JP3372352B2 - Gas fuel engine - Google Patents
Gas fuel engineInfo
- Publication number
- JP3372352B2 JP3372352B2 JP15639294A JP15639294A JP3372352B2 JP 3372352 B2 JP3372352 B2 JP 3372352B2 JP 15639294 A JP15639294 A JP 15639294A JP 15639294 A JP15639294 A JP 15639294A JP 3372352 B2 JP3372352 B2 JP 3372352B2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- gas fuel
- sub
- ignition
- fuel
- 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
-
- 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
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Supercharger (AREA)
Description
【発明の詳細な説明】
【０００１】
【産業上の利用分野】本発明は副燃焼室内にガス燃料を
噴射するように構成されたガス燃料エンジンに関する。
【０００２】
【従来の技術】図２にはかかるガス燃料エンジンの従来
の１例が示されている。図２において、１はピストン、
２はシリンダ15内においてピストン１の上部に形成され
た主燃焼室、３は主燃焼室２と噴口11を介して連通する
副燃焼室、４はガス燃料と空気とを混合して希薄ガス燃
料を生成する混合器、５は混合器４からの希薄ガス燃料
を加圧してこれを給気管12に送給する排気ターボ過給
器、13は給気弁である。
【０００３】６は着火用のガス燃料を加圧してこれを副
燃焼室３内に噴射するガス噴射弁、７はスパークプラグ
等からなる火花放電式着火補助手段である。
【０００４】混合器４からの混合気、即ち、希薄ガス燃
料は排気ターボ過給器５により加圧され、ピストン１の
吸入行程において給気管12、給気弁13を経て主燃焼室２
内に吸入され、ここでピストン１の上昇行程、即ち、圧
縮行程において圧縮される。
【０００５】一方、副燃焼室３内にはピストン１の吸入
行程から圧縮行程に至るシリンダ15内圧力が低い期間に
ガス噴射弁６を開弁せしめることにより着火用ガス燃料
が供給される。このガス燃料はピストン１の圧縮行程に
おいて圧縮された主燃焼室２内の希薄ガス燃料が噴口11
を通って副燃焼室３内に流入することにより加圧され
る。
【０００６】ピストン１の圧縮行程上死点近傍において
スパークプラグ７が放電することにより副燃焼室３内の
着火用ガス燃料及び希薄ガス燃料が着火して燃焼する。
この燃焼ガスは噴口11を通って主燃焼室２内に流入し、
これによって主燃焼室２内の希薄ガス燃料が燃焼する。
【０００７】混合器４にて空気と混合された希薄ガス燃
料の混合比は通常の理論混合比よりも希薄に設定されて
おり、従って、主燃焼室２内の燃焼は所謂リーンバーン
となって燃焼により生成されるＮＯx の量が抑制される
ようになっている。
【０００８】
【発明が解決しようとする課題】しかしながら、上記従
来のガス燃料エンジンにおいては、給気の過給圧力を高
めて高出力化を図ろうとする場合、次の様な問題点があ
った。
【０００９】(1) 給気の過給圧力を高めると、主燃焼室
２内に吸入された希薄ガス燃料は圧縮行程中に更に高圧
となり、副燃焼室３近傍の高温部材により加熱されるこ
とによってスパークプラグ７の火花によらない自己着火
を起こす。このため、いわゆるノッキングや過早着火の
現象が生じ、エンジンの破損に至ることから過給圧力の
高さが制限される。
【００１０】(2) 着火補助手段として電気火花による
スパークプラグ７を使用しているため、過給圧力を高め
ると火花放電がし難くなり、かつ、スパークプラグ７の
寿命も短くなる。このためエンジン性能及びスパークプ
ラグ７の寿命の面からも過給圧力の高さには限度があっ
た。
【００１１】一方、着火補助手段として電気加熱による
グロープラグを用いると、副燃焼室３内に噴射された着
火用ガス燃料や圧縮行程中に主燃焼室２から副燃焼室３
内に流入してきた希薄ガス燃料が過早着火してしまうこ
とからグロープラグの採用は実用上不可能であった。
【００１２】本発明の目的とするところは、過早着火及
びノッキングの発生を防止してエンジンの高出力化を図
るとともに排ガス中のＮＯx を低減することにある。
【００１３】
【課題を解決するための手段】本発明は上記課題を解決
するために発明されたものであって、その要旨とすると
ころは、ガス燃料と空気とを混合して希薄ガス燃料とす
る混合器と、 上記希薄ガス燃料を加圧して給気管に送
給する過給器と、シリンダ内の主燃焼室と噴口を介して
連通する副燃焼室とを具えたガス燃料エンジンにおい
て、着火用ガス燃料を高圧に加圧してピストンの圧縮行
程上死点近傍において上記副燃焼室内に噴射する高圧ガ
ス噴射手段と、上記副燃焼室内のガス燃料を着火燃焼せ
しめるためのグロープラグ等からなる電気加熱着火補助
手段と、圧縮行程の途中で上記副燃焼室内に水を噴射す
る水噴射手段とを具えたことを特徴とするガス燃料エン
ジンにある。
【００１４】
【作用】本発明は上記のように構成されているので、混
合器でガス燃料と空気とを混合してなる希薄ガス燃料は
過給器で加圧され、ピストンの吸気行程において給気管
を経て主燃焼室内に吸入される。
【００１５】圧縮行程の途中で主燃焼室から噴口を経て
副燃焼室内に流入した希薄ガス燃料中に水噴射手段によ
り水を噴射する。ピストンの圧縮行程上死点近傍で高圧
ガス噴射手段により高圧の着火用ガス燃料を副燃焼室内
に噴射して電気加熱着火補助手段により着火せしめて副
燃焼室内で燃焼火炎を生成する。この燃焼火炎を噴口よ
り主燃焼室内に噴出せしめて主燃焼室内の希薄ガス燃料
を完全燃焼せしめる。
【００１６】
【実施例】以下、図１を参照して本発明の１実施例を詳
細に説明する。図１は本発明に係るガス燃料エンジンの
構成図である。図１において、１はピストン、２はシリ
ンダ15内においてピストン１の上部に形成された主燃焼
室、３は主燃焼室２と噴口11を介して連通する副燃焼
室、４はガス燃料と空気とを混合して希薄ガス燃料を生
成する混合器、５は混合器４からの希薄ガス燃料を加圧
して給気管12に送給する排気ターボ過給器、13は給気弁
で、以上は図２に示す従来のものと同じである。
【００１７】61は副燃焼室３の上部に装着されたガス噴
射弁で、着火用のガス燃料を加圧してこれをピストン１
の圧縮行程上死点近傍にて副燃焼室３内に噴射する。９
は着火用のガス燃料を高圧に加圧してガス噴射弁６に送
給するガス燃料圧縮機である。
【００１８】71は副燃焼室３に装着されたグロープラグ
等からなる電気加熱補助着火手段、８は副燃焼室３に併
設された水噴射弁で、ピストン１の圧縮行程の途中にお
いて副燃焼室３内に水を噴射する。10は水噴射弁８に水
を圧送する水ポンプである。
【００１９】ガス噴射弁61及び水噴射弁８はエンジン回
転数、エンジン負荷、給気圧力等のエンジン運転条件が
入力されるコントローラ（図示せず）により上記運転条
件に応じてその噴射タイミング及び噴射量が制御される
ようになっている。
【００２０】エンジンの運転時において、混合器４にて
空気とガス燃料とが混合されることにより生成された、
希薄ガス燃料は排気ターボ過給器５にて所定圧力に加圧
され、ピストン１の吸入行程において給気管12、給気弁
13を経て主燃焼室２内に吸入される。
【００２１】ピストン１が圧縮行程に入ると、主燃焼室
２内の希薄ガス燃料は圧縮せしめられてその圧力及び温
度が上昇するとともにその一部は噴口11を通って副燃焼
室３内に流入する。圧縮行程の途中では水噴射弁８より
副燃焼室３内に水が噴射され、副燃焼室３及びこの中に
流入した希薄ガス燃料の温度上昇が抑制される。
【００２２】ピストン１が圧縮行程の終了近傍、即ち、
上死点近傍に来ると、ガス噴射弁61から高圧の着火用ガ
ス燃料が副燃焼室３内に噴射され、グロープラグ71で加
熱することによりこのガス燃料が着火せしめられる。
【００２３】この着火炎の伝播によりさきに主燃焼室２
から副燃焼室３内に流入した希薄ガス燃料が燃焼しなが
ら噴口11を通って主燃焼室２に噴出せしめら、この燃焼
火炎により主燃焼室２内の希薄ガス燃料が完全燃焼せし
められる。
【００２４】かくして、圧縮行程の途中で副燃焼室３内
に水を噴射するので、この水の潜熱により副燃焼室３及
びこの中に流入した希薄ガス燃料の温度上昇が抑制され
る。従って、グロープラグ71を用いてもガス噴射弁61か
ら副燃焼室３内に高圧の着火用ガス燃料が噴射されるま
では副燃焼室３内の希薄ガス燃料は着火しない。従っ
て、過給圧力を高めた場合においても、副燃焼室３内の
希薄ガス燃料がグロープラグ71の表面に触れて過早着火
することはない。
【００２５】
【発明の効果】本発明によれば、着火用ガス燃料を高圧
に加圧してピストンの圧縮行程上死点近傍において副燃
焼室内に噴射する高圧ガス噴射手段と、副燃焼室内のガ
ス燃料を着火燃焼せしめるためのグロープラグ等からな
る電気加熱着火補助手段と、圧縮行程の途中で副燃焼室
内に水を噴射する水噴射手段とを具えているため水の噴
射により副燃焼室内の温度上昇が抑制され、電気加熱着
火補助手段による過早着火の発生及びこれにつながるノ
ッキングの発生を防止することができる。かくして、過
給圧力を高めることが可能となり、ガス燃料エンジンの
出力を向上することができる。
【００２６】また、副燃焼室内に噴射された水の潜熱に
より副燃焼室内の燃焼温度が降下せしめられるため、Ｎ
Ｏx 低減の効果も得られる。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gas fuel engine configured to inject gas fuel into a sub combustion chamber. FIG. 2 shows a conventional example of such a gas-fueled engine. In FIG. 2, 1 is a piston,
Reference numeral 2 denotes a main combustion chamber formed above the piston 1 in the cylinder 15. Reference numeral 3 denotes a sub-combustion chamber which communicates with the main combustion chamber 2 through the injection port 11. Reference numeral 4 denotes a mixture of gaseous fuel and air, Is an exhaust turbocharger for pressurizing the lean gas fuel from the mixer 4 and sending it to an air supply pipe 12, and 13 is an air supply valve. Reference numeral 6 denotes a gas injection valve which pressurizes a gaseous fuel for ignition and injects the gaseous fuel into the sub-combustion chamber 3, and reference numeral 7 denotes a spark discharge type ignition auxiliary means comprising a spark plug or the like. An air-fuel mixture from the mixer 4, that is, a lean gas fuel, is pressurized by the exhaust turbocharger 5, and passes through the air supply pipe 12 and the air supply valve 13 during the suction stroke of the piston 1.
And is compressed in the upward stroke of the piston 1, that is, in the compression stroke. On the other hand, the gaseous fuel for ignition is supplied into the sub-combustion chamber 3 by opening the gas injection valve 6 during a period in which the pressure in the cylinder 15 from the suction stroke of the piston 1 to the compression stroke is low. The lean gas fuel in the main combustion chamber 2 compressed in the compression stroke of the piston 1
And pressurized by flowing into the sub-combustion chamber 3. When the spark plug 7 discharges near the top dead center of the compression stroke of the piston 1, the ignition gas fuel and the lean gas fuel in the sub-combustion chamber 3 are ignited and burnt.
This combustion gas flows into the main combustion chamber 2 through the nozzle 11,
This causes the lean gas fuel in the main combustion chamber 2 to burn. The mixture ratio of the lean gas fuel mixed with air in the mixer 4 is set to be leaner than a normal stoichiometric mixture ratio, and therefore, the combustion in the main combustion chamber 2 is a so-called lean burn. The amount of NOx generated by combustion is suppressed. [0008] However, in the above-mentioned conventional gas fuel engine, there are the following problems when trying to increase the supercharging pressure of the air supply to increase the output. . (1) When the supercharging pressure of the supply air is increased, the lean gas fuel sucked into the main combustion chamber 2 has a higher pressure during the compression stroke, and is heated by the high-temperature member near the sub-combustion chamber 3. As a result, self-ignition that does not depend on the spark of the spark plug 7 occurs. For this reason, a phenomenon of so-called knocking or premature ignition occurs, leading to damage to the engine, thereby limiting the supercharging pressure. (2) Since the spark plug 7 using an electric spark is used as the ignition auxiliary means, when the supercharging pressure is increased, the spark discharge becomes difficult, and the life of the spark plug 7 is shortened. For this reason, the level of the supercharging pressure is limited in terms of the engine performance and the life of the spark plug 7. On the other hand, if a glow plug by electric heating is used as the ignition assist means, the ignition gas fuel injected into the sub-combustion chamber 3 and the main combustion chamber 2 from the sub-combustion chamber 3 during the compression stroke.
The use of a glow plug was practically impossible because of the premature ignition of the lean gas fuel flowing into the inside. An object of the present invention is to prevent the occurrence of premature ignition and knocking, to increase the output of an engine, and to reduce NOx in exhaust gas. SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and the gist of the present invention is to mix a gaseous fuel and air to produce a lean gaseous fuel. Ignition in a gas fuel engine comprising a mixer, a supercharger that pressurizes the lean gas fuel and feeds it to an air supply pipe, and a sub-combustion chamber that communicates with a main combustion chamber in a cylinder via an injection port. A high-pressure gas injection means for pressurizing the gas fuel to a high pressure and injecting it into the sub-combustion chamber in the vicinity of the top dead center of the compression stroke of the piston, and a glow plug for igniting and burning the gas fuel in the sub-combustion chamber. A gas fuel engine comprising a heating and ignition assisting means and a water injection means for injecting water into the sub-combustion chamber during a compression stroke. Since the present invention is constructed as described above, the lean gas fuel obtained by mixing the gas fuel and the air in the mixer is pressurized in the supercharger, and supplied in the intake stroke of the piston. Inhaled into the main combustion chamber via the trachea. In the course of the compression stroke, water is injected by the water injection means into the lean gas fuel flowing from the main combustion chamber through the injection port into the sub-combustion chamber. Near the top dead center of the compression stroke of the piston, high-pressure gas fuel is injected into the sub-combustion chamber by the high-pressure gas injection means and ignited by the electric heating ignition auxiliary means to generate combustion flame in the sub-combustion chamber. The combustion flame is jetted from the nozzle into the main combustion chamber to completely burn the lean gas fuel in the main combustion chamber. An embodiment of the present invention will be described below in detail with reference to FIG. FIG. 1 is a configuration diagram of a gas fuel engine according to the present invention. In FIG. 1, 1 is a piston, 2 is a main combustion chamber formed above the piston 1 in a cylinder 15, 3 is a sub-combustion chamber that communicates with the main combustion chamber 2 via an injection port 11, and 4 is gas fuel and air. Are mixed to generate a lean gas fuel, 5 is an exhaust turbo supercharger that pressurizes the lean gas fuel from the mixer 4 and sends it to the air supply pipe 12, 13 is an air supply valve, This is the same as the conventional one shown in FIG. Reference numeral 61 denotes a gas injection valve mounted on the upper part of the sub-combustion chamber 3, which pressurizes the gas fuel for ignition and pressurizes the gas fuel for the piston 1
Is injected into the sub-combustion chamber 3 near the top dead center of the compression stroke. 9
Is a gas fuel compressor which pressurizes the gas fuel for ignition to a high pressure and feeds it to the gas injection valve 6. Reference numeral 71 denotes an auxiliary electric heating ignition means, such as a glow plug, mounted in the sub-combustion chamber 3. Reference numeral 8 denotes a water injection valve provided along with the sub-combustion chamber 3, and a sub-combustion chamber in the middle of the compression stroke of the piston 1. Inject water into 3. Reference numeral 10 denotes a water pump for pumping water to the water injection valve 8. The injection timing and injection timing of the gas injection valve 61 and the water injection valve 8 are controlled by a controller (not shown) to which engine operating conditions such as engine speed, engine load, and supply pressure are input. The amount is controlled. During the operation of the engine, the air and the gas fuel are mixed by the mixer 4,
The lean gas fuel is pressurized to a predetermined pressure by the exhaust turbocharger 5, and in the intake stroke of the piston 1, the air supply pipe 12, the air supply valve
Through 13, it is sucked into the main combustion chamber 2. When the piston 1 enters the compression stroke, the lean gas fuel in the main combustion chamber 2 is compressed to increase its pressure and temperature, and a part of it flows into the sub-combustion chamber 3 through the injection port 11. I do. During the compression stroke, water is injected from the water injection valve 8 into the sub-combustion chamber 3 to suppress the temperature rise of the sub-combustion chamber 3 and the lean gas fuel flowing into the sub-combustion chamber 3. When the piston 1 is near the end of the compression stroke, that is,
When approaching the top dead center, high-pressure ignition gas fuel is injected from the gas injection valve 61 into the sub-combustion chamber 3, and is heated by the glow plug 71 to ignite the gas fuel. Due to the propagation of the ignition flame, the main combustion chamber 2
The lean gas fuel that has flowed into the sub-combustion chamber 3 through the nozzle 11 is ejected into the main combustion chamber 2 through the injection port 11 while burning, and the combustion flame causes the lean gas fuel in the main combustion chamber 2 to be completely burned. Thus, since water is injected into the sub-combustion chamber 3 during the compression stroke, the latent heat of the water suppresses an increase in the temperature of the sub-combustion chamber 3 and the lean gas fuel flowing therein. Therefore, even if the glow plug 71 is used, the lean gas fuel in the sub-combustion chamber 3 does not ignite until the high-pressure ignition gas fuel is injected from the gas injection valve 61 into the sub-combustion chamber 3. Therefore, even when the supercharging pressure is increased, the lean gas fuel in the sub-combustion chamber 3 does not touch the surface of the glow plug 71 and prematurely ignites. According to the present invention, a high-pressure gas injection means for pressurizing an ignition gas fuel to a high pressure and injecting it into a sub-combustion chamber near a top dead center of a compression stroke of a piston; It has electric heating and ignition auxiliary means such as a glow plug for igniting and burning fuel, and water injection means for injecting water into the sub-combustion chamber during the compression stroke. The rise is suppressed, and it is possible to prevent the occurrence of premature ignition by the electric heating ignition auxiliary means and the occurrence of knocking leading to this. Thus, the supercharging pressure can be increased, and the output of the gas fuel engine can be improved. Since the combustion temperature in the sub-combustion chamber is lowered by the latent heat of the water injected into the sub-combustion chamber, the N
The effect of reducing Ox is also obtained.
【図面の簡単な説明】
【図１】本発明に係わるガス燃料エンジンの要部構成図
である。
【図２】従来のガス燃料エンジンの要部構成図である。
【符号の説明】
１ ピストン
２ 主燃焼室
３ 副燃焼室
４ 混合器
61 高圧ガス噴射手段
71 電気加熱着火補助手段
８ 水噴射手段
９ ガス燃料圧縮機
11 噴口
12 給気管
15 シリンダBRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a configuration diagram of a main part of a gas fuel engine according to the present invention. FIG. 2 is a configuration diagram of a main part of a conventional gas fuel engine. [Description of Signs] 1 piston 2 main combustion chamber 3 sub-combustion chamber 4 mixer 61 high-pressure gas injection means 71 electric heating ignition auxiliary means 8 water injection means 9 gas fuel compressor 11 injection port 12 air supply pipe 15 cylinder
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｆ０２Ｄ 19/02 Ｆ０２Ｄ 19/02 Ｄ 19/12 19/12 Ａ Ｆ０２Ｍ 21/02 ３０１ Ｆ０２Ｍ 21/02 ３０１Ｐ 25/022 25/02 Ｈ Ｓ (56)参考文献 特開 平６−229318（ＪＰ，Ａ) 特開 平６−229319（ＪＰ，Ａ) 特開 平７−127453（ＪＰ，Ａ) 特開 平３−275970（ＪＰ，Ａ) 特開 平３−115726（ＪＰ，Ａ) 特開 平３−115725（ＪＰ，Ａ) 特開 平５−195886（ＪＰ，Ａ) 実開 平４−82322（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) F02B 1/00 - 23/10 F02D 19/00 - 19/12 F02B 47/02 F02M 21/02 F02M 25/022 ────────────────────────────────────────────────── ─── Continued on the front page (51) Int.Cl. 7 Identification code FI F02D 19/02 F02D 19/02 D 19/12 19/12 A F02M 21/02 301 F02M 21/02 301P 25/022 25/02 HS (56) References JP-A-6-229318 (JP, A) JP-A-6-229319 (JP, A) JP-A-7-127453 (JP, A) JP-A-3-275970 (JP, A) JP-A-3-115726 (JP, A) JP-A-3-115725 (JP, A) JP-A-5-195886 (JP, A) JP-A-4-82322 (JP, U) Field (Int.Cl. 7 , DB name) F02B 1/00-23/10 F02D 19/00-19/12 F02B 47/02 F02M 21/02 F02M 25/022
Claims (1)
料とする混合器と、 上記希薄ガス燃料を加圧して給気管に送給する過給器
と、 シリンダ内の主燃焼室と噴口を介して連通する副燃焼室
とを具えたガス燃料エンジンにおいて、 着火用ガス燃料を高圧に加圧してピストンの圧縮行程上
死点近傍において上記副燃焼室内に噴射する高圧ガス噴
射手段と、 上記副燃焼室内のガス燃料を着火燃焼せしめるためのグ
ロープラグ等からなる電気加熱着火補助手段と、 圧縮行程の途中で上記副燃焼室内に水を噴射する水噴射
手段とを具えたことを特徴とするガス燃料エンジン。(1) A mixer for mixing a gaseous fuel and air to produce a lean gaseous fuel, and a supercharger for pressurizing the lean gaseous fuel and sending it to an air supply pipe. In a gas fuel engine having a main combustion chamber in a cylinder and a sub-combustion chamber communicating with each other through an injection port, the ignition gas fuel is pressurized to a high pressure, and the sub-combustion chamber is placed near the top dead center in the compression stroke of the piston. High-pressure gas injection means for injecting, auxiliary electric heating ignition means such as a glow plug for igniting and burning gas fuel in the auxiliary combustion chamber, and water injection means for injecting water into the auxiliary combustion chamber during a compression stroke A gas fueled engine comprising:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15639294A JP3372352B2 (en) | 1994-06-16 | 1994-06-16 | Gas fuel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15639294A JP3372352B2 (en) | 1994-06-16 | 1994-06-16 | Gas fuel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH084533A JPH084533A (en) | 1996-01-09 |
| JP3372352B2 true JP3372352B2 (en) | 2003-02-04 |
Family
ID=15626743
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15639294A Expired - Fee Related JP3372352B2 (en) | 1994-06-16 | 1994-06-16 | Gas fuel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3372352B2 (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10217996A1 (en) * | 2002-04-23 | 2003-11-13 | Man B & W Diesel Ag | Self-igniting mixture-compressing internal combustion engine and method for its operation |
| DE102007060560A1 (en) * | 2007-12-15 | 2009-06-18 | Man Diesel Se | Gas engine i.e. mixture-compressing gas-petrol engine, for combustion of gaseous air-fuel mixture, has heating element actively initiating self ignition temperature for igniting gaseous fuel during starting process |
| ES2387374B1 (en) * | 2010-02-01 | 2013-07-29 | Jesus Manuel Diaz Escaño | ROTATING ENGINE THAT USES FOR ITS OPERATION ALTERNATIVE FUELS |
| ES2387372B1 (en) * | 2010-02-01 | 2013-07-29 | Jesus Manuel Diaz Escaño | INTERNAL COMBUSTION ENGINE THAT USES FOR ITS OPERATION ALTERNATIVE FUELS |
| CN102022177A (en) * | 2010-10-10 | 2011-04-20 | 梁天宇 | Engine |
| KR102079754B1 (en) * | 2011-04-11 | 2020-02-21 | 노스트럼 에너지 피티이. 리미티드 | Internally cooled high compression lean-burning internal combustion engine |
-
1994
- 1994-06-16 JP JP15639294A patent/JP3372352B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH084533A (en) | 1996-01-09 |
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