JP4139846B2 - Ignition system for multi-point ignition engine - Google Patents

Description

  The present invention relates to an ignition device used in a multipoint ignition engine having a plurality of ignition gaps per combustion chamber.

  A spark ignition engine is an engine that ignites an air-fuel mixture in a combustion chamber using an ignition plug. Conventionally, it has been ideal that the ignition plug is attached to the center of the combustion chamber. When ignited in the center, the flame propagates concentrically from the center to the periphery.

  However, the flame approaching the periphery is cooled by the wall surface of the combustion chamber and easily extinguished. When the flame is extinguished, the unburned gas is discharged as it is from the exhaust valve. For example, when the excess air ratio is about 1.7, the fuel concentration of the air-fuel mixture in the cylinder is about 90,000 ppm, and if the flame is extinguished around the periphery, 7,000 ppm of unburned hydrocarbon is discharged at low load. It may be exceeded. This means that 8% of fuel has been wasted. Further, the exhaust amount of HC and CO in the exhaust gas increases, and the exhaust performance deteriorates.

  Therefore, the applicant is examining a method of arranging a plurality of ignition gaps along the cylinder opening and igniting from the periphery of the combustion chamber that is easy to extinguish. According to this method, the flame propagates from the plurality of peripheral ignition gaps toward the center, and the air-fuel mixture in the combustion chamber is burned quickly, so that the extinction at the peripheral portion can be suppressed. In addition, if the combustion time is shortened, the ignition timing previously ignited before top dead center will be delayed, the loss caused by the rising piston being pushed back by explosion will be suppressed, and the engine output and fuel efficiency will be improved. Can do.

  In addition, as a technique for igniting with a plurality of ignition gaps around the combustion chamber, the applicants investigated and found Patent Documents 1 and 2.

JP-A-57-185589 JP 58-175279 A

  An object of the present invention is to provide a method for adjusting a heat value in an ignition device used in the multipoint ignition engine.

According to the present invention, a plurality of peripheral ignition gaps that are held by an insulating member interposed between a cylinder head and a cylinder block of an engine and that form a plurality of peripheral ignition gaps along the inner periphery of the opening of the cylinder of the engine In the method for adjusting the thermal value of an ignition device for a multipoint ignition engine, comprising: a peripheral electrode pair; and a conductive member embedded in the insulating member and connected to the plurality of peripheral electrode pairs. The heat value is adjusted by changing at least one of the thickness, thickness, width, and material.

ADVANTAGE OF THE INVENTION According to this invention, the heat value adjustment method of the ignition device used for a multipoint ignition engine is provided.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

First Embodiment FIG. 1 shows a schematic configuration of a multipoint ignition engine 1 according to the present invention.

  In this embodiment, the engine 1 homogeneously mixes fuel injected from an injector attached to an intake port (not shown) with air, and ignites the air-fuel mixture introduced into the combustion chamber 2 by spark ignition for combustion. In the mixed engine, the intake air amount and the fuel injection amount from the injector are adjusted so as to obtain a desired air-fuel ratio. As will be described later, the engine 1 may be a direct injection engine. Further, the air-fuel ratio of the air-fuel mixture is made larger than the stoichiometric air-fuel ratio in order to improve fuel consumption (for example, the excess air ratio is around 2), but depending on the operating region in order to ensure the output of the engine 1, or In the entire operation region, the air-fuel ratio of the air-fuel mixture may be the stoichiometric air-fuel ratio or a smaller (dense) air-fuel ratio.

  The combustion chamber 2 is formed by a pent roof-like depression on the bottom surface of the cylinder head 3. There is no squish area in the combustion chamber 2. As will be described later, in the multipoint ignition engine according to the present invention, the gas flow for increasing the combustion speed is not necessary, and the gas flow is considered to be disadvantageous in terms of cooling loss. The cylinder block 4 has a cylinder 5 at a position facing the combustion chamber 2, and a piston 6 is accommodated in the cylinder 5.

  A spark plug 8 is screwed into the cylinder head 3 from above, the tip of the spark plug 8 is exposed at the center of the combustion chamber 2, and a conducting electrode 9 a and a ground electrode 9 b (hereinafter “center electrode pair 9”) are exposed from the tip. Protrudes into the combustion chamber 2. The ground electrode 9b is bent in an L shape, and an ignition gap (hereinafter referred to as “central ignition gap 10”) is formed by facing the side surface of the ground electrode 9b with a distance from the energizing electrode 9a. The base of the spark plug 8 is a terminal (hereinafter, “central terminal 11”), and is connected to an ignition coil (not shown).

  On the other hand, a plurality of energizing electrodes 12a and a ground electrode 12b (hereinafter referred to as “peripheral electrode pair 12”) are arranged around the opening of the cylinder 5, and a plurality of ignition gaps (hereinafter referred to as “peripheral ignition gap 13”) are arranged around the opening. It is arranged at equal intervals in the direction. The peripheral ignition gap 13 is formed by confronting the tip surfaces of the electrodes 12a and 12b constituting the peripheral electrode pair 12, respectively. A base portion of the peripheral electrode pair 12 is held by a head gasket 15 interposed between the cylinder head 3 and the cylinder block 4. Since the peripheral electrode pair 12 protrudes inside the cylinder opening, the radius of the circle passing through the peripheral ignition gap 13 is smaller than the radius of the cylinder 5.

  As the material of the peripheral electrode pair 12, a metal having high heat resistance such as nickel or platinum is used as in the case of an electrode of an existing engine spark plug. The peripheral electrode pair 12 may be made of highly durable iridium so that the tips of both electrodes are thinned to enhance the discharge performance of the peripheral ignition gap 13.

  FIG. 2 shows the structure of the head gasket 15.

  The head gasket 15 has an opening 17 having substantially the same diameter (same diameter or slightly larger) than the opening of the cylinder 5 at a position corresponding to the opening of the cylinder 5. A plurality of conductive members 18 are embedded along the opening 17 in the head gasket. The conductive member 18 is made of a material different from that of the peripheral electrode pair 12, and is made of a highly conductive material such as copper.

  The energizing electrodes 12 a and the ground electrodes 12 b constituting the plurality of peripheral electrode pairs 12 are joined to the end of the conductive member 18, and the plurality of peripheral electrode pairs 12 are electrically connected in series by the conductive member 18. One end thereof is connected to a terminal (hereinafter, “peripheral terminal 20”), and the other end is connected to a ground terminal 21.

  The peripheral terminal 20 is formed by molding the end of the conductive member 18 closest to the peripheral terminal 20 with a cylindrical insulator. As shown in FIG. 1, the peripheral terminal 20 is housed in a groove formed in each of the cylinder head 3 and the cylinder block 4, and is firmly sandwiched between the cylinder head 3 and the cylinder block 4 in this state. Retained.

  The peripheral terminal 20 is connected to an ignition coil (not shown). In order to suppress the influence of radio noise, a resistance of about 5 kΩ may be inserted between the conductive member 18 closest to the peripheral terminal 20 and the peripheral terminal 20.

  The total sum of the widths of the peripheral ignition gaps 13 is set to a value obtained by multiplying the value obtained by dividing the width by which a single gap can stably fly a spark by the number of the peripheral ignition gaps 13 approximately 1.5 times. For example, if the width in which a single gap can stably fly a spark in the compressed air-fuel mixture is 3 mm, the width of each peripheral ignition gap 13 when there are six peripheral ignition gaps 13 is about 0.8. mm.

  FIG. 3 shows the relationship between the number and width of the peripheral ignition gaps 13 that can be stably discharged in the air when the energy of the secondary current that can be supplied by the ignition coil is 45 mJ. As the number of the peripheral ignition gaps 13 increases, the spark does not fly unless the width is reduced. For example, when there are two peripheral ignition gaps 13, a spark will fly even if the width is 1.2 mm, but when there are 20 peripheral ignition gaps 13, there will be a limit that the spark will fly 0.2 mm. Since this data is data when discharged in air, the width of the peripheral ignition gap 13 that can be further discharged becomes smaller under high pressure in the actual combustion chamber 2. If the capacity of the ignition coil is increased, the width of the peripheral ignition gap 13 can be increased, but the possibility of leakage from the peripheral ignition gap 13 close to the ignition coil is increased.

  The width of the peripheral ignition gap 13 is preferably made wider as the peripheral ignition gap 13 closer to the ground terminal 21 side. Thereby, the breakdown voltage (capacitance component) of the peripheral ignition gap 13 close to the peripheral terminal 20 can be lowered and the duration (inductive component) can be lengthened, and leakage from the peripheral ignition gap 13 close to the peripheral terminal 20 is possible. Sex can be reduced.

  On the other hand, the heat value (ease of heat release) of the ignition device composed of the plurality of peripheral electrode pairs 12 is adjusted by adjusting the length of the conductive member 18. That is, if the length of the conductive member 18 is increased, the heat of the peripheral electrode pair 12 can be easily released to the cylinder head 3 and the cylinder block 4 via the conductive member 18 and the head gasket 15, and the heat value of the ignition device is increased. Becomes larger. Preferably, the temperature of the peripheral electrode pair 12 is maintained within a range from 500 ° C. at which self-cleaning action is obtained to 850 ° C. (at most 1000 ° C.) at which abnormal combustion can be avoided with a margin. The length of the conductive member 18 is changed.

  Here, although the heat value is adjusted by adjusting the length of the conductive member 18, in addition to or instead of adjusting the length of the conductive member 18, the conductive member 18. The heat value may be adjusted by changing the thickness (cross-sectional area, diameter in the case of a round cross-section), width (including dimensions and thickness in the direction perpendicular to the longitudinal direction), and material.

  The head gasket 15 needs to prevent leakage between the peripheral ignition gap 13 and the crown surface of the cylinder head 3, the cylinder block 4, or the piston 6 even when a high voltage is applied to the conductive member 18. Therefore, the thickness of the head gasket 15 is set so that the insulation resistance between the peripheral ignition gap 13 and the cylinder head 3 and the like is larger than the insulation resistance of the peripheral ignition gap 13, for example, 2 mm.

  As shown in FIG. 4, the head gasket 15 has a pair of plate-like members 15b and 15c each having at least one groove 15a corresponding to the shape of the base of the conductive member 18 and the peripheral electrode pair 12 on the opposite surfaces. A pair of plate-like members 15b and 15c in a state where the base of the conductive member 18 and the peripheral electrode pair 12 is accommodated in the groove 15a. Are bonded together with an adhesive having nonflammability and heat resistance.

  The base member of the conductive member 18 and the peripheral electrode pair 12 is embedded in the glass wool before shaping, and the entire gasket is shaped with a water glass binder in this state, so that the head gasket 15 having the above configuration is integrated. You may make it form in this.

  According to this configuration, even if the thickness of the head gasket 15 is about 2 mm, a high insulation resistance of 100 MΩ or more can be ensured between the peripheral ignition gap 13 and the cylinder head 3 or the like. Leakage between the cylinder head 3 and the like can be prevented.

  The thickness of the head gasket 15 does not need to be uniform. If necessary, the head gasket 15 is thickened around the opening of the cylinder 5 or around the water hole through which cooling water flows, or an adhesive is applied. Alternatively, the sealing property may be improved by providing a thin plate with beads.

  Next, the operation of the multipoint ignition engine 1 will be described.

  A homogeneous air-fuel mixture is introduced into the combustion chamber 2 from the intake port. The air-fuel mixture may have a stoichiometric air-fuel ratio or a smaller (higher) air-fuel ratio, but here, a lean air-fuel mixture with an excess air ratio of around 2 is used to improve fuel efficiency. The air-fuel mixture introduced into the combustion chamber 2 is ignited by applying a high-voltage secondary voltage to the central terminal 11 and the peripheral terminal 20 and blowing sparks from the central ignition gap 10 and the plurality of peripheral ignition gaps 13.

  FIG. 5 shows a flame propagation state in the combustion chamber 2 when the air-fuel mixture in the combustion chamber 2 is simultaneously ignited by the central ignition gap 10 and the plurality of peripheral ignition gaps 13. The propagation state of the flame in the combustion chamber 2 can be examined by a constant volume container combustion experiment equipped with a transparent observation window.

  The flame spreads concentrically from the central ignition gap 10 and the plurality of peripheral ignition gaps 13. Further, the flame from the central ignition gap 10 also propagates from the top to the bottom of the combustion chamber 2, and the flame from the peripheral ignition gap 13 also propagates from the bottom to the top of the combustion chamber 2. Thereby, a flame spreads three-dimensionally in the combustion chamber 2, and rapid combustion of the air-fuel mixture can be realized. This rapid combustion cannot be realized by conventional ignition using only a single ignition gap.

  In addition, although the unburned gas that is compressed between the central ignition gap 10 and the peripheral ignition gap 13 is burned last, this portion is not easily extinguished by cooling, so that the combustion chamber hardly leaves the unburned portion. The air-fuel mixture in 2 can be burned.

  As described above, in the multipoint ignition engine 1 according to the present invention, a sufficient combustion speed can be obtained only by ignition from the ignition gaps 10 and 13, so that combustion is performed using gas flow by squish or swirl as in a conventional engine. There is no need to assist speed. On the contrary, the gas flow increases the cooling loss. Therefore, in the engine according to the present invention, it is preferable that the shape of the combustion chamber 2 is a pent roof type or a hemispherical type with less undulations on the wall surface so that no gas flow occurs.

  FIG. 6 compares the upper limit (lean limit) of the excess air ratio when ignition is performed only with the peripheral ignition gap 13 and when ignition is performed with the central ignition gap 10 in addition to the peripheral ignition gap 13. The operating condition is a partial load condition of 2,000 rpm corresponding to the operating condition when traveling in an urban area. As shown, regardless of the number of peripheral ignition gaps 13, it is higher when the ignition is performed using both the central ignition gap 10 and the peripheral ignition gap 13 than when only the peripheral ignition gap 13 is ignited. It turns out that it can drive at a rate.

  Here, the application timing of the voltage to the central terminal 11 and the peripheral terminal 20 is the same period, but preferably, the voltage is applied to the peripheral terminal 20 after the voltage is applied to the central terminal 11, and the central ignition gap 10 Ignite first.

  If the voltage is first applied to the central terminal 11, the unburned gas is compressed around the combustion chamber 2 by the central hot high-pressure gas, and the amount of heat generated when ignited in the peripheral ignition gap 13 increases, and The temperature of the unburned gas in the surrounding area rises due to the radiant heat of the flame generated in the center. Thereby, it becomes difficult to receive the influence of the cooling by the wall surface, and the flame extinguishing, the ignition delay and the like in the peripheral portion of the combustion chamber 2 are eliminated, and stable combustion can be realized.

  The phase difference is set to 5 °, for example. However, the phase difference may be changed according to the operating state (rotation speed, load, air-fuel ratio, etc.) of the engine 1. For example, the phase difference is reduced at a low speed, and the phase difference is increased at a high speed and a high load. Depending on the shape of the combustion chamber 2, it may be better to provide the opposite phase difference.

  The plurality of peripheral ignition gaps 13 can be ignited substantially simultaneously because a minute capacitor is formed between the conductive member 18 and the cylinder head 3 or the cylinder block 4, and the electric charge stored in the minute capacitor is reduced. This is thought to contribute to the generation of sparks. That is, since a minute capacitor is formed in the vicinity of each conductive member 18 and charges are stored in each conductive member 18, when a discharge occurs in a certain peripheral ignition gap 13, a minute capacitor is formed on the side where charges flow by the discharge. In such a capacitor, the capacity of the electric charge is exceeded, so that a high voltage is applied to the adjacent peripheral ignition gap 13 and the discharges are chained.

  Then, the effect of this invention is demonstrated.

  According to the multipoint ignition engine 1 having the above-described configuration, the air-fuel mixture is ignited using both the central ignition gap 10 and the plurality of peripheral ignition gaps 13, whereby the homogeneously mixed air-fuel mixture in the combustion chamber 2 is rapidly In particular, rapid combustion is possible even with a thin air-fuel mixture. By enabling rapid combustion, it becomes possible to perform ignition at a timing closer to the top dead center position than in the case of a conventional engine, and the loss due to the rising piston 6 being pushed back by an explosion is suppressed. Thus, the output and fuel consumption of the engine 1 can be improved.

  Combustion starts from each of the central ignition gap 10 and the plurality of peripheral ignition gaps 13, and the final combustion is an air-fuel mixture between the central ignition gap 10 and the peripheral ignition gap 13. Hard to extinguish because it is far from the wall. Therefore, the air-fuel mixture in the combustion chamber 2 can be burned almost completely, and the amount of HC and CO discharged can be reduced. Further, since the air-fuel mixture can be made homogeneous and combusted, not stratified combustion, even during lean combustion, it becomes possible to burn an extremely thin air-fuel mixture and reduce NOx emissions. That is, according to the multipoint ignition engine 1 having the above-described configuration, it is possible to reduce the exhaust amount of any of HC, CO, and NOx and improve the exhaust performance.

  In addition, combustion cycle fluctuations are reduced, and in particular, the stability of the engine 1 during idling is improved. Therefore, the flywheel can be reduced in weight, thereby further improving fuel consumption. In this case, since the transient characteristics of the engine 1 are also improved, the engine 1 is well blown during acceleration.

  Furthermore, if a phase difference is provided in the voltage application timing so that ignition by the central ignition gap 10 occurs before ignition by the plurality of peripheral ignition gaps 13, unburned in the peripheral portion by the high-pressure gas generated in the center. The density of the gas is increased, the amount of heat generated at the time of ignition is increased, and the temperature of the unburned gas in the peripheral portion is increased by the radiant heat from the center. As a result, the ignition delay in the peripheral ignition gap 13 can be reduced, the flame can be prevented from being cooled by the wall surface and extinguished, and the combustion speed of the flame from the periphery can be increased.

  In the above embodiment, six peripheral ignition gaps 13 are arranged along the opening of the cylinder 5, but the number of the peripheral ignition gaps 13 is not limited to this, and it is necessary to obtain an optimal combustion state. It may be increased or decreased accordingly.

  Further, although the base portions of the conductive member 18 and the peripheral electrode pair 12 are held by the head gasket 15, they are held by a spacer made of an insulating material, and a cylinder head is formed by sandwiching the upper and lower sides of this spacer with a gasket. 3 and the cylinder block 4 may be sandwiched. However, in order to increase the compression ratio of the engine 1, as described above, the configuration in which the base portions of the conductive member 18 and the peripheral electrode pair 12 are held by the head gasket 15 is advantageous.

  Furthermore, the engine 1 may be a direct injection engine instead of a premixed engine. If the fuel is injected into the combustion chamber 2 in the intake stroke, the fuel is mixed with the air introduced into the combustion chamber 2, and a homogeneous air-fuel mixture is formed in the combustion chamber 2 as the piston 6 approaches top dead center. Can do.

Second Embodiment To further improve the output and fuel consumption of the multipoint ignition engine 1, the head gasket 15 may be made thinner and the compression ratio of the engine 1 increased. If the compression ratio is increased, the thermal efficiency is improved, and the output and fuel consumption are improved. However, if the head gasket 15 is made thinner, the distance between the peripheral ignition gap 13 and the cylinder head 3 and the like becomes closer, and the possibility of leakage increases. In particular, when the thickness of the head gasket 15 is 6 mm or less, leaks frequently occur. The same applies when the capacity of the ignition coil is increased.

  In the second embodiment, in order to suppress leakage from the peripheral ignition gap 13 to the crown surfaces of the cylinder head 3 and the piston 6, as shown in FIGS. 7 and 8, the periphery of the crown surfaces of the cylinder head 3 and the piston 6 is used. Recess prevention recesses 23 and 24 are formed at positions corresponding to the circumferential position of the ignition gap 13, respectively. Other configurations are the same as those of the first embodiment.

  As shown in FIGS. 9 and 10, the leak-preventing recesses 23 and 24 are such that the radial length W of the cylinder 5 is shorter than the circumferential length L and the depth D of the cylinder 5 is You may make it shallow as it approaches the center. With this shape, the flame generated in the peripheral ignition gap 13 can be guided to the center of the combustion chamber 2 and can be guided to the top of the combustion chamber 2 as it propagates to the center of the combustion chamber 2, enabling further rapid combustion. Become.

  In addition, although the depression for leak prevention is formed in both the crown surface of the cylinder head 3 and the piston 6, when there is a concern about leakage to only one of the crown surfaces of the cylinder head 3 and the piston 6, It is also possible to form a recess for preventing leakage only.

Third Embodiment In the third embodiment, the configuration of the peripheral electrode pair 12 is different from that of the first embodiment in order to suppress leakage from the peripheral ignition gap 13 to the cylinder head 3 and the like. Other configurations are the same as those of the first embodiment.

  FIG. 11 shows the configuration of the peripheral electrode pair 12 of the third embodiment. The portion of the peripheral electrode pair 12 exposed in the combustion chamber 2 is a straight bar, and does not have a bent portion in the middle. Further, the peripheral ignition gap 13 is formed by confronting the front end surface of the other electrode (earth electrode 12b) with a distance from the front end side surface of one electrode (conducting electrode 12a) constituting the peripheral electrode pair 12. The The angle formed by the exposed portions of the electrodes 12a and 12b is approximately 90 °.

  According to this configuration, since the peripheral electrode pair 12 does not have a bent portion in the middle, leakage from the middle of the peripheral electrode pair 12 becomes difficult, and leakage from the peripheral ignition gap 13 to the cylinder head 3 or the like can be suppressed. it can.

  Further, according to this configuration, even when the thickness of the peripheral electrode pair 12 is reduced, durability against heat is increased. Further, even if the tips of the peripheral electrode pair 12 are worn, the interval between the peripheral ignition gaps 13 does not rapidly increase, and the life of the peripheral electrode pair 12 is extended.

  Here, the peripheral ignition gap 13 is formed by confronting the front end surface of the ground electrode 12b with the front end side surface of the energization electrode 12a, but the front end surface of the energization electrode 12a confronts the front end side surface of the ground electrode 12b. Thus, the peripheral ignition gap 13 may be formed.

Fourth Embodiment In the fourth embodiment, as in the third embodiment, the configuration of the peripheral electrode pair 12 is the same as that of the first embodiment in order to suppress leakage from the peripheral ignition gap 13 to the cylinder head 3 and the like. It is different. Other configurations are the same as those of the first embodiment.

  FIG. 12 shows the configuration of the peripheral electrode pair 12 of the fourth embodiment. Each of the peripheral electrode pairs 12 has a gentle S-shape. The peripheral ignition gap 13 is formed by causing the tip surface of the energizing electrode 12a constituting the peripheral electrode pair 12 and the tip surface of the ground electrode 12b to face each other with a gap therebetween.

  According to this configuration, since the peripheral electrode pair 12 does not have a sharp bend in the middle, leakage from the middle of the peripheral electrode pair 12 to the cylinder head 3 or the like can be suppressed.

Fifth Embodiment In the fifth embodiment, the shape of the peripheral electrode pair 12 and the head gasket 15 is the same as that of the first embodiment in order to suppress leakage from the peripheral ignition gap 13 to the cylinder head and the like, as in the third embodiment. It is different from the embodiment. Other configurations are the same as those of the first embodiment.

  As shown in FIG. 13, in the fifth embodiment, the portion of the head gasket 15 that holds the base portion of the peripheral electrode pair 12 protrudes inside the combustion chamber 2 (inside the opening of the head gasket 15). The peripheral ignition gap 13 is formed by causing the front end surface of the energizing electrode 12a and the front end surface of the ground electrode 12b constituting the peripheral electrode pair 12 to face each other at an interval, and the radius of the circle passing through the peripheral ignition gap 13 is the cylinder 5 Smaller than the radius of.

  According to this configuration, since the distance from the peripheral ignition gap 13 to the cylinder head 3 and the like is increased, leakage from the peripheral ignition gap 13 to the cylinder head 3 and the like can be suppressed.

Sixth Embodiment As in the third embodiment, the sixth embodiment differs from the first embodiment in the configuration of the peripheral electrode pair 12 in order to suppress leakage from the peripheral ignition gap 13 to the cylinder head or the like. It is Further, the top dead center position of the piston 6 is raised as compared with the first embodiment. Other configurations are the same as those of the first embodiment.

  FIG. 14 shows the configuration of the peripheral electrode pair 12 of the sixth embodiment. The tip surfaces of the peripheral electrode pair 12 are exposed at the opening of the cylinder 5 but do not protrude inside, and are flush with the inner peripheral surface 27 of the opening 17 of the head gasket 15. The peripheral ignition gap 13 is formed between the front end surface of the energizing electrode 12a and the front end surface of the ground electrode 12b constituting the peripheral electrode pair 12, and the radius of the circle passing through the peripheral ignition gap 13 and the radius of the cylinder 5 are the same.

  According to this configuration, the spark from the peripheral electrode pair 12 becomes a creeping discharge that travels along the inner peripheral surface 27 of the opening 17 of the head gasket 15, thereby suppressing leakage from the peripheral ignition gap 13 to the cylinder head 3 and the like. it can. In an experiment by the applicant, even when a 0.4 mm square platinum electrode was embedded in the middle of a 4 mm thick head gasket at intervals of 0.4 mm and discharged, leakage to the cylinder head or the like did not occur.

  Further, since the piston 6 and the peripheral electrode pair 12 do not interfere with each other, the top dead center position of the piston 6 can be set to a position higher than the peripheral ignition gap 13, thereby further increasing the compression ratio of the engine 1. The output of the engine 1 and the fuel consumption can be further improved.

  In this configuration, when the air-fuel mixture is thick and the temperature in the cylinder 5 is low as in the idling operation during cold, carbon adheres to the inner peripheral surface 27 of the opening 17 of the head gasket 15 and smoldering occurs. there is a possibility. However, by performing ignition from the central ignition gap 10 together, the attached carbon can be burned, and the attached carbon causes a leak from the peripheral ignition gap 13 to the cylinder head 3 and the like. Can be suppressed.

Seventh Embodiment In the seventh embodiment, as in the third embodiment, the configuration of the peripheral electrode pair 12 is the same as that of the first embodiment in order to suppress leakage from the peripheral ignition gap 13 to the cylinder head 3 and the like. It is different. Further, the top dead center position of the piston 6 is raised as compared with the first embodiment. Other configurations are the same as those of the first embodiment.

  FIG. 15 shows the configuration of the peripheral electrode pair 12 of the seventh embodiment. Concave portions 29 are formed at circumferential positions corresponding to the peripheral ignition gap 13 on the inner peripheral surface 27 of the opening 17 of the head gasket 15, and the tips of the peripheral electrode pairs 12 are exposed to the concave portions 29. The peripheral ignition gap 13 is formed by causing the front end surface of the energizing electrode 12a and the front end surface of the ground electrode 12b constituting the peripheral electrode pair 12 to face each other at an interval, and the radius of the circle passing through the peripheral ignition gap 13 and the cylinder 5 The radii are substantially the same.

  The conductive member 18 joined to the base of the peripheral electrode pair 12 is received and held in a groove 30 formed in the inner peripheral surface 27 of the opening 17 of the head gasket 15 as shown in FIG. It is exposed on the inner peripheral surface 27. The conductive member 18 may be embedded in the head gasket 15 as shown in FIGS. 17 and 18 as in the above embodiments.

  As shown in FIG. 19, the depth of the concave portion 29 is deepest at the center in the thickness direction of the head gasket 15 (corresponding to the position where the peripheral electrode pair protrudes), and becomes shallower as it approaches the upper end or the lower end of the head gasket 15. Like that. Alternatively, in consideration of ease of processing, the head gasket 15 may have a uniform depth in the thickness direction as shown in FIG.

  Alternatively, as shown in FIG. 21, a concave portion 29 may be formed in a hemispherical shape at a circumferential position corresponding to the peripheral ignition gap 13. According to this configuration, the volume of the concave portion 29 can be minimized, and a decrease in strength and airtightness of the head gasket 15 due to the formation of the concave portion can be suppressed.

  As described above, in the seventh embodiment, the concave portion 29 is formed on the back surface of the peripheral ignition gap 13 and the peripheral ignition gap 13 is exposed to the combustion gas, so that the adhesion of carbon to the peripheral ignition gap 13 can be suppressed. it can. Leakage due to carbon adhering to the peripheral ignition gap 13 can be further suppressed.

Eighth Embodiment In the eighth embodiment, the peripheral ignition gaps 13 are divided into a plurality of groups, and the peripheral ignition gaps 13 of each group are electrically connected by the conductive member 18, and the peripheral ignition gaps connected in series. An ignition coil 31 is connected to one end of each of 13.

  In the example shown in FIG. 22, the peripheral ignition gap 13 is divided into two groups, and an ignition coil is connected to each peripheral terminal 20. According to this configuration, the energy required for one ignition coil is reduced, the voltage applied to the peripheral ignition gap 13 closest to the ignition coil can be lowered, and the occurrence of leakage can be suppressed.

  Here, two independent ignition coils 31 are provided, but instead, a double-headed ignition coil 32 is provided as shown in FIG. 23, and two groups of peripheral ignition gaps 13 are connected thereto. It doesn't matter.

  Moreover, although it divides into two groups here, when there are many peripheral ignition gaps 13, you may divide into three or more groups.

Ninth Embodiment FIG. 24 shows a ninth embodiment. Unlike the first embodiment, the ninth embodiment embeds the conductive member 18 and the base of the peripheral electrode pair 12 in an ignition ring 33 that is configured separately from the head gasket 15, and this is embedded in the cylinder head 3. Are mounted on a shallow counterbore 34 provided at a position corresponding to the opening of at least one of the cylinders 5 on the lower surface of the cylinder block 4 and the plurality of ignition gaps 13 around the opening of the cylinder 5. Is arranged.

  In this example, the counterbore part 34 is formed on the lower surface of the cylinder head 3, and the depth of the counterbore part 34 is set so that the lower surface of the ignition ring 33 is at the same height as the lower surface of the cylinder head 3. The cylinder head 3 and the cylinder block 4 are connected in a state in which an ignition ring 33 is accommodated in a counterbore part 34 and the same head gasket 35 as that of an existing engine is sandwiched between the cylinder head 3 and the cylinder block 4. .

  The ignition ring 33 is configured by holding the base of the conductive member 18 and the peripheral electrode pair 12 with ceramic such as an insulating silicon base and firing in this state. Like the head gasket 15 of the previous embodiment, the base of the conductive member 18 and the peripheral electrode pair 12 is sandwiched between two annular members made of insulating material, and the two annular members made of insulating material are nonflammable. It may be formed by bonding with a heat-resistant adhesive.

  The thickness of the ignition ring 33 is set to a thickness that can ensure the insulation resistance required between the peripheral ignition gap 13 and the cylinder head 3 and the like, similar to the head gasket 15 of the previous embodiment.

  As described above, the insulating member (ignition ring 33) for embedding the base portions of the conductive member 18 and the peripheral electrode pair 12 is configured separately from the head gasket 35, so that the conventional head gasket is used as the head gasket 35 as it is. Can be diverted. In addition, the performance required for the insulating member, for example, durability, strength, insulating performance, and the like can be adjusted to more optimal values.

  Furthermore, in the ninth embodiment, as shown in FIG. 25, a power receiving pin 36 extending in the axial direction upper side of the cylinder 5 is formed on the upper surface of the conductive member 18 located on the most start side, and this is the power of the ignition ring 33. It protrudes from the upper surface to the upper side in the axial direction of the cylinder 5. The periphery of the power receiving pin 36 is covered with an insulating material 39 except for a portion where a conductive needle 38 to be described later is pressed, so that no leakage occurs between the power receiving pin 36 and the cylinder head 3. As shown in FIG. 24, a pin receiving hole 40 is formed on the lower surface of the cylinder head 3, and when the cylinder head 3 is connected to the cylinder block 4, the power receiving pin 36 is fitted into the pin receiving hole 40.

  Further, the cylinder head 3 is formed with a communication hole 41 that communicates the pin receiving hole 40 and the outer surface of the cylinder head 3, and the conductive needle 38 is urged by the spring 42 through the communication hole 41, and the power receiving pin 36. Pressed against. An insulating material 43 is filled between the conductive needle 38 and the inner wall of the communication hole 41 so that no leakage occurs between the conductive needle 38 and the cylinder head 3. The reason why the spring 42 is arranged in the middle of the conductive path is to absorb the change in the dimensions of the constituent members of the engine 1 due to thermal expansion by the expansion and contraction of the spring 42.

  A terminal 45 is formed on the proximal end side of the conductive needle 38. The conductive needle 38 and the spring 42 are accommodated in a holder 46 made of an insulating material, and the holder 46 is fixed by screwing the flange portion 47 to the cylinder head 3 with a screw 48. When a resistor for suppressing radio wave noise is inserted, it is preferably inserted between the spring 42 and the terminal 45.

  Here, the power receiving pin 36 extends from the ignition ring 33 to the upper side in the cylinder axial direction, the pin receiving hole 40 for receiving the pin, and the communication hole 41 for receiving the conductive needle 38 for supplying voltage to the power receiving pin 36 are provided in the cylinder. Although it is formed in the head 3, the power receiving pin 36 may be extended downward in the axial direction of the cylinder 5, and the pin receiving hole 40 and the communication hole 41 may be formed in the cylinder block 4.

  As mentioned above, although embodiment of this invention was described, the said embodiment can also be implemented combining suitably.

1 is a schematic configuration diagram of a multipoint ignition engine according to the present invention. It is the figure which showed the structure of the head gasket. It is the figure which showed the relationship between the number of peripheral ignition gaps, and the gap width | variety which can fly a spark stably. It is a figure for demonstrating the manufacturing method of a head gasket. It is the figure which showed the mode of the flame propagation inside a combustion chamber. It is the figure which showed the relationship between the number of peripheral ignition gaps, and the upper limit (lean limit) of an excess air ratio. It is a figure which shows the 2nd Embodiment of this invention. It is a figure which similarly shows the 2nd Embodiment of this invention, and has shown the upper surface of the piston. It is a figure which shows the partial modification of the 2nd Embodiment of this invention. Similarly, it is a figure which shows the partial modification of the 2nd Embodiment of this invention, and has shown the upper surface of the piston. It is a figure which shows the 3rd Embodiment of this invention. It is a figure which shows the 4th Embodiment of this invention. It is a figure which shows the 5th Embodiment of this invention. It is a figure which shows the 6th Embodiment of this invention. It is a figure which shows the 7th Embodiment of this invention. It is XVI-XVI sectional drawing of FIG. It is a figure which shows the partial modification of the 7th Embodiment of this invention. It is XVIII-XVIII sectional drawing of FIG. It is XIX-XIX sectional drawing of FIG. It is a figure which shows the partial modification of the 7th Embodiment of this invention. It is a figure which shows the partial modification of the 7th Embodiment of this invention. It is a figure which shows the 8th Embodiment of this invention. It is a figure which shows the some modification of the 8th Embodiment of this invention. It is a figure which shows the 9th Embodiment of this invention. Similarly, the ninth embodiment of the present invention is shown, and the structure of the power receiving pin of the ignition ring is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Multipoint ignition engine 2 Combustion chamber 3 Cylinder head 4 Cylinder block 5 Cylinder 6 Piston 8 Spark plug 9 Central electrode pair 10 Central ignition gap 11 Central terminal 12 Peripheral electrode pair 13 Peripheral ignition gap 15 Head gasket 18 Conductive member 20 Peripheral terminal 23, 24 Leak prevention recess 31 Ignition coil 33 Ignition ring 36 Power receiving pin 38 Conductive needle 41 Communication hole

Claims (1)

A plurality of peripheral electrode pairs which are held by an insulating member interposed between a cylinder head and a cylinder block of the engine and form a plurality of peripheral ignition gaps along the inner periphery of the opening of the cylinder of the engine; In a method for adjusting the heat value of an ignition device for a multipoint ignition engine , comprising a conductive member embedded in an insulating member and connected to the plurality of peripheral electrode pairs ,
Adjusting the heat value by changing at least one of the length, thickness, width , and material of the conductive member ;
Heat value adjustment method of multipoint ignition engine ignition device you wherein a.

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