JP2694512B2 - Two-cycle diesel engine - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a crankcase compression type two-cycle diesel engine. 2. Description of the Related Art A diesel engine sucks only air into a cylinder and injects the fuel into the air having a high temperature and a high pressure near the end of a compression stroke to self-ignite the fuel. Therefore, conventionally, diesel engines have a high compression ratio in order to increase the compression temperature. For this reason, as is generally known, the diesel engine has the advantage of high thermal efficiency, but on the other hand, as the compression ratio is increased, There was a problem that the pressure became high. As a result, a large strength is required for the engine, and there is a disadvantage that the engine weight is increased. Further, in this type of diesel engine,
At the time of start-up or when the engine operating range is in the low load operating range, there are problems that starting is difficult and combustion becomes unstable due to the low compression temperature. Further, in conventional diesel engines,
There is a limit to achieving high output by efficiently using exhaust pulsation. This is because the propagation speed of the pressure wave of the exhaust pulsation does not change so much even if the engine speed changes, and when the engine speed increases, it becomes relatively slow with respect to the engine speed. This is because exhaust pulsation cannot be used over the entire engine rotation range. That is, when the exhaust pipe length is set so that the negative pressure wave of the exhaust pulsation returns to the exhaust holes at the exhaust start timing in the low load operating range, the exhaust efficiency is improved in the low load operating range. In the high load operation range, the timing at which the negative pressure wave returns to the exhaust hole and the exhaust start timing do not match. In other words, the engine rotation range in which the output can be improved by utilizing the exhaust pulsation is limited by the exhaust pipe length. In addition to the problem that occurs when setting the exhaust pipe length, there is a problem when setting the exhaust start timing. This is because diesel engines do not have spark plugs, and the fuel injected into the compressed and heated fresh air comes into contact with the heat of the fresh air and vaporizes, which mixes with the oxygen of the surrounding fresh air. This is because the fuel that is injected for a predetermined time sequentially burns by self-ignition because of the relationship that the combustible mixture that has been burned by self-ignition. That is, in a fuel injection type gasoline engine, a carburetor formed by vaporizing the injected fuel and mixing with air is ignited by a spark of a spark plug, and combustion progresses by propagating a flame due to the ignition. As described above, in a diesel engine, because the combustion is performed as described above, the time required to complete the combustion is longer than in a gasoline engine, and soot and hydrocarbons are easily generated during the combustion. These products are combined with oxygen in the combustion chamber and burn, but the burning rate is also low. Therefore, the exhaust start timing is
The timing must be set so that soot and hydrocarbons can burn sufficiently so that the exhaust smoke concentration does not become rich due to soot and hydrocarbons. However, if the exhaust start timing is set to be suitable for high-speed operation in which the intake and exhaust efficiency to the combustion chamber is high and the excess air ratio is high, the exhaust smoke concentration will increase during low-speed operation. This occurs because the temperature of the combustion chamber rises because the heat of the fresh air, which rises during the compression stroke, does not easily escape to the outside and the combustion chamber temperature rises as the engine operates at a higher speed. This is because soot and hydrocarbon also oxidize in a short time due to a large amount of oxygen in the combustion chamber, so the exhaust start timing suitable for high speed operation is earlier than the suitable timing for low speed operation. The present invention has been made in view of the above circumstances, and it is possible to substantially suppress the pressure increase in the cylinder and to improve the startability and the combustion stability when the engine rotation range is in the low load operation range. In addition, the present invention provides a two-cycle diesel engine that utilizes exhaust pulsation over a wide engine rotation range and adapts the exhaust start timing to improve output. A two-cycle diesel engine according to the present invention has a piston having an exhaust hole and a piston.
Combustion is started by closing the scavenging hole that opens later than the exhaust hole in the descending stroke of the compressor and compressing the fresh air in the combustion chamber, while the fuel injected into the compressed and heated fresh air self-ignites. A two-cycle diesel engine having an exhaust hole opened on the circumferential surface of a cylinder and having a structure in which an exhaust passage extending from a combustion chamber to an exhaust passage through an exhaust hole is opened and closed by a piston. A compression ratio changing means for changing the compression ratio by changing the timing at which the passage is opened and closed by the piston is provided. The compression ratio changing means is provided on the same side of the exhaust hole and the cylinder as the exhaust gas.
Install this exhaust hole at a position farther from the hole toward the cylinder head.
Formed so that the opening width in the circumferential direction of the cylinder is narrowed.
A second exhaust hole and a communication between the second exhaust hole and the exhaust passage.
And an opening / closing valve provided in the bypass passage, the opening / closing valve opens when the engine operating range is in the high load operating range and the fuel injected from the fuel injection valve above the cylinder is relatively large, and the engine When the operating range is in the low load operating range and the amount of fuel injected from the fuel injection valve is relatively small, the opening / closing valve is controlled to be closed. In the present invention, when the engine rotation range is in the high load operation range, the compression start timing is delayed and the compression ratio is lowered, so that the pressure rise in the cylinder is suppressed. At this time, the timing at which the negative pressure wave of the exhaust pulsation returns to the exhaust hole becomes earlier due to the earlier exhaust start timing as compared with the low load operation range. The speed of propagation of the pressure wave of the exhaust pulsation, which becomes slow, is complemented. In addition, since the opening area of the exhaust hole becomes relatively large and the exhaust resistance decreases, the combustion gas is quickly exhausted from the combustion chamber in combination with the earlier exhaust start timing as described above. Also, from the scavenging hole
Is it possible to make the distance to the second exhaust hole sufficiently long?
The high burnt gas emission during scavenging,
It is possible to prevent fresh air from blowing through the exhaust holes. Further, when the engine is started or when the engine rotation range is in the low load operation range, the compression start timing becomes faster and the compression ratio becomes higher, so that the compression temperature rises and the self-ignitability is improved, so that the starting is easy. And stable combustion is obtained. At this time, since the exhaust start timing is later than in the high load operation range, the amount of residual gas in the combustion chamber increases, and the temperature of fresh air in the next stroke is increased. For this reason, the self-ignition property of the fuel at the time of starting or in the low load operation range is improved. In addition, since the exhaust start timing is relatively delayed compared to the high load operation, the opening area of the exhaust hole is relatively reduced, and the exhaust resistance increases, so that soot and the like are sufficiently oxidized by residual oxygen in the combustion chamber. The exhaust gas is less likely to be exhausted without completing the oxidation. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, the background of the present invention will be explained before starting the description of specific embodiments. Generally, a diesel engine is
It is set to obtain an optimum combustion state, and it is known that the combustion state slightly changes due to various factors such as the magnitude of the load applied to the engine, the compression ratio, and the air supply ratio. Therefore, the present applicant repeatedly conducted experiments based on consideration and consideration of the influence of various factors on combustion in a diesel engine. As a result, the fuel spray density is low in the low load operation range, and the fuel injection amount is large at startup, but the combustion chamber temperature is low, so the compression ratio is made high and the compression temperature at the start of injection is sufficiently high. It was found that stable combustion cannot be obtained unless it is done, but stable combustion can be obtained in the high load operating range even when the compression ratio is made lower than in the start-up or the low load operating range. This is because, in the high load operation range, it is considered that stable combustion can be obtained at a compression temperature at which the fuel self-ignites because the fuel injection amount is large. That is, since the self-ignited fuel generates heat and burns while increasing the temperature, it is considered that the subsequently injected fuel evaporates quickly and burns well. Next, an embodiment of the present invention will be described in detail with reference to the drawings. FIG. 1 is a cross-sectional view showing a two-cycle diesel engine according to the present invention. In the figure, reference numeral 1 indicates a crank chamber compression type two-cycle diesel engine. This engine 1 has a crankshaft 2 journal 2
a crankcase 3 that rotatably supports a and that forms a crank chamber that accommodates the crank arm 2b and the crank pin portion 2c; and a cylinder body 5 that is arranged above the crankcase 3 and that accommodates the piston 4. , The combustion chamber 7 covering the upper side of the cylinder 6 formed by the cylinder body 5.
Is formed of a cylinder head 8 and the like.
Reference numeral 9 is a connecting rod that connects the crankshaft 2 and the piston 4, and 10 is a piston ring fitted in an annular groove of the piston 4. The cylinder body 5 is made of an aluminum alloy and has a cylinder casing 5a integrally formed on the outer peripheral surface thereof with cooling fins 11 and a cylindrical cylinder liner 5b cast into the cylinder casing 5a. A cylinder 6 that slidably holds the piston 4 is formed by the liner 5b. The cylinder head 8 is made of an aluminum alloy and has cooling fins 11 integrally formed on its outer peripheral surface. Reference numeral 15 is a sub combustion chamber, which is formed in the central portion of the cylinder 6 by a sub combustion chamber forming member 16 made of cast steel fixed to the cylinder head 8 and a hot plug 17 made of cast iron, ceramics or the like. Reference numeral 18 is a communication passage that connects the sub-combustion chamber 15 and the combustion chamber 7, and 19 is a combustion injection valve mounted on the cylinder head 8 so that its tip end faces the sub-combustion chamber 15, and is not shown by an injection pipe. It is connected to the fuel injection pump. An exhaust hole 21 is formed on the circumferential surface of the cylinder 6, and the piston 4 descends on both sides of the exhaust hole 21.
A plurality of scavenging holes 22 that open later than the exhaust holes 21 and a second exhaust hole 53 described later are opened. The exhaust hole 2
The height of the upper edge of 1, the volume of the combustion chamber 7 and the volume of the auxiliary combustion chamber 15 are the compression pressure (13) which is the minimum or a little higher than that which enables stable combustion in the high load operation region.
The compression ratio is set to obtain about 16 kg / cm2). In other words, the compression ratio is set lower than that of a general diesel engine. The exhaust hole 21 communicates with an exhaust passage 23 extending obliquely downward from the exhaust hole 21. On the other hand, the scavenging hole 22 communicates with the crank chamber through the scavenging passage. Reference numeral 25 denotes an intake hole opened on the cylinder peripheral surface on the opposite side of the exhaust hole 21, and communicates with an intake passage 26 extending obliquely upward from the intake hole 25. 27 is the intake passage 26
With a reed valve provided in the middle of the above, when the lower side of the piston 4 has a negative pressure, the intake passage 26 is opened to supply air to the crank chamber. Reference numeral 51 denotes the second exhaust hole 53 and the exhaust passage.
Reference numeral 23 denotes a bypass passage having a rectangular cross section which communicates with the reference numeral 23, and 52 denotes a rotary valve for opening and closing the bypass passage 51. These bypass passage 51 , rotary valve 52 and second exhaust hole
The compression ratio varying means according to the present invention is constituted by 53 . That is, one end of the bypass passage 51 has a second exhaust hole 5 opened above the upper edge of the exhaust hole 21, as shown in a side view of the bypass passage 51 in the direction of arrow 11 in FIG.
3 and the other end is opened on the upper surface of the exhaust passage 23. In addition, the second exhaust hole 53 and the exhaust hole 21 are
On the same side of the cylinder 6 from the exhaust hole 21 to the cylinder
The cylinder 6 is inserted from the exhaust hole 21 at a position separated toward the head 8 side.
Is formed so that the opening width in the circumferential direction is narrow. The rotary valve 52 has an outer diameter larger than the height of the bypass passage 51, is rotatably supported in a state of transversely passing through the bypass passage 51, and has a central portion as shown in FIG. An opening 54 is provided for communicating 51. Reference numeral 55 denotes a pulley which is axially mounted on one end of the rotary valve 52, and rotates the rotary valve 52 by operating the drive wire 56. Therefore, when the rotary valve 52 is in the state shown in FIG. 1, since the inside of the cylinder 6 and the exhaust passage 23 are communicated by the bypass passage 51, the upper surface of the piston 4 and the upper portion of the second exhaust hole 53. The compression starts when the edges match. On the other hand, when the rotary valve 52 rotates and the bypass passage 51 is closed as shown in FIG. 4, compression is started when the upper surface of the piston 4 and the upper edge of the exhaust hole 21 coincide with each other. The two-cycle diesel engine thus constructed operates in the same manner as the two-cycle gasoline engine of the crank chamber compression type, but the diesel engine does not have a spark plug and is compressed and heated in fresh air. The fuel injected into the fuel vaporizes due to contact with the heat of the fresh air, and the combustible air-fuel mixture formed by mixing with the oxygen of the fresh air around it self-ignites and burns. Are sequentially burned by self-ignition. At this time, the fuel injected into the auxiliary combustion chamber 15 is ejected into the combustion chamber 7 through the communication passage 18 while being burned here. For this reason,
Fuel is jetted from the sub-combustion chamber 15 into the fresh air (air) in the combustion chamber 7 with a high jet energy, and combustion is accelerated. Further, in the two-cycle diesel engine 1, the rotary valve 52 is opened as shown in FIG. 1 in the high load operating range, and is closed as shown in FIG. 4 at the start and in the low load operating range. Therefore, in the high load operation range, the compression is started when the upper surface of the piston and the upper edge of the second exhaust hole 53 coincide with each other, so that the compression ratio can be lowered. That is, the compression start timing is delayed, and the compression is performed in the short stroke indicated by A in FIG. As a result, since the compression pressure can be reduced, it is possible to suppress an increase in the cylinder pressure after the fuel injection. Here, in the high load operation range, the amount of fuel injection is large and the self-ignition is likely to occur, so combustion does not become unstable even if the compression ratio is lowered. Therefore, since the pressure increase can be suppressed in the high load operation range where the pressure increase in the cylinder is large, the increase in the cylinder pressure can be substantially suppressed. For this reason, the required engine strength is reduced with a decrease in the cylinder pressure, and the weight of the engine is reduced. The weight reduction can reduce the inertial force applied to the reciprocating parts and the rotating parts, and can increase the engine rotational speed, thereby improving the engine output. Since the compression temperature can be increased as compared with the case of compressing the air mixed with gasoline,
Higher thermal efficiency and lower fuel consumption compared to gasoline engines. Furthermore, the engine strength of a diesel engine can be made closer to that of a gasoline engine, so many of the components that make up a gasoline engine can be used as they are, by changing the material, or by simple processing. As a result, a practical effect that a diesel engine can be manufactured by diverting many of the gasoline engine production equipment to a diesel engine and being diverted can be expected. Further, in the high load operation range, the exhaust start timing is when the piston 4 descends in the explosion stroke and the upper surface of the piston 4 coincides with the upper edge of the second exhaust hole 53. It will be faster than when it is done. That is, the exhaust gas flows from the second exhaust hole 53 to the exhaust passage 23.
The negative pressure wave reflected on the downstream side of the pressure wave generated due to the discharge to the exhaust port 21 returns to the exhaust hole 21 earlier than in the low load operation in which the rotary valve 53 is closed.
Therefore, the propagation speed of the pressure wave of the exhaust pulsation, which becomes relatively slow as the engine speed increases, is complemented. Therefore, if the passage length of the exhaust passage 23 is set so that the exhaust pulsation is used to improve the exhaust efficiency in the low load operation range, the rotary valve 53 is opened in the high load operation range to thereby perform the high load operation. Since the exhaust efficiency is improved even in the range, the exhaust efficiency can be improved over a wide range of the engine rotation range. In addition to this, when the rotary valve 52 is opened, the opening area of the exhaust hole 21 is relatively increased and the exhaust resistance is reduced. Therefore, as described above, the exhaust start timing is accelerated and combustion is performed. Combustion gases are quickly discharged from the chamber.
In addition, the second exhaust hole 53 is the same as the exhaust hole 21 and the cylinder 6.
The opening width in the circumferential direction of the cylinder 6 is narrower than the exhaust hole 21 on the same side.
Since it is formed so that
The distance up to 53 can be taken long enough, and it is a breath of fresh air.
Since the passing through can be suppressed, the scavenging efficiency is improved.
It is possible to improve the performance I. Even if exhaust gas is quickly discharged from the combustion chamber in this way, the soot and hydrocarbons generated during combustion oxidize in a short time because the temperature in the combustion chamber and the excess air ratio are high during high load operation. Therefore, it is difficult to increase the exhaust smoke concentration. On the other hand, at the time of starting or in a low load operation range where combustion is likely to be unstable due to low combustion chamber temperature or small fuel injection amount, the rotary valve 52 is closed to exhaust the upper surface of the piston. Since the compression can be started when the upper edge of the hole 21 matches, the compression ratio can be increased. That is, the compression start timing is advanced and the compression is performed with a long stroke indicated by B in FIG. As a result, it is possible to increase the compression temperature and obtain easy starting and stable combustion. Here, since the fuel injection amount is small in the low load operation range and the temperature of the combustion chamber is low at the time of starting, the cylinder pressure after fuel injection does not increase as in the high load operation range. Further, at the time of starting or in the low load operating range, the exhaust valve start timing is delayed by closing the rotary valve 52 as compared with the above-mentioned high load operating range, so that the residual gas amount in the combustion chamber is reduced. Will increase. This increases the temperature at which fresh air is compressed in the next stroke. For this reason, the self-ignition property of the fuel is improved at the time of starting or in a low-load operation range, so that the rotation is stabilized. In addition, since the exhaust start timing is relatively delayed and the opening area of the exhaust hole is relatively decreased to increase the exhaust resistance as compared with the high load operation, soot and the like may be caused by the residual oxygen in the combustion chamber. As a result, the exhaust gas is sufficiently oxidized so that the exhaust gas is less likely to be discharged while the oxidation is not completed, and the exhaust smoke concentration does not increase. In the above embodiment, the intake hole 25
Although the description has been given of the example in which the cylinder is opened on the circumferential surface of the cylinder, the present invention is not limited to this and may be opened on the crank chamber. As described above, in the two-stroke diesel engine according to the present invention, the piston has the exhaust hole and the piston.
In the downward stroke of ton, the scavenging hole that opens later than the exhaust hole is closed to compress the fresh air in the combustion chamber, while the fuel injected into the compressed and heated fresh air is self-ignited to start combustion. A two-cycle diesel engine
Exhaust holes are opened on the circumferential surface of the cylinder, and the structure is such that the exhaust path from the combustion chamber to the exhaust passage through the exhaust holes is opened and closed by the piston, and during this exhaust path, the timing at which this exhaust path is opened and closed by the piston A compression ratio changing means for changing the compression ratio by changing the compression ratio, and the compression ratio changing means is provided on the same side of the exhaust hole and the cylinder.
This exhaust is located at a position away from the exhaust hole to the cylinder head side.
Shaped so that the circumferential opening width of the cylinder is narrower than the pores.
The formed second exhaust hole, the second exhaust hole and the exhaust passage
Comprised of an on-off valve installed in a bypass passage communicating with
And opening the on-off valve when the fuel is relatively large engine operating region is injected from the high load is in the operation region cylinder above the fuel injection valve, and there engine operating region is the low load range the fuel injection valve Since the structure in which the on-off valve is controlled to close when the amount of fuel injected from is relatively small, the compression start timing becomes late and the compression ratio becomes low when the engine rotation range is in the high load operation range. The rise in pressure in the cylinder is suppressed. Therefore, since the pressure increase can be suppressed in the high load operation range where the pressure increase in the cylinder is large, the increase in the cylinder pressure can be substantially suppressed. As a result, the inertia force applied to the component is reduced by reducing the weight of the component, and the output is improved by increasing the engine rotation speed. Further, in the high load operating range, the timing at which the negative pressure wave of the exhaust pulsation returns to the exhaust holes becomes earlier due to the earlier exhaust start timing than in the low load operating range. The propagation speed of the pressure wave of the exhaust pulsation, which becomes relatively slower with respect to the rise of, is supplemented. Therefore, if the passage length of the exhaust passage is set so as to improve the exhaust efficiency by utilizing the exhaust pulsation in the low load operation region, the exhaust efficiency will be improved even in the high load operation region. The exhaust efficiency can be improved and the output can be increased over a wide range of the engine rotation range. In addition to this, since the opening area of the exhaust hole becomes relatively large and the exhaust resistance decreases, the combustion gas is quickly discharged from the combustion chamber in combination with the earlier exhaust start timing as described above. It Moreover, the second exhaust from the scavenging hole
Since the distance to the pores can be made long enough,
Emission of burnt gas when air is high and second exhaust hole
It is possible to prevent fresh air from passing through. For this reason, the performance can be improved by increasing the sweeping efficiency. When the engine is started or in a low load operation range, the compression start timing is early, the compression ratio is high, and the compression temperature is high, and the exhaust start timing is late, and the amount of residual gas in the combustion chamber is increased. Due to the fact that the compression temperature of fresh air in the next step is high, the self-ignitability of the fuel is improved, and easy starting and stable combustion can be obtained. In addition, the exhaust start timing is relatively delayed compared to the high load operation, and the opening area of the exhaust hole is relatively reduced, so that the exhaust resistance is increased. Oxidation is performed, and exhaust gas is not exhausted while oxidation is not completed, so that the exhaust smoke concentration does not increase. Further, if the compression ratio varying means is constituted by the bypass passage and the on-off valve, the rigidity of the cylinder can be increased in comparison with the one using one exhaust hole in obtaining the maximum exhaust hole area. Moreover, since the thermal strain of the cylinder can be reduced, the difference in thermal deformation between when the engine is in a low temperature state and when the engine is in a high temperature state can be reduced, so that the clearance between the cylinder and the piston can be reduced. As a result, the heat transfer from the piston is enhanced, and it is possible to suppress a decrease in the strength of the piston due to heat. In addition to this, the weight of the piston can be reduced, blow-through can be reduced, and performance can be improved. In addition, if the fuel is injected into the sub-combustion chamber, the fuel is jetted from the sub-combustion chamber with high ejection energy into the fresh air in the combustion chamber to promote combustion, thus improving engine performance. be able to.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view showing a two-cycle diesel engine according to the present invention. FIG. 2 is a side view seen from the direction of arrow II in FIG. 3 is a sectional view taken along line III-III in FIG. FIG. 4 is a cross-sectional view of essential parts showing a state in which a rotary valve closes a bypass passage. 4 ... Piston, 5 ... Cylinder body, 8 ... Cylinder head, 21 ... Exhaust hole, 22 ... Scavenging hole, 51 ... Bypass passage, 52 ... Rotating valve, 53 ... Second exhaust hole.

   ────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Minoru Suzuki               Yamaha, Iwata 2500, Shigai, Shizuoka Prefecture               Machine Co., Ltd.                (56) Bibliographic Reference Showa 57-107928 (JP, U)                 Actual public Sho 30-6103 (JP, Y1)

Claims (1)

(57) [Claims] The piston is the exhaust hole and the exhaust hole in the downward stroke of the piston.
A two-cycle diesel engine in which combustion is initiated by self-ignition of the fuel injected into the compressed and heated fresh air while closing the scavenging hole that opens later and compressing the fresh air in the combustion chamber. And an exhaust passage communicating with the exhaust passage is opened in the circumferential surface of the cylinder, and an exhaust passage extending from the combustion chamber to the exhaust passage through the exhaust hole is opened and closed by a piston. the exhaust path is provided with a compression ratio varying means for varying the compression ratio by varying the timing to be opened and closed by the piston in accordance with the operating state, the compression ratio varying means, the exhaust hole and Shi
Cylinder head from the exhaust hole on the same side of the Linda
To the side away from this exhaust hole in the circumferential direction of the cylinder.
A second exhaust hole formed so as to have a narrow opening width;
2 In the bypass passage that connects the exhaust hole and the exhaust passage
When the engine operating range is in the high load operating range and the amount of fuel injected from the fuel injection valve above the cylinder is relatively large, the open / close valve is opened and the engine operating range is low load. A two-cycle diesel engine having a structure in which the on-off valve is controlled to be closed when the fuel is injected from the fuel injection valve and the amount of fuel injected is relatively small in the operating range. 2. The two-cycle diesel engine according to claim 1, wherein a sub-combustion chamber into which fuel is injected is made to communicate with the combustion chamber via a communication passage.