JP2972064B2 - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- JP2972064B2 JP2972064B2 JP5209240A JP20924093A JP2972064B2 JP 2972064 B2 JP2972064 B2 JP 2972064B2 JP 5209240 A JP5209240 A JP 5209240A JP 20924093 A JP20924093 A JP 20924093A JP 2972064 B2 JP2972064 B2 JP 2972064B2
- Authority
- JP
- Japan
- Prior art keywords
- cng
- liquid fuel
- ignition
- fuel
- combustion engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Description
【０００１】[0001]
【産業上の利用分野】本発明は内燃機関に関し、特に液
体燃料と圧縮天然ガスを併用したリーンバーン（希薄燃
焼）運転可能な内燃機関に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine and, more particularly, to an internal combustion engine capable of operating lean burn (lean combustion) using both liquid fuel and compressed natural gas.
【０００２】[0002]
【従来の技術】従来から、ガソリンを燃料とした内燃機
関において、燃費向上を図るために気筒内に流入する吸
気に対して強いスワールを与えることによってリーンバ
ーン運転を実現するようにしたものが種々提案されてい
る。2. Description of the Related Art Conventionally, in an internal combustion engine using gasoline as fuel, various types of engines that realize a lean burn operation by giving a strong swirl to intake air flowing into a cylinder in order to improve fuel efficiency are known. Proposed.
【０００３】一方、ガソリンに代わる燃料として天然ガ
スが注目されており、圧縮天然ガス（以下、ＣＮＧと称
す）を燃料とすることによって燃費の向上を図った内燃
機関も提案されている。なお、天然ガスはメタンガスを
主成分としているため、ＬＰＧ（液化石油ガス）のよう
に常温で液相状態では貯蔵できないため、気相状態で圧
縮してボンベに充填したＣＮＧを燃料としている。On the other hand, natural gas has attracted attention as a fuel instead of gasoline, and there has been proposed an internal combustion engine which aims to improve fuel efficiency by using compressed natural gas (hereinafter, referred to as CNG) as fuel. Since natural gas is mainly composed of methane gas, it cannot be stored in a liquid phase at normal temperature like LPG (liquefied petroleum gas). Therefore, CNG compressed in a gas phase and filled in a cylinder is used as a fuel.
【０００４】さらに、特開昭６３−６８７２８号公報に
は、運転状態に応じて液体燃料とＣＮＧを切り換え供給
して運転するようにした内燃機関が開示されている。Further, Japanese Patent Application Laid-Open No. 63-68728 discloses an internal combustion engine in which liquid fuel and CNG are switched and supplied according to the operating condition to operate.
【０００５】[0005]
【発明が解決しようとする課題】しかしながら、ガソリ
ンを燃料とするリーンバーン内燃機関では、安定燃焼可
能な燃料の希薄さの限界（以下、リーンリミットと称
す）は現在のところ空燃費（Ａ／Ｆ）約３０とされてお
り、それ以上の希薄域で安定した燃焼を得るのは難し
く、燃費の向上や排気ガス中のＣＯ2 低減にも限界があ
った。その理由としては、ガソリンは液体燃料であるた
め気筒内での気化が完全に行われず、吸入ガソリンの一
部分が液滴のまま残り、混合にむらを生じた状態で点火
・燃焼行程に突入することによると見られる。However, in a lean-burn internal combustion engine using gasoline as a fuel, the limit of leanness of fuel capable of stable combustion (hereinafter, referred to as lean limit) is currently the air-fuel ratio (A / F). ) It is about 30 and it is difficult to obtain stable combustion in a lean region beyond that, and there is a limit in improving fuel efficiency and reducing CO 2 in exhaust gas. The reason is that gasoline is a liquid fuel, so vaporization in the cylinder is not completely performed, and a part of the intake gasoline remains as droplets and enters the ignition / combustion process with uneven mixing. Seen according to.
【０００６】一方、ＣＮＧを燃料とした内燃機関では、
ＣＮＧがガス燃料であるため、気筒内での混合のむらは
ガソリンの場合に比して少なく、リーンリミットは格段
に伸びるが、ＣＮＧは燃焼の伝播速度が遅いため、また
ＣＮＧはガソリンに比べて全開時の体積効率（ηｖ）が
低いためにガソリン燃料の場合に比べて出力が低下して
しまうという問題がある。On the other hand, in an internal combustion engine using CNG as fuel,
Because CNG is a gaseous fuel, the mixing unevenness in the cylinder is less than that of gasoline, and the lean limit is significantly increased. However, CNG has a slower propagation speed of combustion, and CNG is more fully open than gasoline. Since the volumetric efficiency (ηv) at the time is low, there is a problem that the output is reduced as compared with the case of gasoline fuel.
【０００７】なお、液体燃料とＣＮＧの切り換えを行う
ものにおいても、それぞれの運転状態における上記問題
点を解消することはできない。[0007] Even in the case of switching between liquid fuel and CNG, the above problems in each operating state cannot be solved.
【０００８】本発明は、このような従来の問題点に鑑
み、高い空燃比においても安定燃焼を確保できてリーン
リミットを伸ばすことができ、燃費を大幅に向上できる
内燃機関を提供することを目的とする。The present invention has been made in view of the above-mentioned conventional problems, and has as its object to provide an internal combustion engine that can ensure stable combustion even at a high air-fuel ratio, can increase the lean limit, and can greatly improve fuel efficiency. And
【０００９】[0009]
【課題を解決するための手段】本願の第１発明は、吸入
行程で吸入空気中にＣＮＧを供給する手段と、点火前に
ピストン上面上の点火プラグに対向する部分に向けて点
火用の液体燃料を噴射する液体燃料噴射手段とを備えた
ことを特徴とする。According to a first aspect of the present invention, there is provided a means for supplying CNG to intake air in an intake stroke, and a liquid for ignition directed to a portion of a piston upper surface facing an ignition plug before ignition. Liquid fuel injection means for injecting fuel.
【００１０】また、本願の第２発明は、吸入行程で吸入
空気中に液体燃料を噴射供給する液体燃料噴射手段と、
点火直前に点火プラグに向けて点火用のＣＮＧを噴射す
るインジェクタとを備えたことを特徴とする。A second invention of the present application is directed to a liquid fuel injection means for injecting liquid fuel into intake air during an intake stroke,
An injector for injecting CNG for ignition toward a spark plug immediately before ignition.
【００１１】[0011]
【作用】本願の第１発明によれば、ＣＮＧを主燃料とし
ているが、点火前に少量の点火用の液体燃料をピストン
上面上の点火プラグに対向する部分に噴射するので、点
火時に点火プラグの周囲に十分にリッチな混合気が形成
されて強い火種が形成されるため、ＣＮＧは燃焼伝播が
遅いという性質があっても強い火種によって燃焼伝播が
円滑に行われ、かつＣＮＧは混合むらが少ないことも相
まって、吸入空気とＣＮＧの混合気が空燃比３０以上、
例えば空燃比５０以上の超リーンな状態であっても十分
に安定した燃焼が行われる。又、全開時に液体燃料噴射
手段からの液体燃料の噴射量を増やせば、ＣＮＧの体積
効率の低さによる出力低下を防止することもできる。ま
た、ＣＮＧは元々低ＣＯ2 である上にリーンであるため
にさらに排出ガスが低ＣＯ2 となる。According to the first aspect of the present invention, CNG is used as the main fuel, but a small amount of liquid fuel for ignition is injected into the portion of the upper surface of the piston facing the spark plug before ignition. , A sufficiently rich air-fuel mixture is formed around it, and a strong fire is formed. Therefore, even though CNG has a property of slow combustion propagation, the combustion can be smoothly propagated by the strong fire, and the CNG has uneven mixing. Combined with the small amount, the air-fuel ratio of the intake air and CNG is more than 30
For example, sufficiently stable combustion is performed even in an extremely lean state with an air-fuel ratio of 50 or more. Further, if the injection amount of the liquid fuel from the liquid fuel injection means is increased at the time of full opening, it is possible to prevent the output from decreasing due to the low volumetric efficiency of CNG. In addition, since CNG is originally low in CO 2 and lean, the exhaust gas further has low CO 2 .
【００１２】また、本願の第２発明によれば、液体燃料
を主燃料としているが、点火直前に点火プラグに向けて
着火し易いＣＮＧを噴射するので、ＣＮＧは液体燃料の
ように点火プラグの電極を濡らすことがなく、点火プラ
グの周囲に着火に適したＣＮＧの混合気が形成され、こ
のＣＮＧがまず燃焼して火炎が形成されるとともに、Ｃ
ＮＧが空気より軽く吸気への追従性が良いため、この火
炎が吸入空気と液体燃料の混合気に円滑に伝播し、その
ため吸入空気と液体燃料の混合気が超リーンな状態でも
十分に安定した燃焼が行われる。また、ＣＮＧは高圧で
あるため、そのままインジェクタから燃焼室内に噴射で
き、液体燃料の場合のような筒内噴射装置が不要であ
る。Further, according to the second aspect of the present invention, the liquid fuel is used as the main fuel, but CNG which is easily ignited is injected toward the ignition plug immediately before ignition. A mixture of CNG suitable for ignition is formed around the spark plug without wetting the electrodes, and this CNG first burns to form a flame,
Since the NG is lighter than air and has good followability to the intake air, this flame smoothly propagates to the mixture of the intake air and the liquid fuel. Therefore, the flame is sufficiently stable even when the mixture of the intake air and the liquid fuel is super lean. Combustion takes place. Further, since CNG has a high pressure, it can be directly injected from the injector into the combustion chamber, and the in-cylinder injector as in the case of liquid fuel is unnecessary.
【００１３】[0013]
【実施例】以下、本発明の第１実施例を図１を参照して
説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIG.
【００１４】図１において、１は内燃機関のシリンダブ
ロック、２はシリンダヘッド、３はシリンダブロック１
に形成されたシリンダ、４はシリンダ３内を上下動する
ピストン、５はシリンダヘッド２の下部のシリンダ３上
に形成された燃焼室である。In FIG. 1, reference numeral 1 denotes a cylinder block of an internal combustion engine, 2 denotes a cylinder head, and 3 denotes a cylinder block.
, 4 is a piston that moves up and down in the cylinder 3, and 5 is a combustion chamber formed on the cylinder 3 below the cylinder head 2.
【００１５】燃焼室５の天井面の両側部に吸気ポート６
と排気ポート７が開口され、それぞれ吸気弁８と排気弁
９にて所定のタイミングで開閉される。また燃焼室５の
天井面の頂部近傍には点火プラグ１０が配設されてい
る。The intake ports 6 are provided on both sides of the ceiling surface of the combustion chamber 5.
And an exhaust port 7 are opened, and are opened and closed at predetermined timing by an intake valve 8 and an exhaust valve 9, respectively. An ignition plug 10 is provided near the top of the ceiling surface of the combustion chamber 5.
【００１６】また、点火プラグ１０の近傍には点火用の
ガソリンを噴射する液体燃料噴射手段１１が配設されて
いる。ピストン４の上面には点火プラグ１０に対向する
部分にキャビティ１２が形成され、液体燃料噴射手段１
１はこのキャビティ１２に向けて点火用の少量のガソリ
ンを噴射するように構成されている。In the vicinity of the spark plug 10, a liquid fuel injection means 11 for injecting gasoline for ignition is provided. On the upper surface of the piston 4, a cavity 12 is formed at a portion facing the ignition plug 10, and the liquid fuel injection means 1 is formed.
1 is configured to inject a small amount of gasoline for ignition toward the cavity 12.
【００１７】一方、吸気ポート６には吸気にＣＮＧを供
給混合するキャブレタ１３が接続されている。このキャ
ブレタ１３にはスロットルバルブは設けられていず、出
力制御はＣＮＧの供給量によって行うように構成されて
いる。On the other hand, a carburetor 13 for supplying and mixing CNG to the intake air is connected to the intake port 6. The carburetor 13 is not provided with a throttle valve, and the output is controlled by the supply amount of CNG.
【００１８】以上の構成において、吸入行程中にキャブ
レタ１３でＣＮＧが所望の空燃比となるように吸気に混
合され、燃焼室５内に流入する。次に、圧縮行程の終わ
りの３００°ＡＴＤＣ位で噴射が終了するように液体燃
料噴射手段１１から少量の点火用のガソリンがピストン
４上面上のキャビティ１２内に向けて噴射され、キャビ
ティ１２内に燃料滴が散乱する。すると、３３０°〜３
４０°ＡＴＤＣ位でこの燃料滴が気化し始めてキャビテ
ィ１２内にリッチな混合気が形成されるとともにこのキ
ャビティ１２が点火プラグ１０の近傍に来るので、この
時（２０°〜３０°ＢＴＤＣ）に点火プラグ１０にて点
火すると、キャビティ１２内のリッチな混合気が着火し
て激しく燃焼し、強力火炎に発達し、強い火種が形成さ
れる。In the above configuration, CNG is mixed with intake air by the carburetor 13 so as to have a desired air-fuel ratio during the intake stroke, and flows into the combustion chamber 5. Next, a small amount of ignition gasoline is injected from the liquid fuel injection means 11 into the cavity 12 on the upper surface of the piston 4 so that the injection ends at about 300 ° ATDC at the end of the compression stroke. Fuel droplets scatter. Then 330 ° -3
At about 40 ° ATDC, the fuel droplets begin to vaporize and a rich mixture is formed in the cavity 12, and the cavity 12 comes near the spark plug 10. At this time (20 ° to 30 ° BTDC) When ignited by the plug 10, the rich air-fuel mixture in the cavity 12 ignites and burns violently, developing into a strong flame and forming a strong fire.
【００１９】この火種の火炎が周りのＣＮＧ混合気に伝
播することにより、燃焼室５内が迅速に燃焼する。即
ち、ＣＮＧはガス体で着火し易くかつ混合むらが少ない
ために、ＣＮＧは燃焼伝播が遅いという性質があって
も、火種を十分に強いものにすることによって燃焼伝播
が円滑に行われる。その結果、空燃比３０以上、例えば
空燃比５０以上の超リーンな状態であっても、十分に安
定して燃焼させることができる。尚、ガソリンとＣＮＧ
比は、重量比で１：１０位の割合が好適である。The flame of this kind propagates to the surrounding CNG mixture, so that the inside of the combustion chamber 5 burns quickly. That is, since CNG is easily ignited by a gaseous substance and has little uneven mixing, even if CNG has the property of slow propagation of combustion, combustion propagation can be carried out smoothly by making the fire type sufficiently strong. As a result, even in a super-lean state having an air-fuel ratio of 30 or more, for example, an air-fuel ratio of 50 or more, it is possible to perform sufficiently stable combustion. Gasoline and CNG
The ratio is preferably about 1:10 by weight.
【００２０】本実施例によれば、このように超リーンで
安定燃焼させることができるために、ＣＮＧの供給量に
より出力制御できてスロットルバルブによる出力制御が
不要となり、ポンピング損失が小さくなり、また超リー
ンであるために比熱比の大きい空気サイクルに近くな
り、低燃費の内燃機関を実現できる。また、ＣＮＧは元
々低ＣＯ2 である上にリーンであるためにさらに排出ガ
スが低ＣＯ2 となり、エコノミーでクリーンな内燃機関
を得ることができる。According to this embodiment, since the fuel can be stably burned in a super-lean state, the output can be controlled by the supply amount of CNG, the output control by the throttle valve becomes unnecessary, and the pumping loss is reduced. Because it is super lean, it is close to an air cycle with a large specific heat ratio, and an internal combustion engine with low fuel consumption can be realized. Further, since CNG is originally low in CO 2 and lean, the exhaust gas is further lower in CO 2 , and an economical and clean internal combustion engine can be obtained.
【００２１】なお、全開時にＣＮＧの体積効率の低さの
ために出力低下が懸念される場合には、液体燃料噴射手
段１１からの液体燃料の噴射量を増やすことによって出
力低下を防止することもできる。If the output is likely to decrease due to the low volumetric efficiency of CNG at the time of full opening, it is also possible to prevent the decrease in output by increasing the amount of liquid fuel injected from the liquid fuel injection means 11. it can.
【００２２】次に、本発明の第２実施例について図２を
参照して説明する。なお、第１実施例と同一の構成要素
については、同じ参照番号を付して説明を省略する。Next, a second embodiment of the present invention will be described with reference to FIG. The same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
【００２３】図２において、吸入空気中に液体燃料を噴
射供給する液体燃料噴射手段１４が吸気ポート６に配設
され、点火プラグ１０に向けて点火用のＣＮＧを噴射す
るインジェクタ１５が燃焼室５の下部一側に配設されて
いる。In FIG. 2, a liquid fuel injection means 14 for injecting liquid fuel into the intake air is provided at the intake port 6, and an injector 15 for injecting CNG for ignition toward the ignition plug 10 is provided with a combustion chamber 5. It is arranged on one side of the lower part.
【００２４】以上の構成において、吸入行程中に液体燃
料噴射手段１４からガソリンを所望の空燃比となるよう
に吸気中に噴射すると、混合気が燃焼室５内に流入す
る。次に、圧縮行程の終わりの３３０°〜３４０°ＡＴ
ＤＣ（点火前１０°ＣＡ）位で噴射が終了するようにイ
ンジェクタ１５から点火用のＣＮＧを点火プラグ１０に
向けて噴射する。すると、ＣＮＧは液体燃料のように点
火プラグ１０の電極を濡らすことがなく、点火プラグ１
０の周囲に着火に適したＣＮＧの混合気が形成される。
そこで、２０°〜３０°ＢＴＤＣ位で点火プラグ１０に
て点火すると、このＣＮＧがまず燃焼して火炎が形成さ
れるとともに、ＣＮＧが空気より軽く吸気への追従性が
良いため、この火炎が燃焼室５内の吸入空気とガソリン
の混合気に円滑に伝播し、そのため吸入空気とガソリン
の混合気が超リーンな状態でも十分に安定した燃焼が行
われる。In the above configuration, when gasoline is injected from the liquid fuel injection means 14 into the intake air so as to have a desired air-fuel ratio during the intake stroke, the air-fuel mixture flows into the combustion chamber 5. Next, at the end of the compression stroke, 330 ° to 340 ° AT
The injector 15 injects CNG for ignition toward the ignition plug 10 so that the injection ends at about DC (10 ° CA before ignition). Then, CNG does not wet the electrodes of the spark plug 10 like liquid fuel,
Around 0, a mixture of CNG suitable for ignition is formed.
Then, when the ignition plug 10 ignites at about 20 ° to 30 ° BTDC, this CNG burns first to form a flame, and since the CNG is lighter than air and has good followability to intake air, this flame burns. Smoothly propagates to the mixture of the intake air and gasoline in the chamber 5, so that sufficiently stable combustion is performed even when the mixture of the intake air and gasoline is super lean.
【００２５】本実施例によれば、このように超リーンで
安定燃焼するために、ガソリンの供給量により出力制御
できてスロットルバルブによる出力制御が不要となり、
ポンピング損失が小さくなり、また超リーンであるため
に比熱比の大きい空気サイクルに近くなり、低燃費の内
燃機関を実現できる。又、リーンであるために排出ガス
が低ＣＯ2 となり、エコノミーでクリーンな内燃機関を
得ることができる。また、ＣＮＧは２００ｋｇ／cm2 と
高圧であるために、インジェクタ１５から燃焼室１５内
に噴射でき、液体燃料の場合のような筒内噴射装置が不
要である。According to this embodiment, in order to stably burn in a super-lean manner, the output can be controlled by the gasoline supply amount, and the output control by the throttle valve becomes unnecessary.
Since the pumping loss is small and the air-fuel ratio is very lean, it is close to an air cycle having a large specific heat ratio, so that an internal combustion engine with low fuel consumption can be realized. In addition, since the exhaust gas is lean, the exhaust gas has low CO 2 , and an economical and clean internal combustion engine can be obtained. Further, since CNG has a high pressure of 200 kg / cm 2, it can be injected from the injector 15 into the combustion chamber 15, eliminating the need for an in-cylinder injector as in the case of liquid fuel.
【００２６】[0026]
【発明の効果】本願の第１発明の内燃機関によれば、以
上のようにＣＮＧを主燃料としているが、点火前に少量
の点火用の液体燃料をピストン上面上の点火プラグに対
向する部分に噴射することにより点火時に点火プラグの
周囲に十分にリッチな混合気が形成されて強い火種が形
成されるため、ＣＮＧは燃焼伝播が遅いという性質があ
っても燃焼伝播が円滑に行われ、かつＣＮＧは混合むら
が少ないことも相まって空燃比５０以上の超リーンな状
態であっても十分に安定した燃焼が行われる。また、こ
のためにＣＮＧの供給量により出力制御できてスロット
ルバルブによる出力制御が不要となり、ポンピング損失
が小さくなり、更に超リーンであるために比熱比の大き
い空気サイクルに近くなるため、低燃費の内燃機関を実
現できる。According to the internal combustion engine of the first aspect of the present invention, CNG is used as the main fuel as described above, but a small amount of ignition liquid fuel is applied to the portion of the piston upper surface facing the ignition plug before ignition. Injection into the CNG causes a sufficiently rich mixture to be formed around the spark plug at the time of ignition to form a strong igniter, so that even if CNG has a property that combustion propagation is slow, combustion propagation is performed smoothly, In addition, CNG performs sufficiently stable combustion even in a super-lean state with an air-fuel ratio of 50 or more, due to a small mixing unevenness. Further, for this reason, the output can be controlled by the supply amount of CNG, so that the output control by the throttle valve becomes unnecessary, the pumping loss is reduced, and since it is super lean, it is close to an air cycle having a large specific heat ratio, so that low fuel consumption An internal combustion engine can be realized.
【００２７】又、排気ガスもＣＮＧを用いているので元
々低ＣＯ2 である上にリーンであるためにさらに低ＣＯ
2 となり、従ってエコノミーでクリーンな内燃機関を得
ることができる。Also, since the exhaust gas uses CNG, the exhaust gas is originally low in CO 2 and is lean, so
2, and it is possible to obtain a clean internal combustion engine thus Economy.
【００２８】また、本願の第２発明によれば、液体燃料
を主燃料としているが、点火直前に点火プラグに向けて
着火し易いＣＮＧを噴射することにより、点火プラグの
周囲に着火に適したＣＮＧの混合気が形成され、このＣ
ＮＧがまず燃焼して火炎が形成されるとともに、この火
炎が吸入空気と液体燃料の混合気に伝播することによっ
て、吸入空気と液体燃料の混合気が超リーンな状態でも
十分に安定した燃焼が行われる。また、このために液体
燃料の供給量により出力制御できてスロットルバルブに
よる出力制御が不要となり、ポンピング損失が小さくな
り、また超リーンであるために比熱比の大きい空気サイ
クルに近くなるため、低燃費の内燃機関を実現できる。
又、超リーンで安定燃焼するため、排出ガスも低ＣＯ2
となり、エコノミーでクリーンな内燃機関を得ることが
できる。更に、ＣＮＧは高圧であるため、そのままイン
ジェクタから燃焼室内に噴射でき、液体燃料の場合のよ
うな筒内噴射装置を不要とすることができ、またＣＮＧ
を燃料とする内燃機関のように出力低下を来さず、液体
燃料と同等の性能を確保することができる。According to the second aspect of the present invention, liquid fuel is used as the main fuel, but CNG which is easily ignited is injected toward the ignition plug immediately before ignition, so that it is suitable for ignition around the ignition plug. A CNG mixture is formed, and this C
NG first burns to form a flame, and this flame propagates to the mixture of intake air and liquid fuel, so that sufficiently stable combustion is achieved even when the mixture of intake air and liquid fuel is super lean. Done. Also, because of this, the output can be controlled by the supply amount of the liquid fuel, and the output control by the throttle valve becomes unnecessary, and the pumping loss becomes small. Internal combustion engine can be realized.
In addition, because it is super-lean and stable, it emits low CO 2
Thus, an economy and clean internal combustion engine can be obtained. Further, since CNG has a high pressure, it can be directly injected from the injector into the combustion chamber, so that an in-cylinder injector as in the case of liquid fuel can be omitted.
As in the case of an internal combustion engine that uses fuel as the fuel, the output does not decrease, and the same performance as that of the liquid fuel can be secured.
【図１】本発明の第１実施例における内燃機関の概略構
成を示す縦断面図である。FIG. 1 is a longitudinal sectional view showing a schematic configuration of an internal combustion engine according to a first embodiment of the present invention.
【図２】本発明の第２実施例における内燃機関の概略構
成を示す縦断面図である。FIG. 2 is a longitudinal sectional view showing a schematic configuration of an internal combustion engine according to a second embodiment of the present invention.
３ シリンダ ４ ピストン ５ 燃焼室 １０ 点火プラグ １１ 液体燃料噴射手段 １２ キャビティ １３ キヤブレタ １４ 液体燃料噴射手段 １５ インジェクタ Reference Signs List 3 Cylinder 4 Piston 5 Combustion chamber 10 Spark plug 11 Liquid fuel injection means 12 Cavity 13 Carburetor 14 Liquid fuel injection means 15 Injector
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 ＦＩ Ｆ０２Ｍ 69/04 Ｆ０２Ｍ 69/04 Ｒ (58)調査した分野(Int.Cl.6，ＤＢ名) F02D 19/08 F02B 23/10 F02M 21/02 301 F02M 21/04 ──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 6 identification symbol FI F02M 69/04 F02M 69/04 R (58) Field surveyed (Int.Cl. 6 , DB name) F02D 19/08 F02B 23 / 10 F02M 21/02 301 F02M 21/04
Claims (2)
供給する手段と、点火前にピストン上面上の点火プラグ
に対向する部分に向けて点火用の液体燃料を噴射する液
体燃料噴射手段とを備えたことを特徴とする内燃機関。1. A means for supplying compressed natural gas into intake air during an intake stroke, and a liquid fuel injection means for injecting a liquid fuel for ignition toward a portion facing an ignition plug on an upper surface of a piston before ignition. An internal combustion engine comprising:
供給する液体燃料噴射手段と、点火直前に点火プラグに
向けて点火用の圧縮天然ガスを噴射するインジェクタと
を備えたことを特徴とする内燃機関。2. A liquid fuel injection means for injecting liquid fuel into intake air during an intake stroke, and an injector for injecting compressed natural gas for ignition toward a spark plug immediately before ignition. Internal combustion engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5209240A JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP5209240A JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0763076A JPH0763076A (en) | 1995-03-07 |
| JP2972064B2 true JP2972064B2 (en) | 1999-11-08 |
Family
ID=16569685
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP5209240A Expired - Fee Related JP2972064B2 (en) | 1993-08-24 | 1993-08-24 | Internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2972064B2 (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO1998045588A1 (en) * | 1997-04-10 | 1998-10-15 | Reinhard Latsch | Internal combustion engine and ignition and combustion method in an internal combustion engine |
| CA2406204C (en) | 2002-10-02 | 2004-06-08 | Westport Research Inc. | Method of reducing particulates and enhancing burning rate within a combustion chamber |
| JP4650126B2 (en) * | 2005-07-04 | 2011-03-16 | 日産自動車株式会社 | In-cylinder direct injection spark ignition internal combustion engine |
| DE102008019225B4 (en) * | 2008-04-17 | 2017-10-05 | Audi Ag | Method for cold start operation of an internal combustion engine |
| CN101907025A (en) * | 2010-06-28 | 2010-12-08 | 大连理工大学 | Multi-fuel combustion system of internal combustion machine |
| CN103573398A (en) * | 2012-07-26 | 2014-02-12 | 广西玉柴机器股份有限公司 | Natural gas engine |
| EP2930342A1 (en) | 2014-04-11 | 2015-10-14 | EMPA Eidgenössische Materialprüfungs- und Forschungsanstalt | Combustion engine having a splitted fuel admission and a respective method |
| JP6471041B2 (en) * | 2015-05-28 | 2019-02-13 | 日立オートモティブシステムズ株式会社 | Injection controller for spark ignition engine |
| JP7350533B2 (en) * | 2019-06-28 | 2023-09-26 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | Fuel injection valve and internal combustion engine equipped with the fuel injection valve |
-
1993
- 1993-08-24 JP JP5209240A patent/JP2972064B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0763076A (en) | 1995-03-07 |
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