JP2018204506A - Combustion chamber structure for engine - Google Patents

Abstract

To provide a combustion chamber structure for a spark ignition type engine capable of achieving great engine torque by enabling homogeneous combustion.SOLUTION: The combustion chamber structure for the engine includes a combustion chamber structure member having a combustion chamber wall face partitioning a combustion chamber 6 of the engine including a cylinder 2 and a piston 5, and a spark plug 17 having an ignition part 17A arranged in the combustion chamber 6. The bottom surface of the combustion chamber wall face is formed by a crown surface 50 of the piston 5. The crown surface 50 includes a cavity 5C including a small cavity 51 and a large cavity 52. The small cavity 51 is recessed in a position corresponding to the ignition part 17A, and the large cavity 52 is recessed in a position adjacent to the small cavity 51 and has a larger projection area in a cylinder axial direction than the small cavity 51. The large cavity 52 is C-shaped in view from the cylinder axial direction.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a combustion chamber structure of a spark ignition type engine.

  In gasoline engines for vehicles such as automobiles, a spark ignition system is widely employed in which an air-fuel mixture in a combustion chamber is ignited using an ignition plug. Generally, the combustion chamber is defined by an inner wall surface of a cylinder, a bottom surface of the cylinder head (combustion chamber ceiling surface), and a crown surface of a piston, and an ignition portion of the ignition plug is disposed on the ceiling surface of the combustion chamber. Patent Document 1 discloses a combustion chamber structure in which a cavity is disposed on the crown surface at a position facing the ignition portion.

  In order to reduce NOx and CO emissions in the above-mentioned engine, it is necessary to prevent the generation of locally high-temperature parts or oxygen-deficient parts during combustion of the air-fuel mixture in the combustion chamber. Is essential. In this case, it is ideal that an air-fuel mixture having a uniform fuel distribution and a low fuel concentration is burned using a wide space in the combustion chamber. However, when such a thin air-fuel mixture is used, the ignitability of the air-fuel mixture deteriorates because the fuel concentration in the vicinity of the ignition part of the spark plug is also reduced. In addition, if the air-fuel mixture is thin, there is a problem that it is difficult to obtain the desired engine torque.

Japanese Patent Laid-Open No. 2006-94925

  The present invention has been made in view of the above points, and in a spark ignition type engine, it is possible to perform homogeneous combustion utilizing the entire combustion chamber space and obtain a large engine torque. An object of the present invention is to provide a combustion chamber structure.

  A combustion chamber structure of an engine according to an aspect of the present invention is a combustion chamber structure of a spark ignition type engine, and includes a combustion chamber structural member having a combustion chamber wall surface that defines a combustion chamber of the engine including a cylinder and a piston, An ignition plug having an ignition part disposed in the combustion chamber, wherein a part of the wall surface of the combustion chamber is formed by a crown surface of the piston, and the crown surface is recessed at a position corresponding to the ignition part. And a second cavity that is recessed at a position adjacent to the first cavity and has a larger projected area in the cylinder axis direction than the first cavity.

  According to this combustion chamber structure, since the first cavity is disposed at a position corresponding to the ignition part, the turbulent flow of the air-fuel mixture including the fuel is concentrated around the ignition part. For this reason, the ignitability by the said ignition part becomes favorable, and a flame can be spread in the said 1st cavity at high speed. A second cavity having a large projected area is disposed adjacent to the first cavity. Since the turbulent flow of the air-fuel mixture is also concentrated in the second cavity, the flame generated in the first cavity propagates into the second cavity or is self-ignited due to high temperature, thereby rapidly The air-fuel mixture in the second cavity burns. Therefore, the flame can be expanded at high speed in the entire combustion chamber, and homogeneous combustion utilizing the entire combustion chamber space can be realized. Further, the air-fuel mixture can be burned at high speed near the top dead center of the piston, and a large engine torque can be generated.

  In the combustion chamber structure, the first cavity includes a first peripheral edge that is an outer peripheral edge of the first cavity, and the second cavity includes a second peripheral edge that is an outer peripheral edge of the second cavity, It is desirable that a part of the first peripheral edge is a common peripheral edge part also serving as a part of the second peripheral edge, and the common peripheral edge is a ridge line.

  According to this combustion chamber structure, the first and second cavities are adjacent to each other with the ridge line therebetween. Therefore, the flame generated in the first cavity is smoothly burned into the air-fuel mixture in the second cavity, and the combustion chamber as a whole can be burned at higher speed.

  In the above combustion chamber structure, a part of the wall surface of the combustion chamber is formed of a ceiling surface of the combustion chamber facing the crown surface, and a fuel injection valve for injecting fuel into the combustion chamber on the ceiling surface of the combustion chamber It is desirable to be arranged.

  According to this combustion chamber structure, fuel is supplied to the combustion chamber by a direct injection method. For this reason, fuel injection is possible immediately before top dead center, that is, fuel injection can be performed at a timing when many turbulent flows are generated in the first and second cavities, and the high-speed combustion is performed while preventing knocking. It can be realized more advantageously.

  In the above combustion chamber structure, the fuel injection valve can inject fuel in both the direction of the first cavity and the direction of the second cavity when the piston is at or near the top dead center position. When the intake port and the exhaust port are disposed on the combustion chamber ceiling surface, the side on which the intake port is disposed in the combustion chamber is the intake side, and the side on which the exhaust port is disposed is the exhaust side. The ignition part of the spark plug is disposed closer to the intake side than the fuel injection valve, and at least a part of the second cavity is disposed closer to the exhaust side than the fuel injection valve. desirable.

  When fuel is injected near top dead center, it is required to atomize the fuel quickly. High-speed atomization of fuel can be achieved by applying a high temperature environment. Generally, in the combustion chamber, the exhaust side is hotter than the intake side. According to the combustion chamber structure, at least a part of the second cavity having a larger projected area than the first cavity is disposed closer to the exhaust side where the temperature is relatively high. Therefore, it is possible to form a high-quality air-fuel mixture in the second cavity in a short time.

  In the combustion chamber structure, the ignition part includes a ground electrode bent in an L shape, the fuel injection valve includes an injection hole directed to the first cavity, and the ignition part includes the fuel Arranged in the combustion chamber so as to be disposed between the injection valve and the first cavity, and so that the L-shaped tip portion of the ground electrode is oriented away from the arrangement position of the fuel injection valve. It is desirable that

  According to this combustion chamber structure, it is possible to prevent the fuel injected from the fuel injection valve from entering the discharge space of the ignition part formed by the ground electrode without being sufficiently atomized. In other words, since the injected fuel is blocked at the base end portion that is continuous with the L-shaped tip portion, the plug covering that carbonized by insufficiently atomized fuel directly adheres to the electrodes sandwiching the discharge space is prevented. it can. Accordingly, the air-fuel mixture in which the turbulent flow in the first cavity and the injected fuel are sufficiently mixed can reach the ignition portion.

  In the above combustion chamber structure, it is desirable that the bottom surface of the first cavity is formed at a position higher in the cylinder axial direction than the bottom surface of the second cavity.

  According to this combustion chamber structure, the swirl flow generated in the combustion chamber when the piston is near the top dead center is an oblique swirl flow that rises obliquely upward from the second cavity toward the first cavity. can do. For this reason, it becomes possible to remove the residual gas which exists in the ignition part arrange | positioned in the position corresponding to a said 1st cavity by the said diagonal swirl flow. Therefore, a fresh air-fuel mixture can be given to the ignition part, and the flame can be expanded at a higher speed in the first cavity.

  In the above combustion chamber structure, the second cavity has a substantially C-shape surrounding the fuel injection valve as viewed in the cylinder axial direction of the crown surface, and the first cavity has the C-shape. It is desirable to be formed at a position sandwiched between the open portions.

  According to this combustion chamber structure, when the air-fuel mixture sufficiently atomized on the relatively hot exhaust side reaches the top dead center, along the C-shape of the second cavity, Centralized in the first cavity. Thereby, the ignitability by the said ignition part can be improved further.

  ADVANTAGE OF THE INVENTION According to this invention, in a spark ignition type engine, the homogeneous combustion using the whole combustion chamber space is possible, and the combustion chamber structure of the engine which can obtain a big engine torque can be provided.

FIG. 1 is a schematic cross-sectional view in the cylinder axial direction showing an engine to which an engine combustion chamber structure according to an embodiment of the present invention is applied. FIG. 2 is a cross-sectional view of the main part of the cylinder head shown in FIG. FIG. 3 is a perspective view of a piston of the engine shown in FIG. FIG. 4 is a perspective view showing an arrangement of a spark plug and an injector with respect to the piston. FIG. 5 is a plan view of the crown surface of the piston. 6 is a cross-sectional view taken along line VI-VI in FIG. 7 is a cross-sectional view taken along line VII-VII in FIG. 8 is a cross-sectional view taken along line VIII-VIII in FIG. FIG. 9 is a plan view of the combustion chamber ceiling surface. FIG. 10 is a cross-sectional view showing the state of the combustion chamber in the initial stage of the compression stroke. FIG. 11 is a cross-sectional view showing the state of the combustion chamber at the end of the compression stroke. FIG. 12 is a time chart showing the relationship between the fuel injection period, the ignition timing, and the crank angle. FIGS. 13A and 13B are plan views for explaining the combustion state of the air-fuel mixture in the combustion chamber. FIGS. 14A and 14B are plan views for explaining the combustion state of the air-fuel mixture in the combustion chamber. FIG. 15 is a perspective view for explaining the flow of the air-fuel mixture in the combustion chamber. FIG. 16 is a cross-sectional view for explaining an oblique swirl flow generated in the combustion chamber. FIG. 17 is a schematic perspective view of a piston including a piston crown surface according to a modification.

[Entire engine configuration]
Hereinafter, a combustion chamber structure of a spark ignition type engine according to an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic cross-sectional view showing an engine to which a combustion chamber structure of an engine according to an embodiment of the present invention is applied, and FIG. 2 is a cross-sectional view of a main part of the cylinder head shown in FIG. In FIG. 1 and FIG. 2 and subsequent figures, XYZ direction indications are given. The Z direction is the cylinder axis direction, the Y direction is the extending direction of the crankshaft, and the X direction is a direction orthogonal to both the Z direction and the Y direction.

  The engine according to this embodiment includes a cylinder and a piston, and is a multi-cylinder engine mounted on the vehicle as a power source for driving the vehicle such as an automobile. The engine includes an engine body 1 and auxiliary equipment such as an intake / exhaust manifold and various pumps (not shown) assembled thereto. The fuel supplied to the engine body 1 is mainly composed of gasoline.

  The engine main body 1 of the present embodiment has a fuel injection timing in the vicinity of compression top dead center (TDC) in normal SI (Spark Ignition) combustion in which the air-fuel mixture in the combustion chamber is forcibly ignited by an ignition plug and SI combustion. It is possible to execute retarded SI combustion and SICI combustion that combines SI combustion and CI (Compression Ignition) combustion. In SI combustion, fuel is injected in the middle of the intake stroke, and the air-fuel mixture is forcibly ignited in the vicinity of the TDC in the compression stroke. In retarded SI combustion, fuel is injected before and after the TDC in the compression stroke, and the initial stage of the subsequent expansion stroke. The mixture is forcibly ignited. In SICI combustion, the mixture in the combustion chamber is forcibly ignited and burned by flame propagation, and the unburned mixture in the combustion chamber is burned by self-ignition. In SICI combustion, self-ignition may not occur and combustion may be completed by flame propagation. These combustion modes are selected according to the operation region. For example, SI combustion is selected in a high rotation / high load region of the engine, retarded SI combustion is selected in a low rotation / high load region, and SICI combustion is selected in a low load region regardless of the rotational speed.

  The engine body 1 includes a cylinder block 3, a cylinder head 4, and a piston 5 (these are examples of the “combustion chamber constituent member” in the present invention). The cylinder block 3 has a plurality of cylinders 2 (only one of them is shown in the figure) arranged in a direction perpendicular to the paper surface of FIG. The cylinder head 4 is attached to the upper surface of the cylinder block 3 and closes the upper opening of the cylinder 2. The piston 5 is accommodated in each cylinder 2 so as to be reciprocally slidable, and is connected to the crankshaft 7 via a connecting rod 8. In response to the reciprocating motion of the piston 5, the crankshaft 7 rotates about its central axis. The structure of the piston 5 will be described in detail later with reference to FIGS.

  A combustion chamber 6 is formed above the piston 5. An intake port 9 and an exhaust port 10 communicating with the combustion chamber 6 are formed in the cylinder head 4. The bottom surface 4a of the cylinder head 4 is a combustion chamber ceiling surface 6U, and the combustion chamber ceiling surface 6U has a pent roof type shape slightly convex upward. An intake side opening 41 that is a downstream end of the intake port 9 and an exhaust side opening 42 that is an upstream end of the exhaust port 10 are formed in the combustion chamber ceiling surface 6U. The cylinder head 4 is assembled with an intake valve 11 for opening and closing the intake side opening 41 and an exhaust valve 12 for opening and closing the exhaust side opening 42. Referring to FIG. 9 which is a plan view of combustion chamber ceiling surface 6U, engine body 1 of the present embodiment is a double overhead camshaft (DOHC) engine, and includes intake side opening 41 and exhaust side opening 42. Are provided two for each cylinder 2, and two intake valves 11 and two exhaust valves 12 are also provided.

  As shown in FIG. 2, the intake valve 11 and the exhaust valve 12 are so-called poppet valves. The intake valve 11 includes an umbrella-shaped valve body 11a that opens and closes the intake-side opening 41, and a stem 11b that extends perpendicularly from the valve body 11a. Similarly, the exhaust valve 12 includes an umbrella-shaped valve body 12a that opens and closes the exhaust-side opening 42, and a stem 12b that extends perpendicularly from the valve body 12a. The valve body 11 a of the intake valve 11 has a valve surface 11 c that faces the combustion chamber 6. The valve body 12 a of the exhaust valve 12 has a valve surface 12 c that faces the combustion chamber 6.

  The intake valve 11 and the exhaust valve 12 also correspond to the “combustion chamber constituent member” described above. In the present embodiment, the combustion chamber wall surface defining the combustion chamber 6 is the inner wall surface of the cylinder 2, the crown surface 50 which is the upper surface (+ Z side surface) of the piston 5, the bottom surface 4 a of the cylinder head 4, and the valve of the intake valve 11. It consists of a surface 11 c and a valve surface 12 c of the exhaust valve 12.

  The cylinder head 4 is provided with an intake side valve mechanism 13 and an exhaust side valve mechanism 14 for driving the intake valve 11 and the exhaust valve 12, respectively. The valve mechanisms 13 and 14 drive the intake valves 11 and the exhaust valves 12 in conjunction with the rotation of the crankshaft 7. By driving the intake valve 11 and the exhaust valve 12, the valve body 11 a of the intake valve 11 opens and closes the intake side opening 41, and the valve body 12 a of the exhaust valve 12 opens and closes the exhaust side opening 42.

  An intake side variable valve timing mechanism (intake side VVT) 15 is incorporated in the intake side valve mechanism 13. The intake side VVT 15 is an electric VVT provided on the intake camshaft, and the intake valve 11 is opened and closed by continuously changing the rotation phase of the intake camshaft with respect to the crankshaft 7 within a predetermined angle range. To change. Similarly, an exhaust side variable valve timing mechanism (exhaust side VVT) 16 is incorporated in the exhaust side valve mechanism 14. The exhaust side VVT 16 is an electric VVT provided on the exhaust camshaft, and the exhaust valve 12 is opened and closed by continuously changing the rotational phase of the exhaust camshaft with respect to the crankshaft 7 within a predetermined angular range. To change.

  One ignition plug 17 for supplying ignition energy to the air-fuel mixture in the combustion chamber 6 is attached to the cylinder head 4, one for each cylinder 2. The spark plug 17 is provided with an ignition part 17A at the tip thereof, and is attached to the cylinder head 4 so that the ignition part 17A faces the combustion chamber 6. The spark plug 17 discharges a spark from its tip in response to power supply from an ignition circuit (not shown), and ignites the air-fuel mixture in the combustion chamber 6. The arrangement of the ignition plug 17 and the structure of the ignition part 17A will be described in detail later.

  The cylinder head 4 (combustion chamber ceiling 6U) is provided with one injector 18 (fuel injection valve) for each cylinder 2 for injecting fuel mainly composed of gasoline into the combustion chamber 6 from the tip. Yes. A fuel supply pipe 19 is connected to the injector 18. The injector 18 injects the fuel supplied through the fuel supply pipe 19 into the combustion chamber 6. Connected to the upstream side of the fuel supply pipe 19 is a high-pressure fuel pump (not shown) composed of a plunger-type pump or the like interlocked with the crankshaft 7. A common rail (not shown) for accumulating pressure common to all the cylinders 2 is provided between the high-pressure fuel pump and the fuel supply pipe 19. The fuel accumulated in the common rail is supplied to the injectors 18 of the respective cylinders 2, whereby high pressure fuel is injected from the injectors 18 into the combustion chamber 6.

[Detailed structure of piston]
With reference to FIGS. 3 to 8, the structure of the piston 5, particularly the structure of the crown surface 50, will be described in detail. 3 is a perspective view of the piston 5, FIG. 4 is a perspective view showing the positional relationship of the spark plug 17 and the injector 18 with respect to the piston 5, and FIG. 5 is a plan view of the crown surface 50. FIGS. 6, 7, and 8 are sectional views taken along lines VI-VI, VII-VII, and VIII-VIII in FIG. 5, respectively.

  The piston 5 includes a piston head 5A and a skirt portion 5S provided continuously below the piston head 5A (on the −Z side). The piston head 5 </ b> A is formed of a cylindrical body and includes a crown surface 50 that forms a part (bottom surface) of the wall surface of the combustion chamber 6 as described above, and a side circumferential surface that is in sliding contact with the inner wall surface of the cylinder 2. The side peripheral surface is provided with a plurality of ring grooves into which piston rings are fitted. The skirt portion 5S is disposed on the + X side and the −X side of the piston head 5A and suppresses swinging of the piston 5 when the piston 5 reciprocates. A piston boss 5B that defines a pin hole extending in the Y direction is provided below the piston head 5A. A piston pin 81 is inserted through the pin hole of the piston boss 5B (FIG. 6). The piston pin 81 is a pin that connects the small end portion 8 </ b> S of the connecting rod 8 and the piston 5.

  The crown surface 50 is a surface facing the combustion chamber ceiling surface 6U in the Z direction. The crown surface 50 includes a cavity 5 </ b> C disposed at a substantially central portion in the radial direction (X direction and Y direction). The cavity 5 </ b> C is a portion where the crown surface 50 is recessed downward (−Z side), and is a portion that receives fuel injection from the injector 18, for example, in the above-described retard SI combustion mode. An intake side plane portion 55, an exhaust side plane portion 56, and a pair of side upper surfaces 57 are disposed on the outer periphery of the cavity 5C in the crown surface 50. The intake side plane portion 55 is a plane adjacent to the −X side of the cavity 5C, the exhaust side plane portion 56 is a plane adjacent to the + X side of the cavity 5C, and the pair of side upper surfaces 57 are the + Y side and −Y of the cavity 5C. A generally flat surface, each adjacent to the side.

  The cavity 5 </ b> C includes a small cavity 51 (first cavity), a large cavity 52 (second cavity), and a convex portion 53. As shown in FIG. 4, the small cavity 51 is recessed at a position corresponding to the ignition part 17A of the spark plug 17, that is, a position directly below the ignition part 17A. The large cavity 52 is recessed at a position adjacent to the small cavity 51, and has a larger projected area than the small cavity 51 in a top view in the cylinder axis direction (FIG. 5). The size of the small cavity 51 is the timing of a fuel injection period PF1, which will be described later, and the center axis (fuel injection directing axis) of two adjacent injection holes out of a plurality of injection holes provided in the injector 18, which will be described later. It is set to about the size. The large cavity 52 is set so that the central axis of the remaining injection holes can be accommodated at a timing at which fuel is injected in a fuel injection period PF2 described later. As a result, in the present embodiment, the projected area of the large cavity 52 in the cylinder axis direction is about eight times larger than that of the small cavity 51. The convex portion 53 is disposed near the center of the crown surface 50 in the XY direction. The convex portion 53 is convexly provided at a position directly below the nozzle head 18N of the injector 18.

  As will be described in detail later, the small cavity 51 serves to collect the turbulent flow of the air-fuel mixture in a relatively narrow region around the ignition unit 17A and create a combustion region that becomes a fire type by forced ignition by the ignition unit 17A. Therefore, the projected area in the cylinder axis direction of the small cavity 51 is sufficient to surround the ignition portion 17A. Further, the cavity shape of the small cavity 51 is not particularly limited, but for example, a parabolic shape centering on a vertically lower portion of the ignition portion 17A is one of preferable shapes.

  On the other hand, the large cavity 52 similarly serves to collect the turbulent flow of the air-fuel mixture. However, it is also contemplated that the flame generated in the small cavity 51 can be used as a fire type to quickly expand the entire combustion chamber 6. Cavity. Further, in order to evenly expand the flame over the entire combustion chamber 6, the large cavity 52 has an outer shape that is substantially concentric with the crown surface 50 in a top view as illustrated in FIG. 5. It is desirable.

  The small cavity 51 includes a first peripheral edge 511 that is an outer peripheral edge defining the small cavity 51. The large cavity 52 includes a second peripheral edge 521 that is an outer peripheral edge that defines the large cavity 52. The first peripheral edge 511 has a substantially fan shape when viewed from above, and serves as a boundary line between the convex portion 53, the intake side flat portion 55, and the large cavity 52. The second peripheral edge 521 has a substantially C-shape when viewed from above. That is, the large cavity 52 has a substantially C shape when the crown surface 50 is viewed in the cylinder axial direction. The second peripheral edge 521 is a boundary line between the convex portion 53, the intake side flat portion 55, the exhaust side flat portion 56, the side upper surface 57, and the small cavity 51.

  A part of the first peripheral edge 511 is a common peripheral edge part also serving as a part of the second peripheral edge 521. Specifically, the portion of the first peripheral edge 511 excluding the arc-shaped portion that forms a boundary with the convex portion 53 and the intake-side flat surface portion 55 is common to a part of the second peripheral edge 521. A part of the second peripheral edge 521 corresponds to the C-shaped open portion (open end edge). As shown in FIGS. 3, 7, and 8, the common peripheral edge is a ridge line 54 protruding upward. That is, in this embodiment, the small cavity 51 and the large cavity 52 are adjacent to each other with only the ridge line 54 interposed therebetween.

  Referring to FIG. 5, the large cavity 52 has a C shape surrounding the substantially circular convex portion 53. The small cavity 51 is formed at a position between the large cavity 52 and the C-shaped open portion. As a result, an annular recess that is substantially concentric with the protrusion 53 is formed on the crown surface 50 by the small and large cavities 51 and 52, although they are separated by the ridge line 54.

  Since the convex portion 53 is located immediately below the injector 18 (nozzle head 18N), it can be said that the small cavity 51 and the large cavity 52 have a shape surrounding the nozzle head 18N. The nozzle head 18N is a multi-hole type head capable of radially injecting fuel. When fuel is injected from the nozzle head 18N in the vicinity of the TDC of the piston 5 or in the vicinity thereof, the fuel is small and has a large cavity 51. , 52 (the above-described annular recess). That is, the nozzle head 18N can inject fuel into both the small and large cavities 51 and 52.

  The intake side plane portion 55 is a plane adjacent to the −X side of the small cavity 51 and has a generally fan shape in plan view. The exhaust side plane portion 56 is a plane adjacent to the + X side of the large cavity 52 and is smaller than the intake side plane portion 55, but similarly has a generally fan shape in plan view. The intake-side flat portion 55 and the exhaust-side flat portion 56 are flat surfaces at the same height, and are at the highest position on the crown surface 50. The pair of side upper surfaces 57 are adjacent to the + Y side and the −Y side of the large cavity 52, and are surfaces that connect the intake side flat portion 55 and the exhaust side flat portion 56 outside the large cavity 52. The side upper surface 57 is a portion whose height is slightly lower than the intake side and exhaust side flat portions 55 and 56, and has a loose convex shape corresponding to the loose pent roof shape of the combustion chamber ceiling surface 6U. The side upper surface 57 is also a valve recess that avoids interference between the intake and exhaust valves 11 and 12 and the crown surface 50.

  Referring to FIG. 6, regarding the depth of cavity 5 </ b> C, bottom surface 512 of small cavity 51 is formed at a higher position in the cylinder axial direction (Z direction) than bottom surface 522 of large cavity 52. The bottom surfaces 512 and 522 are the deepest recesses in the small and large cavities 51 and 52 with respect to the intake-side and exhaust-side flat portions 55 and 56, respectively. The convex portion 53 is at a position higher than the bottom surfaces 512 and 522, but is in a recessed position with respect to the intake side and exhaust side flat portions 55 and 56.

  When the height position in the Z direction of the bottom surface 512 of the small cavity is h1, and the height position in the Z direction of the bottom surface 522 of the large cavity 52 is h2, h1 is higher than h2 (+ Z side). Is given a predetermined height difference d. As a result, the annular recess composed of the small and large cavities 51 and 52 of the cavity 5C has a tendency that its bottom surface is inclined so that the −X side is higher than the + X side.

[Details of combustion chamber structure]
Next, the structure of each part of the combustion chamber 6 including the crown surface 50 will be described. FIG. 9 is a plan view of the combustion chamber ceiling surface 6U. The combustion chamber ceiling surface 6U includes the bottom surface 4a of the cylinder head 4, the valve surfaces 11c of the two intake valves 11 that open and close the two intake side openings 41 of the intake port 9, and the two exhaust side openings of the exhaust port 10. The valve surfaces 12c of the two exhaust valves 12 that open and close 42 are configured. The two intake side openings 41 (intake ports 9) are arranged so that two are aligned in the Y direction on the −X side. Two exhaust side openings 42 (exhaust ports 10) are arranged in the Y direction on the + X side. Hereinafter, in the combustion chamber 6, the side on which the intake port 9 is disposed is referred to as an intake side, and the side on which the exhaust port 10 is disposed is referred to as an exhaust side.

  An intake side top surface 43 is provided on the intake side of the combustion chamber ceiling surface 6U, and an exhaust side top surface 44 is provided on the exhaust side. The intake side top surface 43 is a flat surface extending in the −X side region between the two intake side openings 41. The exhaust side top surface 44 is a flat surface extending in the + X side region between the two exhaust side openings 42. The intake side top surface 43 is a surface facing the intake side flat surface portion 55 of the crown surface 50, and the exhaust side top surface 44 is a surface facing the exhaust side flat surface portion 56. The valve surfaces 11 c and 12 c are substantially half facing the side upper surface 57 and the other half facing the large cavity 52.

  A plug recess 45 is formed in the middle between the two intake side openings 41. The plug recess 45 is a cylindrical recess for exposing the ignition portion 17 </ b> A of the spark plug 17 into the combustion chamber 6. The nozzle head 18N of the injector 18 is disposed at a substantially central position in the X direction and the Y direction on the combustion chamber ceiling surface 6U. The ignition part 17A is disposed closer to the intake side than the nozzle head 18N.

  Regarding the arrangement of the small and large cavities 51 and 52 in the combustion chamber 6, generally, the small cavity 51 is disposed on the intake side and the large cavity 52 is disposed on the exhaust side. Referring to FIG. 5, the −X side is the intake side and the + X side is the exhaust side with respect to the convex portion 53 at the position facing the nozzle head 18 </ b> N. The small cavity 51 facing the ignition portion 17A is entirely located on the intake side. On the other hand, most (at least a part) of the large cavity 52 is located on the exhaust side.

  The large cavity 52 is adjacent to the exhaust side region 52A on the + X side of the convex portion 53, the side region 52B located on the + Y side and the −Y side of the convex portion 53, and the + Y side and the −Y side of the small cavity 51. Adjacent region 52C. The exhaust side region 52A is a region having the largest projected area and volume, and is located on the exhaust side (closer to the exhaust side than the fuel injection valve). The side region 52B is located on the border between the intake side and the exhaust side. On the other hand, the adjacent region 52C is located on the intake side. The adjacent region 52C and the side region 52B are regions having a smaller projected area than the exhaust side region 52A, and are regions that connect the exhaust side region 52A and the small cavity 51.

  The height position of the bottom surface 522 of the large cavity 52 may be the same height from the exhaust side region 52A to the adjacent region 52C, or may be a different height. Note that, in order to satisfactorily form an oblique swirl flow FS (FIG. 16) described later, the height of the bottom surface 522 is increased so that the exhaust side region 52A is deepest and gradually becomes shallower from the side region 52B toward the adjacent region 52C. The position may be set.

  Next, the structure of the ignition part 17A of the spark plug 17 will be described with reference mainly to FIG. The ignition unit 17A includes a center electrode 171 and a ground electrode 172 made of a square bar bent in an L shape. The ground electrode 172 includes a facing portion 173 (tip portion) that faces the center electrode 171 with a gap G serving as a discharge space, and a base portion 174 that continues to the facing portion 173. The base 174 extends in the axial direction of the spark plug 17. The facing portion 173 is a tip portion of the ground electrode 172 protruding in an L shape and extends in a direction orthogonal to the base portion 174.

  The ignition portion 17A is disposed between the nozzle head 18N of the injector 18 and the small cavity 51 (FIG. 4), and the combustion chamber is oriented so that the facing portion 173 is away from the position where the nozzle head 18N is disposed. 6 is arranged. That is, the igniting portion 17A is located on the cylinder head 4 such that the base portion 174 (ground electrode 172) is interposed between the gap G formed between the center electrode 171 and the facing portion 173 and the nozzle head 18N. Are assembled.

  As described above, the nozzle head 18N is a multi-hole type head and includes a plurality of injection holes 181 arranged in an annular shape. The plurality of injection holes 181 include the injection holes 181 directed to the small cavity 51. By assembling the ignition part 17A as described above, the injected fuel 18E ejected from the injection hole 181 is blocked by the ground electrode 172 and cannot directly enter the gap G which is the discharge space. That is, it is devised so that the injected fuel 18E does not enter the gap G in a state where it is not sufficiently atomized.

[Intake flow and ignition timing in combustion chamber]
FIG. 10 is a sectional view showing the state of the combustion chamber 6 at the initial stage of the compression stroke (piston 5 is near BDC), and FIG. 11 is a sectional view showing the state of the combustion chamber 6 at the end of the compression stroke (piston 5 is near TDC). . In the initial stage of the compression stroke, the intake air introduced into the combustion chamber 6 from the intake port 9 through the intake side opening 41 in the intake stroke forms a tumble flow FT or a swirl flow not shown in the combustion chamber 6. The tumble flow FT is an in-cylinder vortex flow whose rotation axis is in the direction orthogonal to the cylinder axis, and the swirl flow is an in-cylinder vortex flow whose rotation axis is the cylinder axis direction. These in-cylinder vortex flows mix fuel and intake air and contribute to the generation of an air-fuel mixture.

  As the compression stroke proceeds and the piston 5 approaches TDC, the tumble flow FT having a certain regularity is gradually crushed and converted into a turbulent flow FR. At the end of the compression stroke, a small amount of swirl remains, but the turbulent flow FR becomes dominant. Since the cavity 5C (small, large cavities 51, 52) is formed on the crown surface 50, the turbulent flow FR is concentrated in the cavity 5C.

  FIG. 12 is a time chart showing the relationship between the fuel injection period, the ignition timing, and the crank angle. The engine body 1 of the present embodiment establishes operation at least in the fuel injection periods and ignition timings of mode I and mode II shown in FIG.

  Mode I is employed when performing the above retarded SI combustion. The fuel injection period PF1 is before and after the TDC of the compression stroke, and the ignition timing is at the beginning of the expansion stroke. That is, the fuel injection by the injector 18 is started from the timing T11 of the crank angle −CA11 at the end of the compression stroke before TDC, and the fuel injection is executed until the timing T12 of the crank angle + CA12 at the start of the expansion stroke after TDC. These timings T11 to T12 are the fuel injection period PF1. Thereafter, the air-fuel mixture is ignited by the spark plug 17 at a predetermined crank angle + CA13 timing T13 in the initial stage of the expansion stroke. For example, -CA11 is 10 ° before compression TDC, + CA12 is 2 ° after compression TDC, and + CA13 is 9 ° after compression TDC. According to this mode I, since the fuel is injected before and after the compression TDC, knocking can be prevented.

  Mode II is employed in the above-described SI combustion and SICI combustion. The fuel injection period PF2 is in the middle of the intake stroke, and the ignition timing is in the vicinity of the compression TDC. That is, the timings T21 to T22 sandwiching the crank angle CA2 at which the piston 5 descends about half from the exhaust TDC are set as the fuel injection period PF2. The ignition timing is a timing T23 that reaches the compression TDC. As an example, CA2 is 70 ° after exhaust TDC. In order to prevent knocking, fuel injection may be additionally performed in addition to CA2 at the crank angle CA3 before compression TDC.

[Combustion operation]
Subsequently, the combustion operation of the air-fuel mixture in the combustion chamber 6 will be described. First, the combustion operation when the mode I (retard SI combustion) of FIG. 12 is employed will be described. 13A, 13B, 14A, and 14B are plan views of the crown surface 50 for explaining the combustion state of the air-fuel mixture in the combustion chamber 6 over time.

  FIG. 13A shows a state immediately after the timing T12 in FIG. That is, after the compression TDC, the piston 5 starts to descend in the expansion stroke, and the fuel injection period PF1 across the compression TDC has ended. At this time, a reverse squish flow RS is generated on the intake side plane portion 55 of the crown surface 50. The reverse squish flow RS is a flow from the radial center of the crown surface 50 toward the radially outer side.

  The intake side flat surface portion 55 is the flat surface at the highest position on the crown surface 50 and faces the intake side top surface 43 (FIG. 2) of the combustion chamber ceiling surface 6U. The intake-side top surface 43 is a surface substantially parallel to the intake-side flat surface portion 55, and the intake-side flat surface portion 55 is a region closest to the combustion chamber ceiling surface 6U on the crown surface 50 when the piston 5 is at TDC. . For this reason, when the piston 5 descends, the space between the intake-side flat surface portion 55 and the intake-side top surface 43 expands, so that a negative pressure is generated in the space between them. The fluid in the combustion chamber 6 is attracted by the negative pressure to form a reverse squish flow RS. In this sense, the intake side flat surface portion 55 can be referred to as a reverse squish flow generating portion.

  The exhaust side plane portion 56 is also close to the exhaust side top surface 44 in the same manner, but the projected area of the intake side plane portion 55 is sufficiently larger than that of the exhaust side plane portion 56. Therefore, the reverse squish flow RS is not hindered by the presence of the exhaust side plane portion 56. Incidentally, the existence of the exhaust side plane portion 56 reduces the distance between the combustion chamber ceiling surface 6U and the crown surface 50 in the vicinity of the TDC, and the fuel is injected into the cylinder 2 when the fuel is injected in the vicinity of the TDC. Direct adhesion to the wall surface (cylinder liner) is prevented.

  The fuel is injected into the small cavity 51 and the large cavity 52 by the nozzle head 18N of the injector 18. Here, most of the large cavity 52 (exhaust side region 52A) is disposed on the exhaust side. Since the exhaust side has the exhaust port 10 for discharging the high-temperature gas after combustion, the temperature is higher than that of the intake side. Therefore, the fuel injected toward the large cavity 52 is easily atomized relatively quickly by the heat on the intake side, and an air-fuel mixture sufficiently mixed with the intake air can be obtained in a short time.

  Then, the air-fuel mixture in the large cavity 52 is drawn toward the intake side by the reverse squish flow RS, and the air-fuel mixture flow F1 is formed. The air-fuel mixture flow F1 is a flow that flows toward the intake side along the C-shape of the large cavity 52 and moves toward the small cavity 51 that is located in the open portion of the C-shape. Note that, as will be described later with reference to FIG. 15, the temperature difference of the air-fuel mixture between the intake side and the exhaust side also contributes to the formation of the air-fuel mixture flow F1.

  FIG. 13B shows a state immediately before the timing T13 in FIG. That is, it is a state immediately before the air-fuel mixture is forcibly ignited, and the state of the small cavity 51 is particularly noted. In the combustion chamber 6 immediately before ignition, there is almost no in-cylinder main flow such as a tumble flow (a slight swirl flow remains), and the turbulent flow is dominant. A part of the turbulent flow FR1 in the combustion chamber 6 is concentrated in the small cavity 51 as shown in FIG. That is, the turbulent flow FR1 is collected around the ignition part 17A of the spark plug 17.

  This aggregation is because the small cavity 51 has a function of confining the turbulent flow FR1, and the turbulent flow in the large cavity 52 is guided to the small cavity 51 by the mixture flow F1 accompanying the reverse squish flow RS. Achieved by, etc. Further, the fact that the small cavities 51 are provided independently of the large cavities 52 also contributes to the aggregation. That is, if there is no small cavity 51 and only one large cavity is recessed near the radial center of the crown surface 50, turbulence can be confined in the cavity, but the ignition portion 17A Turbulence cannot be concentrated around.

  FIG. 14A shows the state at timing T13 in FIG. That is, the ignition is performed on the air-fuel mixture, and the ignition point IP by the ignition unit 17A is shown in the drawing. By this forced ignition, the flame spreads in the small cavity 51 at high speed. That is, the turbulent flow FR1 of the air-fuel mixture collected in the small cavity 51 burns at a time to create a combustion region B1. This is because the air-fuel mixture in which the intake air and the fuel are mixed in the large cavity 52 arranged on the high-temperature exhaust side is concentrated in the small cavity 51, so that the air-fuel mixture (turbulent flow FR1) in the small cavity 51 is ignited. This is because the property is good. Although not shown in FIG. 13B, the turbulent flow FR2 of the air-fuel mixture is also confined in the large cavity 52 as shown in FIG. However, since the ignitability is inferior to the turbulent flow FR1 in the small cavity 51, it does not burn at this point.

  FIG. 14B shows a state immediately after the timing T13 in FIG. That is, the combustion is spreading to the large cavity 52 having a large projected area, and thus to the combustion chamber 6 as a whole. The combustion region B1 formed around the ignition part 17A serves as a fire type for burning the remaining air-fuel mixture in the combustion chamber 6. That is, the flame generated in the small cavity 51 propagates to the air-fuel mixture (turbulent flow FR2) concentrated in the large cavity 52 to create a combustion region B2 in the large cavity 52 and expand it. In addition, on the intake side flat portion 55, the flame is propagated together with the action of the negative pressure accompanying the lowering of the piston 5, thereby creating a combustion region B <b> 3.

  Furthermore, combustion by self-ignition B4 also occurs in the large cavity 52 and other remaining regions due to the high temperature and high pressure in the combustion chamber 6 due to the generation of the combustion region B1 or the generation of the combustion regions B1 to B3. Due to these flame propagation and self-ignition, the combustion rapidly expands in the air-fuel mixture and other remaining regions in the large cavity 52. Therefore, the flame can be expanded at high speed in the entire combustion chamber 6, and homogeneous combustion utilizing the entire space of the combustion chamber 6 can be realized. In some cases, combustion by self-ignition B4 does not occur, and combustion is completed only by flame propagation.

  Next, the combustion operation that occurs not only in the above-described mode I but also in mode II (SI combustion and SICI combustion) will be described. FIG. 15 is a perspective view for explaining the air-fuel mixture flow F <b> 2 generated in the combustion chamber 6. As described above, the small cavity 51 is formed on the relatively cold intake side, and the large cavity 52 is formed on the relatively hot exhaust side. The combustion chamber wall surface of the combustion chamber 6 has a higher temperature on the exhaust side than on the intake side, so that the temperature of the air-fuel mixture in the combustion chamber 6 also becomes higher on the exhaust side. Therefore, the air-fuel mixture FA existing in the large cavity 52 (exhaust side region 52A) also becomes high temperature, and the fuel-air mixture FA has been well atomized.

  As the piston 5 rises and approaches TDC in the compression stroke, a mixture flow F2 as shown in FIG. 15 is generated due to the temperature difference of the mixture between the intake side space and the exhaust side space in the combustion chamber 6. That is, since the exhaust-side air-fuel mixture FA is hotter than the intake-air side, the air-fuel mixture flow F2 in which the air-fuel mixture FA flows along the C-shape of the large cavity 52 is formed based on the temperature difference. The By this mixture flow F2, the mixture FA in which the fuel is atomized well at a high temperature is supplied to the small cavity 51. That is, the air-fuel mixture FA having excellent ignitability is supplied around the ignition portion 17A. Therefore, good ignitability can be obtained.

[Function and effect]
According to the combustion chamber structure of the spark ignition engine according to the present embodiment described above, the following operational effects are obtained. In the engine body 1 of the present embodiment, the crown surface 50 of the piston 5 that divides the bottom surface of the combustion chamber 6 includes a small cavity 51 that is recessed at a position corresponding to the ignition portion 17A of the spark plug 17, and a small cavity 51. A large cavity 52 that is recessed at an adjacent position and has a larger projected area in the cylinder axial direction than the small cavity 51 is provided.

  Since the small cavity 51 is disposed at a position corresponding to the ignition part 17A, that is, a position directly below the ignition part 17A, as shown in FIG. 13B, the turbulent flow FR1 of the air-fuel mixture around the ignition part 17A. Will be aggregated. In particular, the large cavity 52 has a C-shape that surrounds the injector 18 when viewed in the cylinder axial direction, and the small cavity 51 is formed at a position sandwiched between the C-shaped open portions. Therefore, the air-fuel mixture sufficiently atomized on the relatively high-temperature exhaust side is concentrated in the small cavity 51 along the C-shape of the large cavity 52 when the piston 5 reaches the vicinity of TDC.

  For this reason, the ignitability to the air-fuel mixture by the igniting portion 17A is improved, and the flame can be spread at high speed in the small cavity 51. A large cavity 52 having a large projected area is disposed adjacent to the small cavity 51. Since the turbulent flow FR2 of the air-fuel mixture is also concentrated in the large cavity 52, the flame generated in the small cavity 51 propagates into the large cavity 52, or self-ignition occurs due to the high temperature accompanying the generation of the flame. As a result, the air-fuel mixture in the large cavity 52 and the air-fuel mixture in other areas in the combustion chamber 6 are burned rapidly. Therefore, a flame can be expanded at high speed in the whole combustion chamber 6, and the homogeneous combustion using the whole space of the combustion chamber 6 can be implement | achieved. Further, the air-fuel mixture can be burned at high speed in the vicinity of the TDE of the piston 5, and as a result, a large engine torque can be generated in the engine body 1.

  Moreover, the small cavity 51 and the large cavity 52 are arrange | positioned so that it may adjoin through the ridgeline 54 in between. Therefore, in comparison with a mode in which a plateau portion is present between the small cavity 51 and the large cavity 52, the flame generated in the small cavity 51 in the large cavity 52 in the step illustrated in FIG. The air-fuel mixture can be burned smoothly. Thereby, the combustion chamber 6 as a whole can perform faster combustion.

  In the present embodiment, an injector 18 is disposed on the combustion chamber ceiling surface 6U, and fuel is supplied to the combustion chamber 6 by a direct injection method. For this reason, fuel injection becomes possible immediately before TDC. In other words, fuel injection can be performed at a timing at which a large amount of turbulent flow is generated in the cavity 5C, and atomized fuel and intake air can be well mixed by the turbulent flow. Further, knocking can be prevented by fuel injection immediately before TDC.

  When the fuel is injected in the vicinity of TDC as in the above mode I, it is required to atomize the fuel quickly. High-speed atomization of fuel can be achieved by applying a high temperature environment. In view of this point, in this embodiment, the small cavity 51 is disposed on the intake side where the temperature is relatively low, and the large cavity 52 having a large projected area is disposed near the exhaust side where the temperature is relatively high. Thereby, the fuel injected toward the large cavity 52 is easily atomized. Accordingly, it is possible to form a high-quality air-fuel mixture in the large cavity 52 in a short time.

  The ignition portion 17A of the spark plug 17 is disposed in the combustion chamber 6 so that the tip portion (opposing portion 173) of the L-shaped ground electrode 172 is directed in a direction away from the position where the injector 18 is disposed. Yes. Thereby, it is possible to prevent the fuel injected from the nozzle head 18N from entering the gap G, which is the discharge space of the ignition unit 17A, in a state where the fuel is not sufficiently atomized. That is, as shown in FIG. 2, since the fuel injected by the ground electrode 172 itself is blocked, the fuel with insufficient atomization directly adheres to the center electrode 171 and the opposed portion 173 across the gap G and carbonizes. So-called plug covering can be prevented. Therefore, the air-fuel mixture in which the turbulent flow in the small cavity 51 and the injected fuel are sufficiently mixed can reach the ignition unit 17A.

  As shown in FIG. 6, the bottom surface 512 of the small cavity 51 is formed at a higher position in the cylinder axis direction than the bottom surface 522 of the large cavity 52. For this reason, the swirl flow remaining in the combustion chamber 6 when the piston 5 is in the vicinity of the TDC and the slant swirl flow FS rising upward from the large cavity 52 toward the small cavity 51 as shown in FIG. can do. The oblique swirl flow FS can reach the combustion chamber ceiling surface 6U in the upper region of the small cavity 51.

  The ignition part 17A is accommodated in the plug recess 45 of the combustion chamber ceiling surface 6U. In the vicinity of the plug recess 45, gas (residual gas) generated during ignition tends to stay. In the present embodiment, the ignition part 17 </ b> A is disposed at a position corresponding to the small cavity 51. The oblique swirl flow FS passes through the plug recess 45. For this reason, the residual gas which exists in the ignition part 17A can be removed by the diagonal swirl flow FS. Therefore, a fresh air-fuel mixture can be given to the ignition part 17A, and the flame can be expanded at a higher speed in the small cavity 51.

  In order to form a better oblique swirl flow FS, the height of the bottom surface 522 of the large cavity 52 is deepest on the exhaust side, and gradually becomes shallower toward the vicinity of the C-shaped open part (near the ridge line 54). It is desirable to set to. Thus, by making the bottom surface 522 rise from the exhaust side region 52A (FIG. 5) to the adjacent region 52C, the oblique swirl flow FS passing through the ignition portion 17A can be more easily generated. .

[Modified Embodiment]
As mentioned above, although embodiment of this invention was described, this invention is not limited to this, The following modified embodiment can be taken.

  (1) In the above embodiment, an example in which the small cavity 51 and the large cavity 52 are disposed so as to be adjacent to each other with the ridge line 54 therebetween is shown. May be separated. FIG. 17 is a schematic perspective view of a piston provided with a crown surface 500 according to a modification. Although the small cavity 51 and the large cavity 52 are adjacent to each other, a plateau portion 58 is interposed therebetween. The plateau portion 58 is a flat surface existing between the small cavity 51 and the large cavity 52, and both are formed as independent concave portions. Even in such a crown surface 500, the above-described turbulence (air mixture) can be concentrated in the small cavity 51, and flame propagation from the small cavity 51 to the large cavity 52 can be achieved.

  (2) In the above embodiment, an example in which the nozzle head 18N of the injector 18 is disposed in the combustion chamber 6 and fuel is supplied to the combustion chamber 6 by the direct injection method has been described. Instead of this, a port injection method in which the injector 18 is arranged in the intake port 9 may be adopted.

  (3) In the said embodiment, the example in which the two intake side opening parts 41 were provided in the combustion chamber ceiling surface 6U was shown. A swirl control valve may be provided in the intake port 9 that communicates with one of the intake side openings 41 so that a swirl flow in the combustion chamber 6 can be positively generated. In a situation where the swirl flow is actively utilized, one of the intake side openings 41 is closed by the swirl control valve to facilitate the generation of a swirl flow that is a vortex around the cylinder axis. For example, it is desirable to operate the swirl control valve in the above-described SI combustion or SICI combustion (mode II) combustion.

1 Engine body 2 Cylinder (combustion chamber wall)
3 Cylinder block (combustion chamber component)
4 Cylinder head (combustion chamber component)
5 Piston (combustion chamber component)
5C Cavity 50 Crown (combustion chamber wall)
51 Small cavity (first cavity)
511 First peripheral edge 512 Bottom surface 52 Large cavity (second cavity)
521 Second peripheral edge 522 Bottom face 54 Edge line (common peripheral edge)
6 Combustion chamber 6U Ceiling surface of combustion chamber (wall surface of combustion chamber)
9 Intake port 10 Exhaust port 11 Intake valve (combustion chamber component)
12 Exhaust valve (combustion chamber component)
17 Spark plug 17A Ignition part 172 Ground electrode 173 Opposing part (tip part)
18 Injector (fuel injection valve)
181 injection hole

Claims (7)

A combustion chamber structure of a spark ignition type engine,
A combustion chamber component having a combustion chamber wall surface defining a combustion chamber of an engine including a cylinder and a piston;
A spark plug having an ignition part disposed in the combustion chamber,
A part of the combustion chamber wall surface is formed by a crown surface of the piston,
The crown surface is
A first cavity recessed at a position corresponding to the ignition portion;
A second cavity recessed at a position adjacent to the first cavity and having a larger projected area in the cylinder axis direction than the first cavity;
An engine combustion chamber structure characterized by comprising: The combustion chamber structure of the engine according to claim 1,
The first cavity includes a first peripheral edge that is an outer peripheral edge of the first cavity;
The second cavity includes a second peripheral edge that is an outer peripheral edge of the second cavity;
A part of the first peripheral edge is a common peripheral edge part also serving as a part of the second peripheral edge, and the common peripheral edge part is a ridge line. The engine combustion chamber structure according to claim 1 or 2,
A part of the wall surface of the combustion chamber is formed by a ceiling surface of the combustion chamber facing the crown surface,
A combustion chamber structure for an engine, wherein a fuel injection valve for injecting fuel into the combustion chamber is disposed on the combustion chamber ceiling surface. The combustion chamber structure for an engine according to claim 3,
The fuel injection valve is capable of injecting fuel in both the direction of the first cavity and the direction of the second cavity when the piston is at or near the top dead center position,
An intake port and an exhaust port are disposed on the combustion chamber ceiling surface, and when the intake port is disposed in the combustion chamber on the intake side, and the exhaust port is disposed on the exhaust side.
The ignition part of the spark plug is disposed closer to the intake side than the fuel injection valve,
An engine combustion chamber structure in which at least a part of the second cavity is disposed closer to the exhaust side than the fuel injection valve. The engine combustion chamber structure according to claim 3 or 4,
The ignition part includes a ground electrode bent in an L shape,
The fuel injection valve includes an injection hole directed to the first cavity,
The ignition portion is disposed between the fuel injection valve and the first cavity, and is directed to a direction in which the L-shaped tip portion of the ground electrode is separated from a position where the fuel injection valve is disposed. And an engine combustion chamber structure disposed in the combustion chamber. In the combustion chamber structure of the engine according to any one of claims 1 to 5,
The combustion chamber structure of an engine, wherein the bottom surface of the first cavity is formed at a position higher in the cylinder axial direction than the bottom surface of the second cavity. In the combustion chamber structure of the engine according to claim 4 or 5,
The second cavity has a substantially C-shape that surrounds the fuel injection valve as viewed in the cylinder axial direction of the crown surface,
The first cavity is a combustion chamber structure of an engine formed at a position sandwiched between the C-shaped open portions.

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