JP3042114B2 - Sub-chamber diesel engine - Google Patents

Sub-chamber diesel engine

Info

Publication number
JP3042114B2
JP3042114B2 JP33523291A JP33523291A JP3042114B2 JP 3042114 B2 JP3042114 B2 JP 3042114B2 JP 33523291 A JP33523291 A JP 33523291A JP 33523291 A JP33523291 A JP 33523291A JP 3042114 B2 JP3042114 B2 JP 3042114B2
Authority
JP
Japan
Prior art keywords
chamber
sub
communication hole
diesel engine
diameter communication
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 - Lifetime
Application number
JP33523291A
Other languages
Japanese (ja)
Other versions
JPH05171936A (en
Inventor
茂樹 藤田
和夫 宮島
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP33523291A priority Critical patent/JP3042114B2/en
Publication of JPH05171936A publication Critical patent/JPH05171936A/en
Application granted granted Critical
Publication of JP3042114B2 publication Critical patent/JP3042114B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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

【発明の詳細な説明】DETAILED DESCRIPTION OF THE INVENTION

【０００１】[0001]

【産業上の利用分野】本発明は、副室式ディーゼルエン
ジンに関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a sub-chamber diesel engine.

【０００２】[0002]

【従来の技術】副室式ディーゼルエンジンは、主室（主
燃焼室）の他に副室（予燃焼室）を備え、副室内に強力
な旋回流を形成させると共に、その副室に燃料を噴射さ
せることでガス（火炎噴流）を連通孔を介して主室に噴
出させるようになっている。この副室式ディーゼルエン
ジンは、混合気形成が比較的良好で、排気性能に優れて
いるという特長がある。2. Description of the Related Art A sub-chamber diesel engine is provided with a sub-chamber (pre-combustion chamber) in addition to a main chamber (main combustion chamber) to form a strong swirling flow in the sub-chamber and to supply fuel to the sub-chamber. By injecting the gas, the gas (flame jet) is jetted into the main chamber through the communication hole. This sub-chamber diesel engine is characterized by relatively good mixture formation and excellent exhaust performance.

【０００３】[0003]

【発明が解決しようとする課題】ところで上記従来の副
室式ディーゼルエンジンにおいては、同じ連通孔を通じ
て空気流入とガス噴出とを行うようになっているので、
空気流入時とガス噴出時とで副室内の流れが逆転するこ
ととなり、噴出エネルギの損失があるという問題があっ
た。In the above-mentioned conventional sub-chamber diesel engine, air is introduced and gas is ejected through the same communication hole.
The flow in the sub-chamber is reversed at the time of air inflow and at the time of gas ejection, and there is a problem that there is a loss of ejection energy.

【０００４】また連通孔は絞り通路として形成されてい
るために流路面積は小さく、主室側へガスを噴出する際
に拡散燃焼が悪くなるという問題があった。[0004] Further, since the communication hole is formed as a throttle passage, the flow passage area is small, and there is a problem that when the gas is blown out to the main chamber side, diffusion combustion is deteriorated.

【０００５】そこで本発明は、上記事情に鑑み、噴出エ
ネルギの損失がなく拡散燃焼が良好な副室式ディーゼル
エンジンを提供すべく創案されたものである。In view of the above circumstances, the present invention has been devised in order to provide a sub-chamber diesel engine with no loss of injection energy and good diffusion combustion.

【０００６】なお本発明に対比すべき従来技術として
は、「デーゼルエンジン」（特開昭５７−６２９１６号
公報）及び「副燃焼室をもつディーゼル機関」（実開昭
５８−１２９０３２号公報）があるが、これらの提案で
は単に連通孔に弁を設けて空気流入及びガス噴出を規制
しようとするものであり、前記課題を有効に解決するこ
とは難しいと考えられる。As prior art to be compared with the present invention, there are a "Diesel engine" (Japanese Patent Laid-Open No. 57-62916) and a "diesel engine having an auxiliary combustion chamber" (Japanese Utility Model Laid-Open No. 58-129032). However, these proposals merely provide a valve in the communication hole to restrict air inflow and gas ejection, and it is considered difficult to effectively solve the above problem.

【０００７】[0007]

【課題を解決するための手段】本発明は、主室と副室と
の間に大径の連通孔と小径の連通孔とを形成すると共
に、副室へ空気を流入させるときに小径の連通孔のみを
開放し副室からガスを噴出させるときに大径の連通孔の
みを開放させる弁手段を設けたものである。According to the present invention, a large-diameter communication hole and a small-diameter communication hole are formed between a main chamber and a sub-chamber, and a small-diameter communication hole is formed when air flows into the sub-chamber. Valve means is provided for opening only the hole and opening only the large-diameter communication hole when gas is ejected from the sub chamber.

【０００８】[0008]

【作用】上記構成によって、副室へ流入する空気は小径
の連通孔を通り、副室から噴出するガスは大径の連通孔
を通って、副室内の空気流動が同じ方向になる。With the above arrangement, the air flowing into the sub-chamber passes through the small-diameter communication hole, and the gas ejected from the sub-chamber passes through the large-diameter communication hole, so that the air flows in the sub-chamber in the same direction.

【０００９】[0009]

【実施例】以下、本発明の実施例を添付図面に従って説
明する。Embodiments of the present invention will be described below with reference to the accompanying drawings.

【００１０】図１は、本発明に係わる副室式ディーゼル
エンジンの一実施例を示したものである。このエンジン
は、主室１と副室２との間に大径の連通孔３と小径の連
通孔４とが形成されていると共に、副室２へ空気を流入
させるときに小径の連通孔４のみを開放し副室２からガ
スを噴出させるときに大径の連通孔３のみを開放させる
弁手段５が設けられて構成されている。FIG. 1 shows an embodiment of a sub-chamber diesel engine according to the present invention. In this engine, a large-diameter communication hole 3 and a small-diameter communication hole 4 are formed between the main chamber 1 and the sub-chamber 2, and the small-diameter communication hole 4 is used when air flows into the sub-chamber 2. A valve means 5 is provided to open only the large-diameter communication hole 3 when only the large-diameter communication hole 3 is opened when only the gas is ejected from the sub-chamber 2.

【００１１】主室１はシリンダ６及びピストン７の上面
により区画され、シリンダヘッド８に形成された吸気ポ
ート９及び排気ポート１０が連通されている。吸排気ポ
ート９，１０にはそれぞれ吸気弁１１及び排気弁１２が
備えられ、ＤＯＨＣ型の動弁機構であるカム１３，１４
及びスプリング１５，１６により所定のタイミングで駆
動されるようになっている。副室２はシリンダヘッド８
内に吸排気ポート９，１０の間のシリンダ中央位置に形
成され、図示しない燃料噴射ノズルを備えている。The main chamber 1 is defined by upper surfaces of a cylinder 6 and a piston 7, and an intake port 9 and an exhaust port 10 formed in a cylinder head 8 communicate with each other. The intake and exhaust ports 9 and 10 are provided with intake and exhaust valves 11 and 12, respectively, and are cams 13 and 14 which are DOHC type valve operating mechanisms.
And at predetermined timing by the springs 15 and 16. Subchamber 2 has cylinder head 8
A fuel injection nozzle (not shown) is formed at the center of the cylinder between the intake and exhaust ports 9 and 10.

【００１２】連通孔３，４は副室２の比較的外周寄りの
位置に適宜間隔を隔てて並設され、大径の連通孔３の内
径ａは、従来の連通孔の内径及び小径の連通孔４の内径
ｂよりも充分大きく形成されている。そして小径の連通
孔４には弁手段である流入バルブ１６が、大径の連通孔
３には流出バルブ１７がそれぞれ備えられ、駆動機構１
８によって適宜なタイミングで上下されることにより、
連通孔３，４を開閉するようになっている。なおこれら
流出入バルブ１６，１７は、高温（約1,200 ℃）になる
ために材質をセラミックスとすることが望ましい。The communication holes 3 and 4 are juxtaposed at a position relatively close to the outer periphery of the sub-chamber 2 at appropriate intervals, and the inner diameter a of the large diameter communication hole 3 is equal to the inner diameter of the conventional communication hole and the small diameter communication hole. The hole 4 is formed sufficiently larger than the inner diameter b. The small diameter communication hole 4 is provided with an inflow valve 16 as a valve means, and the large diameter communication hole 3 is provided with an outflow valve 17.
By raising and lowering at appropriate timing by 8,
The communication holes 3 and 4 are opened and closed. It is desirable that the inflow / outflow valves 16, 17 be made of ceramics in order to reach a high temperature (about 1,200 ° C.).

【００１３】駆動機構１８は、流出入バルブ１６，１７
を閉方向（上方）に付勢するスプリング１９，２０と、
一端が流出入バルブ１６，１７の頭部に係合され支点ロ
ッド２１，２２を中心にして揺動するアーム２３，２４
とで構成され、流入バルブ駆動用のアーム２３の他端
は、排気弁駆動用のカム１４に、流出バルブ駆動用のア
ーム２４の他端は吸気弁駆動用のカム１３に、それぞれ
吸排気弁１１，１２とは反対側で係合され、これらカム
１３，１４の回転に従って揺動されるようになってい
る。すなわち図４に示すように、流入バルブ１６は機関
が圧縮行程に入ったときに開となり、燃料噴射されると
同時に閉となるように駆動されるものである。また流出
バルブ１７は、燃料噴射時に開となり、膨張行程が終了
した時点で閉となるように駆動されるようになってい
る。なお、カム１３，１４には流出入バルブ１６，１７
のタイミングを微調整するための流出入バルブ用カム部
２５が形成されている。The drive mechanism 18 includes inflow / outflow valves 16 and 17
Springs 19, 20 for urging the in the closing direction (upward),
Arms 23 and 24 having one ends engaged with the heads of inflow / outflow valves 16 and 17 and swinging about fulcrum rods 21 and 22.
The other end of the arm 23 for driving the inflow valve is connected to the cam 14 for driving the exhaust valve, and the other end of the arm 24 for driving the outlet valve is connected to the cam 13 for driving the intake valve. The cams 13 and 14 are engaged on opposite sides of the cams 11 and 12, and are swung according to the rotation of the cams 13 and 14. That is, as shown in FIG. 4, the inflow valve 16 is driven to open when the engine enters the compression stroke, and to close at the same time as fuel is injected. The outflow valve 17 is driven so as to be opened at the time of fuel injection and closed at the time when the expansion stroke is completed. The cams 13 and 14 have outflow / inflow valves 16 and 17 respectively.
An inflow / outflow valve cam portion 25 for fine adjustment of the timing is formed.

【００１４】次に本実施例の作用を説明する。Next, the operation of this embodiment will be described.

【００１５】機関が圧縮行程に入ると流入バルブ１６が
開けられ、図２に示すように、主室１圧力の上昇に伴っ
て空気Ａが副室２内に流入しスワール流を生じる。そし
てピストン上死点近傍の適切なタイミングにおいて副室
２内に燃料が噴射され、同時に流入バルブ１６が閉じら
れ、流出バルブ１７が開けられる。これで燃焼爆発によ
り副室２内圧が上昇すると、図３に示すように流出バル
ブ１７からスワール流に乗ってガスＧ（燃料混合気）が
スムースに主室１内へ噴出する。膨張行程が終了すると
流出バルブ１７が閉じられ、排気・吸気行程中も副室１
内に燃焼ガスを保持することで、ＥＧＲ効果も得られ
る。When the engine enters the compression stroke, the inflow valve 16 is opened, and as shown in FIG. 2, as the pressure in the main chamber 1 rises, air A flows into the sub chamber 2 to generate a swirl flow. Then, fuel is injected into the sub-chamber 2 at an appropriate timing near the piston top dead center, and at the same time, the inflow valve 16 is closed and the outflow valve 17 is opened. When the internal pressure of the sub-chamber 2 rises due to the combustion explosion, the gas G (fuel mixture) is smoothly spouted into the main chamber 1 on the swirl flow from the outflow valve 17 as shown in FIG. When the expansion stroke is completed, the outflow valve 17 is closed, and the sub-chamber 1 is maintained during the exhaust / intake stroke.
By holding the combustion gas inside, an EGR effect can also be obtained.

【００１６】このように、主室１と副室２とを連絡する
二本の連通孔３，４を設け、それぞれにバルブ１６，１
７を備えて大径の連通孔３をガス流出用とし、小径の連
通孔４を空気流入用として開閉動作させるようにしたの
で、空気流入時とガス噴出時とで副室２内の流れが逆転
することがなくスムースになり、噴出エネルギの損失が
低減される。また大径の連通孔３によりガスＧを噴出さ
せることで、主室１側での拡散燃焼が向上され、エンジ
ン性能の向上が達成される。As described above, the two communication holes 3 and 4 for connecting the main chamber 1 and the sub chamber 2 are provided, and the valves 16 and 1 are provided respectively.
7, the large-diameter communication hole 3 is used for outflow of gas, and the small-diameter communication hole 4 is opened and closed for air inflow. It is smooth without reverse rotation, and the loss of ejection energy is reduced. Further, by injecting the gas G through the large-diameter communication hole 3, diffusion combustion on the main chamber 1 side is improved, and engine performance is improved.

【００１７】なお流出入バルブの駆動機構としては図示
例に限るものではなく、例えば別個にカムを設けて機関
行程に応じた所定のタイミングで駆動させるようにして
もよい。The drive mechanism of the inflow / outflow valve is not limited to the illustrated example. For example, a separate cam may be provided and driven at a predetermined timing according to the engine stroke.

【００１８】[0018]

【発明の効果】以上要するに本発明によれば、次のよう
な優れた効果を発揮する。In summary, according to the present invention, the following excellent effects are exhibited.

【００１９】主室と副室との間に大径の連通孔と小径の
連通孔とを形成すると共に、副室へ空気を流入させると
きに小径の連通孔のみを開放し副室からガスを噴出させ
るときに大径の連通孔のみを開放させる弁手段を設けた
ので、噴出エネルギの損失が低減されると共に主室側で
の拡散燃焼の向上が達成される。A large-diameter communication hole and a small-diameter communication hole are formed between the main chamber and the sub-chamber, and when air flows into the sub-chamber, only the small-diameter communication hole is opened to allow gas to flow from the sub-chamber. Since the valve means for opening only the large-diameter communication hole when ejecting is provided, loss of ejection energy is reduced and diffusion combustion on the main chamber side is improved.

【図面の簡単な説明】[Brief description of the drawings]

【図１】本発明に係わる副室式ディーゼルエンジンの一
実施例を示した側断面図である。FIG. 1 is a side sectional view showing one embodiment of a sub-chamber diesel engine according to the present invention.

【図２】図１の作用を説明するための要部側断面図であ
る。FIG. 2 is a side sectional view of a main part for explaining the operation of FIG. 1;

【図３】図１の他の作用を説明するための要部側断面図
である。FIG. 3 is a side sectional view of a main part for describing another operation of FIG. 1;

【図４】図１の弁及びピストンの動作を説明するための
タイミンングチャートである。FIG. 4 is a timing chart for explaining the operation of the valve and the piston of FIG. 1;

【符号の説明】[Explanation of symbols]

１ 主室 ２ 副室 ３ 大径の連通孔 ４ 小径の連通孔 ５ 弁手段 DESCRIPTION OF SYMBOLS 1 Main room 2 Sub room 3 Large diameter communication hole 4 Small diameter communication hole 5 Valve means

フロントページの続き (56)参考文献 特開 昭63−183220（ＪＰ，Ａ) 特開 昭57−88215（ＪＰ，Ａ) 特開 昭57−62916（ＪＰ，Ａ) 実開 平２−147826（ＪＰ，Ｕ) 実開 平１−142522（ＪＰ，Ｕ) 実開 平１−139028（ＪＰ，Ｕ) 実開 平２−131026（ＪＰ，Ｕ) 実開 昭58−129032（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02B 19/02 - 19/18 F02D 15/04 Continuation of front page (56) References JP-A-63-183220 (JP, A) JP-A-57-88215 (JP, A) JP-A-57-62916 (JP, A) JP-A-2-147826 (JP) , U) Japanese Utility Model Hei 1-142522 (JP, U) Japanese Utility Model Hei 1-139028 (JP, U) Japanese Utility Model Hei 2-131026 (JP, U) Japanese Utility Model Showa 58-129032 (JP, U) (58) Field surveyed (Int.Cl. 7 , DB name) F02B 19/02-19/18 F02D 15/04

Claims (1)

(57)【特許請求の範囲】(57) [Claims] 【請求項１】 主室と副室との間に大径の連通孔と小径
の連通孔とを形成すると共に、副室へ空気を流入させる
ときに上記小径の連通孔のみを開放し副室からガスを噴
出させるときに上記大径の連通孔のみを開放させる弁手
段を設けたことを特徴とする副室式ディーゼルエンジ
ン。A large-diameter communication hole and a small-diameter communication hole are formed between a main chamber and a sub-chamber, and only the small-diameter communication hole is opened when air flows into the sub-chamber. A sub-chamber diesel engine provided with valve means for opening only the large-diameter communication hole when gas is ejected from the diesel engine.
JP33523291A 1991-12-18 1991-12-18 Sub-chamber diesel engine Expired - Lifetime JP3042114B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP33523291A JP3042114B2 (en) 1991-12-18 1991-12-18 Sub-chamber diesel engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP33523291A JP3042114B2 (en) 1991-12-18 1991-12-18 Sub-chamber diesel engine

Publications (2)

Publication Number Publication Date
JPH05171936A JPH05171936A (en) 1993-07-09
JP3042114B2 true JP3042114B2 (en) 2000-05-15

Family

ID=18286225

Family Applications (1)

Application Number Title Priority Date Filing Date
JP33523291A Expired - Lifetime JP3042114B2 (en) 1991-12-18 1991-12-18 Sub-chamber diesel engine

Country Status (1)

Country Link
JP (1) JP3042114B2 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2022078373A (en) * 2019-03-27 2022-05-25 三菱自動車工業株式会社 Auxiliary chamber-type internal combustion engine

Also Published As

Publication number Publication date
JPH05171936A (en) 1993-07-09

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