nd Embodiment is demonstrated. Since other configurations are the same as those in the first embodiment, description thereof is omitted.

  The ignition point 11 is disposed above the lower end portion 6 a of the cylinder head 6 in the axial direction of the combustion chamber 3. The ignition point 11 is configured to be located on the distal end side (lower side in FIG. 4) of the plug cover 13 with respect to the inner end portion 17 a of the base end side injection hole 17 in the axial direction of the combustion chamber 3. Thereby, the ignition point 11 can be positioned between the inner end portion 16 a of the distal end side injection hole 16 and the inner end portion 17 a of the proximal end side injection hole 17 in the axial direction of the combustion chamber 3. Therefore, both the distance from the inner end portion 16 a of the distal end side injection hole 16 to the ignition point 11 and the distance from the inner end portion 17 a of the proximal end side injection hole 17 to the ignition point 11 can be shortened. As a result, while it is possible to accurately supply the air-fuel mixture M in the combustion chamber 3 to the ignition point 11, a sufficient air-fuel mixture M can be caused to flow into the ignition chamber 14 and the spark ignition of the air-fuel mixture M is stabilized. Can be done accurately.

[Another embodiment]
(1) In the first to third embodiments, the numbers of the distal end side injection holes 16 and the proximal end side injection holes 17 can be appropriately changed.
For example, a case where a plurality of distal end side injection holes 16 and proximal end side injection holes 17 are provided will be described with reference to FIG. As shown in FIG. 5 (a), the bottomed cylindrical plug cover 13 is provided with a plurality of distal end side injection holes 16 at the bottom portion 13a on the distal end side, and a plurality of proximal ends at the side portion 13b. Side injection holes 17 are provided. As shown in FIG. 5 (b), the tip-side injection holes 16 are spaced apart from each other on a circumference with a small radius centered on the central axis Q of the combustion chamber 3 (for example, a circumference with a radius R 1). Is provided. The proximal-side injection holes 17 are provided at regular intervals on a circumference having a large radius centered on the central axis Q of the combustion chamber 3 (for example, a circumference having a radius R2). At this time, the distal end side injection hole 16 and the proximal end side injection hole 17 are provided at different positions in the rotation direction about the central axis Q of the combustion chamber 3.

(2) In the second embodiment, in the base end side nozzle hole 17, both the inner end portion 17 a and the outer end portion 17 b are located closer to the base end side of the plug cover 13 than the ignition point 11. The base end side injection hole 17 can be configured such that only the inner end portion 17 a corresponding to the inflow portion is closer to the base end side of the plug cover 13 than the ignition point 11.
For example, as shown in FIG. 6, when the plug cover 13 is thick, the inner end portion 17 a on the ignition chamber 14 side of the base end side nozzle hole 17 is closer to the base end side of the plug cover 13 than the ignition point 11 (see FIG. 6). 6, and the outer end 17 b on the combustion chamber 3 side can be located closer to the tip end side (lower side in FIG. 6) of the plug cover 13 than the ignition point 11.

(3) In the first to third embodiments, the distal-side injection hole 16 is provided at the same position in the axial direction and the proximal-side injection hole 17 is provided at the same position in the axial direction. The side injection holes 16 can be provided so as to be arranged at intervals in the axial direction, and the proximal injection holes 17 can also be provided so as to be arranged at intervals in the axial direction.

(4) In the first embodiment, the base end injection hole 17 is provided so that the inflow location of the air-fuel mixture M to the ignition chamber 14 is closer to the base end side of the plug cover 13 than the ignition point 11 in the axial direction. You can also. That is, the base-end side injection hole 17 has the plug cover 13 at a position where the air-fuel mixture M flows into the ignition chamber 14 from the center position P from the lower end portion 6a of the cylinder head 6 to the distal end portion of the plug cover 13 in the axial direction. And the inflow location of the air-fuel mixture M to the ignition chamber 14 is provided to be closer to the base end side of the plug cover 13 than the ignition point 11 in the axial direction.

  According to the present invention, an ignition plug having an ignition chamber formed in a plug cover covering an ignition point is mounted on a cylinder head, and a plurality of injection holes communicating the ignition chamber and a combustion chamber facing a piston are formed in the plug cover. It can be applied to various types of engines and engine spark plugs that can sufficiently supply the air-fuel mixture in the combustion chamber to the ignition point and can reliably perform spark ignition on the air-fuel mixture.

Sectional view along the central axis of the engine combustion chamber Sectional drawing in the direction in alignment with the central axis of the combustion chamber of the ignition plug in 1st Embodiment, and sectional drawing in the direction orthogonal to the central axis of a combustion chamber Sectional drawing in the direction in alignment with the central axis of the combustion chamber of the ignition plug in 2nd Embodiment Sectional drawing in the direction in alignment with the central axis of the combustion chamber of the ignition plug in 3rd Embodiment Sectional drawing in the direction in alignment with the central axis of the combustion chamber of the ignition plug in another embodiment, and sectional drawing in the direction orthogonal to the central axis of a combustion chamber Sectional drawing in the direction in alignment with the central axis of the combustion chamber of the ignition plug in another embodiment

Explanation of symbols

2 Piston 3 Combustion chamber 6 Cylinder head 7 Concave portion 10 Spark plug (engine spark plug)
DESCRIPTION OF SYMBOLS 11 Ignition point 13 Plug cover 14 Ignition chamber 15 Injection hole 16 Front end side injection hole 17 Base end side injection hole

Claims (12)

A spark plug in which an ignition chamber is formed in a plug cover that covers the ignition point is mounted on the cylinder head, and a plurality of nozzle holes that communicate the ignition chamber and the combustion chamber facing the piston are provided in the plug cover. An engine,
The spark plug projects the plug cover into the combustion chamber from the cylinder head side in the axial direction of the combustion chamber, and positions the ignition point on the combustion chamber side with respect to the lower end portion of the cylinder head. Arranged to let
In the axial direction, the plurality of injection holes are provided at a distal end side injection hole provided on a distal end side of the plug cover projecting into the combustion chamber, and closer to a proximal end side of the plug cover than the distal end side injection hole. An engine composed of a proximal-side injection hole provided.   The base-end-side injection hole is located closer to the base end side of the plug cover than the center position from the lower end portion of the cylinder head to the tip end portion of the plug cover in the axial direction where the air-fuel mixture flows into the ignition chamber. The engine according to claim 1, which is provided as follows.   The said base end side nozzle hole is provided so that the inflow location of the air-fuel | gaseous mixture with respect to the said ignition chamber may be located in the base end side of the said plug cover rather than the said ignition point in the said axial center direction. Engine. A spark plug in which an ignition chamber is formed in a plug cover that covers the ignition point is mounted on the cylinder head, and a plurality of nozzle holes that communicate the ignition chamber and the combustion chamber facing the piston are provided in the plug cover. An engine,
The spark plug is arranged so that the plug cover protrudes from the cylinder head side to the combustion chamber in the axial direction of the combustion chamber,
In the axial direction, the plurality of injection holes are provided at a distal end side injection hole provided on a distal end side of the plug cover projecting into the combustion chamber, and closer to a proximal end side of the plug cover than the distal end side injection hole. It is composed of the proximal nozzle hole provided,
An engine configured such that the ignition point is positioned on a distal end side of the plug cover with respect to an inner end portion of the base end side injection hole in the axial direction.   The ignition chamber is configured such that a second width in the axial direction of the combustion chamber is larger than a first width in a direction orthogonal to the axial direction of the combustion chamber. The engine according to any one of the preceding claims. The plug cover is formed in a bottomed cylindrical shape with the tip side as the bottom,
The tip side injection hole is provided at the bottom of the plug cover,
The engine according to any one of claims 1 to 5, wherein the base end side injection hole is provided in a side portion of the plug cover. A recess is formed on the top surface of the piston facing the cylinder head,
The engine according to any one of claims 1 to 6, wherein the spark plug is disposed such that at least the plug cover enters the recess while the piston is located at a top dead center. A plug body having an ignition point; and a plug cover provided on the plug body so as to cover the ignition point;
When the plug body and the plug cover are mounted on the cylinder head of the engine, a plurality of injection holes are formed in the plug cover for communicating the combustion chamber facing the piston and the ignition chamber formed in the plug cover. A spark plug for an engine,
In the axial direction of the combustion chamber, the plug cover protrudes from the cylinder head side into the combustion chamber, and the ignition point is positioned closer to the combustion chamber side than the lower end portion of the cylinder head. In the state
The plurality of injection holes include a front end side injection hole provided on a front end side of the plug cover protruding into the combustion chamber in the axial direction of the combustion chamber, and a base of the plug cover more than the front end side injection hole. An engine spark plug comprising a base end side injection hole provided on an end side.   The base-end-side injection hole is located closer to the base end side of the plug cover than the center position from the lower end portion of the cylinder head to the tip end portion of the plug cover in the axial direction where the air-fuel mixture flows into the ignition chamber. The spark plug for an engine according to claim 7, which is provided to be   The said base end side nozzle hole is provided so that the inflow location of the air-fuel | gaseous mixture with respect to the said ignition chamber may be located in the base end side of the said plug cover rather than the said ignition point in the said axial direction. Spark plug for engines. A plug body having an ignition point; and a plug cover provided on the plug body so as to cover the ignition point;
When the plug body and the plug cover are mounted on the cylinder head of the engine, a plurality of injection holes are formed in the plug cover for communicating the combustion chamber facing the piston and the ignition chamber formed in the plug cover. A spark plug for an engine,
In a state where the plug cover protrudes from the cylinder head side to the combustion chamber in the axial direction of the combustion chamber,
The plurality of injection holes include a front end side injection hole provided on a front end side of the plug cover protruding into the combustion chamber in the axial direction of the combustion chamber, and a base of the plug cover more than the front end side injection hole. It is composed of a proximal nozzle hole provided on the end side,
An engine ignition plug configured such that the ignition point is positioned on a distal end side of the plug cover with respect to an inner end portion of the base end side injection hole in the axial direction.   The engine spark plug according to any one of claims 8 to 11, wherein the plug cover is formed integrally with the plug body.

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