JP7283055B2 - engine combustion chamber structure - Google Patents

Description

The present invention relates to a combustion chamber structure of an engine capable of partial compression ignition combustion in which part of an air-fuel mixture is subjected to SI combustion by spark ignition and the rest of the air-fuel mixture is subjected to CI combustion by self-ignition.

As a combustion mode of a gasoline engine, part of the air-fuel mixture is forcibly burned (SI combustion) by flame propagation triggered by spark ignition, and the other air-fuel mixture is burned by self-ignition (CI combustion). Compression ignition combustion (SPCCI combustion) is known. A combustion chamber in which SPCCI combustion is performed is often set to a high geometric compression ratio of 15 or more in order to create an environment in which CI combustion is likely to occur. In addition, as a combustion chamber structure of a spark ignition engine with a geometric compression ratio as a term compression ratio, for example, Patent Document 1 discloses that the ceiling surface of the combustion chamber has a pent roof shape and a cavity is formed on the crown surface of the piston, which is the bottom surface of the combustion chamber. A structure for providing is disclosed.

JP 2014-98391 A

In SPCCI combustion, in order to improve combustibility, it is desirable to maintain the swirl flow as much as possible until the latter part of the compression stroke. However, in a high compression ratio engine with a geometric compression ratio of 15 or more, it is not easy to maintain the swirl flow until the latter half of the compression stroke. Further, in an actual engine, for example, general SI combustion and SPCCI combustion are used in combination depending on the engine speed and load. In SI combustion, it is desirable that the tumble flow is maintained as late as possible in the compression stroke. However, the conventional combustion chamber structure has a problem that it is not possible to sufficiently maintain both the tumble flow and the swirl flow until the latter half of the compression stroke while maintaining a high compression ratio.

An object of the present invention is to provide an engine combustion chamber structure that can maintain a swirl flow until the latter half of the compression stroke in a high compression ratio engine that performs SPCCI combustion and has a geometric compression ratio of 15 or more, and also to provide SI combustion and SPCCI. To provide a combustion chamber structure of an engine which can maintain both tumble flow and swirl flow until the latter half of the compression stroke in the same engine which also uses combustion.

An engine combustion chamber structure according to one aspect of the present invention has a combustion chamber defined by a crown surface of a piston, an inner wall surface of a cylinder in which the piston is slidably accommodated, and a pent roof type ceiling surface. And the geometric compression ratio of the combustion chamber is 15 or more, and a part of the air-fuel mixture is SI-burned by spark ignition and the other air-fuel mixture is CI-burned by self-ignition. In the combustion chamber structure, the ceiling surface is provided with an intake port and an exhaust port, and the crown surface is perpendicular to the array direction of the bowl-shaped cavity and the intake port and the exhaust port. a pair of protuberances protruding in the cylinder axial direction in the outer peripheral region between the cavity and the piston outer edge in the direction of the piston and having a chevron shape along the pent roof type ceiling surface, the cavity is a recessed area below the cavity, and when viewed in plan from the ceiling surface side in the axial direction of the cylinder, the bottom portion has a circular outer peripheral edge, and when viewed in cross section along the orthogonal direction, , one side wall portion located on one side of the bottom portion and the other side wall portion located on the other side in the orthogonal direction, wherein the one side wall portion extends from the outer peripheral edge of the bottom portion to the pair of raised portions. The other side wall portion is formed by a curved surface extending to the ridge portion on the ceiling surface side of the raised portion on one side of the pair of raised portions, and the other side wall portion is the raised portion on the other side of the pair of raised portions. When the diameter of the outer peripheral edge of the bottom of the cavity is D and the diameter of the piston is B, the diameter B of the piston and the diameter of the cavity B/D, which is a ratio to the diameter D, is set within a range of 1.19 or more and 2.94 or less, and the cavity is perpendicular to the It is characterized by having an elliptical shape that is wide in the direction.

According to this combustion chamber structure, by setting B/D within the above range, the cavity can have a relatively large bottom portion, and the swirl flow can be easily maintained. That is, it becomes easy for the swirl flow to flow stably along the bottom. Therefore, the swirl flow can be maintained until the latter part of the compression stroke when the volume of the combustion chamber becomes narrow. When B/D is larger than 2.94, the diameter D of the cavity becomes relatively small, and there is a marked tendency that the swirl flow cannot be maintained due to insufficient space for the swirl flow. On the other hand, if B/D is less than 1.19, the volume of the cavity becomes too large, making it difficult to secure the geometric compression ratio of 15 or more required for SPCCI combustion.
In addition, since the cavity has a shape that widens in the flow direction of the tumble flow, the tumble flow can be easily guided by the cavity, contributing to the stable flow of the tumble flow.

An engine combustion chamber structure according to another aspect of the present invention includes a combustion chamber defined by a crown surface of a piston, an inner wall surface of a cylinder in which the piston is slidably accommodated, and a pent roof-type ceiling surface. The combustion chamber has a geometric compression ratio of 15 or more, SI combustion in which the air-fuel mixture is burned by spark ignition, and SI combustion of a part of the air-fuel mixture by spark ignition and the other air-fuel mixture is automatically burned. A combustion chamber structure for an engine that performs jointly with partial compression ignition combustion for CI combustion by ignition, wherein the ceiling surface includes an intake port and an exhaust port, and the crown surface is recessed in a bowl shape. and a pent roof type ceiling surface protruding in the cylinder axial direction in an outer peripheral region between the cavity and the outer edge of the piston in a direction perpendicular to the arrangement direction of the intake port and the exhaust port. and a pair of protruding portions having a chevron shape along the line, wherein the cavity is a recessed lower region of the cavity and has a circular outer peripheral edge in a plan view from the ceiling surface side in the cylinder axial direction. a bottom portion; and one side wall portion located on one side and the other side wall portion located on the other side of the bottom portion in the orthogonal direction when viewed in cross section along the orthogonal direction, One side wall portion is formed of a curved surface extending from the outer peripheral edge of the bottom portion to a ridge portion on the ceiling surface side of one of the pair of raised portions, and the other side wall portion is the bottom portion. from the outer peripheral edge of the pair of raised portions to the ridge on the ceiling surface side of the other raised portion of the pair of raised portions, the diameter of the outer peripheral edge of the bottom of the cavity is D, the piston When B is the diameter of the It is characterized by having an elliptical shape that is wide in the orthogonal direction in a plan view from the ceiling surface side in the axial direction of the cylinder.

According to this combustion chamber structure, by setting B/D within the above range, the cavity can have a relatively large bottom portion, and the swirl flow can be easily maintained. That is, it becomes easy for the swirl flow to flow stably along the bottom. Furthermore, the tumble flow can also be made easier to gather in the cavity. As described above, it becomes easier to maintain the swirl flow and the tumble flow in the cavity. Therefore, the swirl flow and the tumble flow can be maintained until the latter part of the compression stroke when the volume of the combustion chamber becomes narrow. When B/D is larger than 2.20, the diameter D of the cavity becomes relatively small, and there is a pronounced tendency to impede the stable flow of the tumble flow along the bottom. On the other hand, when B/D is less than 1.19, the cavity volume becomes too large, and it becomes difficult to secure the geometric compression ratio of 15 or more required for SPCCI combustion.
In addition, since the cavity has a shape that widens in the flow direction of the tumble flow, the tumble flow can be easily guided by the cavity, contributing to the stable flow of the tumble flow.

In the above combustion chamber structure, the bottom portion of the cavity is a region having a constant curvature including the deepest portion of the cavity, and the outer edge of the region having a constant curvature extends from the ceiling surface side in the axial direction of the cylinder. It is desirable to be circular in plan view .

According to this combustion chamber structure, the bottom of the cavity becomes a region having a constant curvature, so that the swirl flow and the tumble flow can easily flow in the cavity.

According to the present invention, in a high compression ratio engine with a geometric compression ratio of 15 or more that performs SPCCI combustion, an engine combustion chamber structure that can maintain a swirl flow until the latter half of the compression stroke, and SI combustion and SPCCI combustion are combined. In the same engine, it is possible to provide an engine combustion chamber structure that can maintain both the tumble flow and the swirl flow until the latter half of the compression stroke.

FIG. 1 is a system diagram showing the overall configuration of a partial compression ignition engine to which a combustion chamber structure according to the present invention is applied. FIG. 2 is a schematic perspective view of one cylinder provided in the engine. FIG. 3 is a schematic plan view showing the structure of a cylinder and an intake/exhaust system in the vicinity thereof. FIG. 4 is a block diagram showing an engine control system. FIG. 5 is an operation map in which the engine operation regions are divided according to the difference in combustion mode. FIG. 6 is a time chart for schematically explaining combustion control performed in each operating region of the engine. FIG. 7 is a graph showing the waveform of the heat release rate during SPCCI combustion (partial compression ignition combustion). FIG. 8 is a perspective view of a piston. FIG. 9 is a plan view of the crown surface of the piston. 10 is a cross-sectional view taken along the line XX of FIG. 9. FIG. 11 is a cross-sectional view taken along line XI-XI of FIG. 9. FIG. FIG. 12 is a perspective view of the piston with various parameters associated with the cavity. FIGS. 13A to 13D are diagrams schematically showing the flow of the tumble flow during the intake stroke. FIGS. 14A to 14D are diagrams schematically showing the tumble flow in the compression stroke. FIG. 15(A) is a schematic cross-sectional view of the combustion chamber corresponding to the state of FIG. 14(D), and FIG. 15(B) is a schematic cross-sectional view of the combustion chamber at compression TDC. FIGS. 16A to 16D are diagrams schematically showing swirl flow in the intake stroke. FIGS. 17A to 17D are diagrams schematically showing swirl flow in the compression stroke. FIG. 18(A) is a schematic diagram showing the state of swirl flow generation in the combustion chamber corresponding to the state of FIG. 17(D), and FIG. 18(B) is the state of swirl flow generation in the combustion chamber at compression TDC. It is a schematic diagram showing. FIG. 19 is a graph showing the effect of maintaining tumble flow and swirl flow when this embodiment is adopted. FIG. 20 is a graph showing the relationship between the diameter D of the bottom of the cavity and the compression ratio. FIG. 21(A) is a schematic diagram showing a tumble flow when B/D is set within the proper range, and FIG. 21(B) is a schematic diagram showing a swirl flow when B/D exceeds the proper range. 21(C) is a schematic diagram showing a tumble flow when B/D exceeds the appropriate range.

[Overall structure of the engine]
BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail based on the drawings. First, referring to the system diagram shown in FIG. 1, the overall configuration of a partial compression ignition engine (hereinafter simply referred to as engine) to which the combustion chamber structure according to the present invention is applied will be described. The engine shown in FIG. 1 is a four-cycle gasoline direct-injection engine mounted on a vehicle as a power source for running. An exhaust passage 40 through which exhaust gas discharged from the engine body 1 flows; an external EGR device 45 that recirculates a part of the exhaust gas flowing through the exhaust passage 40 to the intake passage 30; and a fuel system 150 that supplies fuel to the engine.

The engine body 1 includes a cylinder block 3 in which a cylinder 2 is formed, a cylinder head 4 attached to the upper surface of the cylinder block 3 so as to block the cylinder 2 from above, and a piston 5 accommodated in the cylinder 2. and The engine body 1 is typically of a multi-cylinder type having a plurality of (for example, four) cylinders, but only one cylinder 2 is shown in FIG. 1 for the sake of simplification. FIG. 2 shows one cylinder 2 in a schematic perspective view. The piston 5 has an outer diameter corresponding to the bore diameter B of the cylinder 2 and is accommodated in the cylinder 2 so as to be able to reciprocate with a predetermined stroke S. A crankshaft 7 that is an output shaft of the engine body 1 is provided below the piston 5 . The crankshaft 7 is connected to the piston 5 via a connecting rod 8 and is driven to rotate about the central axis according to the reciprocating motion of the piston 5 .

A combustion chamber 6 is defined above the piston 5 . The fuel is supplied to the combustion chamber 6 by injection from an injector 15, which will be described later. The supplied fuel burns while being mixed with air in the combustion chamber 6, and the piston 5, which is pushed down by the expansion force due to the combustion, reciprocates in the vertical direction. The combustion chamber wall surfaces defining the combustion chamber 6 are the inner wall surface of the cylinder 2, the crown surface 50 that is the upper surface of the piston 5, and the combustion chamber ceiling surface 6U that is the bottom surface of the cylinder head 4 (the intake valve 11 and the exhaust valve 12). (including each valve face). The combustion chamber ceiling surface 6U has an upwardly convex pent roof shape.

The geometric compression ratio of the cylinder 2, that is, the ratio between the volume of the combustion chamber 6 when the piston 5 is at top dead center and the volume of the combustion chamber 6 when the piston 5 is at bottom dead center, is determined by SPCCI combustion, which will be described later. A value suitable for (partial compression ignition combustion) is set to a high compression ratio of 15 or more and 30 or less, preferably 15 or more and 18 or less. By setting the geometric compression ratio to a high compression ratio of 15 or more, it is possible to create an environment in which the mixture in the combustion chamber 6 is likely to undergo compression ignition.

A crank angle sensor SN1 and a water temperature sensor SN2 are assembled to the cylinder block 3 . The crank angle sensor SN1 detects the rotation angle (crank angle) of the crankshaft 7 and the rotation speed of the crankshaft 7 (engine rotation speed). The water temperature sensor SN2 detects the temperature of cooling water (engine water temperature) flowing through the cylinder block 3 and the cylinder head 4 .

On the combustion chamber ceiling surface 6U of the cylinder head 4, there are an intake port 9 and an exhaust port 10 that open toward the combustion chamber 6, an intake valve 11 that opens and closes the intake port 9, and an exhaust valve 12 that opens and closes the exhaust port 10. is provided. As shown in FIGS. 2 and 3, the valve type of the engine of this embodiment is a 4-valve type consisting of 2 intake valves and 2 exhaust valves. FIG. 3 is a schematic plan view showing the structure of the cylinder 2 and its adjacent intake and exhaust system. The intake port 9 has a first intake port 9A and a second intake port 9B, and the exhaust port 10 has a first exhaust port 10A and a second exhaust port 10B. One intake valve 11 is provided for each of the first intake port 9A and second intake port 9B, and one exhaust valve 12 is provided for each of the first exhaust port 10A and second exhaust port 10B. there is

As shown in FIG. 3, of the first and second intake ports 9A and 9B, the second intake port 9B is provided with a swirl valve 17 capable of opening and closing the second intake port 9B. When the swirl valve 17 is driven in the closing direction, the proportion of intake air flowing into the combustion chamber 6 from the first intake port 9A without the swirl valve 17 increases. Therefore, it is possible to strengthen the swirling flow that swirls around the cylinder axis AX (the central axis of the combustion chamber 6), that is, the swirl flow. Conversely, the swirl flow can be weakened by driving the swirl valve 17 in the opening direction. The intake port 9 of this embodiment is a tumble port capable of forming a tumble flow (longitudinal vortex). Therefore, the swirl flow formed when the swirl valve 17 is closed becomes an oblique swirl flow mixed with the tumble flow.

The intake valve 11 and the exhaust valve 12 are driven to open and close in conjunction with rotation of the crankshaft 7 by valve mechanisms 13 and 14 including a pair of camshafts disposed in the cylinder head 4 . The valve mechanism 13 for the intake valve 11 has an intake VVT 13a capable of changing the opening/closing timing of the intake valve 11, and the valve mechanism 14 for the exhaust valve 12 has an exhaust VVT 14a capable of changing the opening/closing timing of the exhaust valve 12. are built into each. The intake and exhaust VVTs 13a and 14a are so-called phase-type variable mechanisms that change the opening and closing timings of the intake valve 11 and the exhaust valve 12 simultaneously and by the same amount.

An injector 15 and a spark plug 16 are assembled to the cylinder head 4 . The injector 15 injects fuel supplied from the fuel system 150 into the combustion chamber 6 . The spark plug 16 ignites a mixture of fuel injected from the injector 15 into the combustion chamber 6 and air introduced into the combustion chamber 6 through the intake ports 9 (9A, 9B). The cylinder head 4 is further provided with an in-cylinder pressure sensor SN3 that detects the pressure in the combustion chamber 6 (in-cylinder pressure). As shown in FIG. 2, the injector 15 is arranged in the radial center of the combustion chamber ceiling surface 6U so that the tip (injection hole) is exposed near the top of the pent roof. Also, the spark plug 16 is a pent roof inclined portion on the combustion chamber ceiling surface 6U, and is arranged so that the tip portion (electrode portion) is exposed between the pair of intake ports 9A and 9B.

The injector 15 is a multi-hole type injector having a plurality of nozzle holes at its tip, and can radially inject fuel from the plurality of nozzle holes. The region of symbol G in FIG. 2 represents the spray of fuel injected from each injection hole. As will be described in detail later, the crown surface 50 of the piston 5 is formed with a cavity 51 formed by recessing a radially central region thereof toward the opposite side (downward) of the cylinder head 4 . A tip portion of the injector 15 faces a cavity 51 , and fuel is injected from the injection hole toward the cavity 51 .

A fuel system 150 that supplies fuel to the injectors 15 includes a fuel tank 151 , a fuel pump 152 , a fuel rail 153 and a purge passage 154 . Fuel tank 151 is a tank that stores fuel. Fuel pump 152 is an in-tank pump, and pumps fuel from fuel tank 151 to fuel rail 153 . A fuel rail 153 distributes fuel to the injectors 15 provided in each cylinder 2 . The purge passage 154 is a passage for recovering vaporized fuel in the fuel tank 151 and introducing it into the intake passage 30 for combustion.

The intake passage 30 is connected to one side surface of the cylinder head 4 so as to communicate with the intake port 9 . Air (fresh air) taken from the upstream end of the intake passage 30 is introduced into the combustion chamber 6 through the intake passage 30 and the intake port 9 . The intake passage 30 includes, in order from the upstream side thereof, an air cleaner 31 that removes foreign matter from the intake air, a throttle valve 32 that can be opened and closed to adjust the flow rate of the intake air, a supercharger 33 that compresses and delivers the intake air, and a supercharger. An intercooler 35 is provided to cool the intake air compressed by the feeder 33 .

At appropriate locations in the intake passage 30 are an air flow sensor SN4 for detecting the flow rate of the intake air, first and second intake temperature sensors SN5 and SN7 for detecting the temperature of the intake air, and first and second intake air pressure sensors for detecting the pressure of the intake air. Air pressure sensors SN6 and SN8 are provided. The airflow sensor SN4 and the first intake air temperature sensor SN5 are provided at a portion between the air cleaner 31 and the throttle valve 32 in the intake passage 30, and detect the flow rate and temperature of the intake air passing through these portions. The first intake pressure sensor SN6 is provided between the throttle valve 32 and the supercharger 33 in the intake passage 30 and downstream of a connection port of the EGR passage 451, which will be described later. Detects intake pressure. The second intake air temperature sensor SN7 is provided at a portion between the supercharger 33 and the intercooler 35 in the intake passage 30, and detects the temperature of the intake air passing through that portion. A second intake pressure sensor SN8 detects the pressure of intake air between the intercooler 35 and the intake port 9 in the intake passage 30 .

The supercharger 33 is a mechanical supercharger (supercharger) mechanically linked to the engine body 1 . The specific type of the supercharger 33 is not particularly limited, but any known supercharger such as Lysholm type, Roots type, or centrifugal type can be used as the supercharger 33 . The supercharger 33 is provided with an electromagnetic clutch 34 that can be electrically switched between engagement and disengagement. When the electromagnetic clutch 34 is engaged, driving force is transmitted from the engine body 1 to the supercharger 33, and supercharging by the supercharger 33 is performed. On the other hand, when the electromagnetic clutch 34 is released, the transmission of the driving force is interrupted and the supercharging by the supercharger 33 is stopped.

The intake passage 30 is provided with a bypass passage 36 for bypassing the supercharger 33 and allowing intake air to flow. The bypass passage 36 is provided with a bypass valve 37 capable of opening and closing the bypass passage 36 . The bypass passage 36 branches off from the intake passage 30 on the upstream side of the supercharger 33 and forms a confluence portion 38 that merges with the intake passage 30 on the downstream side of the intercooler 35 . This junction 38 is arranged near a surge tank (not shown). The bypass passage 36 is also a passage that connects an EGR passage 451, which will be described later, and the surge tank.

The exhaust passage 40 communicates with the exhaust port 10 of each cylinder 2 through an exhaust manifold 41 . The burned gas generated in each combustion chamber 6 is discharged to the outside through the exhaust port 10, the exhaust manifold 41 and the exhaust passage 40. The exhaust passage 40 is provided with an upstream catalytic converter 42 and a downstream catalytic converter 43, respectively, on the upstream side and the downstream side in the exhaust gas flow direction. The upstream catalytic converter 42 is equipped with a three-way catalyst 421 and a GPF (gasoline particulate filter) 422 . The three-way catalyst 421 collects harmful components (HC, CO, NOx) contained in the exhaust gas flowing through the exhaust passage 40 . The GPF 422 collects particulate matter typified by soot contained in the exhaust gas. The downstream catalytic converter 43 is a catalytic converter containing an appropriate catalyst such as a three-way catalyst or a NOx catalyst.

A linear _O2 sensor SN9 that detects the concentration of oxygen contained in the exhaust gas is arranged in the exhaust passage 40 upstream of the upstream catalytic converter 42 . The linear _O2 sensor SN9 is a sensor whose output value linearly changes according to the concentration of oxygen, and it is possible to estimate the air-fuel ratio of the air-fuel mixture based on the output value. A NOx sensor SN9 is arranged between the three-way catalyst 421 and the GPF 422 to measure the NOx concentration in the exhaust gas.

The external EGR device 45 has an EGR passage 451 connecting the exhaust passage 40 and the intake passage 30 , and an EGR cooler 452 and an EGR valve 453 provided in the EGR passage 451 . The EGR passage 451 connects a portion of the exhaust passage 40 downstream of the upstream catalytic converter 42 and a portion of the intake passage 30 between the throttle valve 32 and the supercharger 33 . The EGR cooler 452 cools the exhaust gas (external EGR gas) recirculated from the exhaust passage 40 to the intake passage 30 through the EGR passage 451 by heat exchange. The EGR valve 453 is arranged in the EGR passage 451 downstream of the EGR cooler 452 and adjusts the flow rate of the exhaust gas flowing through the EGR passage 451 .

[Control system]
Next, a control system for the engine described above will be described. FIG. 4 is a block diagram showing an engine control system. A control system includes an ECU 20 . The ECU 20 is a microprocessor for overall control of the engine, and includes a well-known CPU, ROM, RAM, and the like.

Detection signals from various sensors are input to the ECU 20 . The ECU 20 includes the crank angle sensor SN1, the water temperature sensor SN2, the in-cylinder pressure sensor SN3, the airflow sensor SN4, the first and second intake air temperature sensors SN5 and SN7, the first and second intake pressure sensors SN6 and SN8, and the linear _{O2 sensor.} It is electrically connected to sensor SN9 and _NOx sensor SN10. Information detected by these sensors (i.e., crank angle, engine speed, engine water temperature, cylinder pressure, intake flow rate, intake air temperature, intake pressure, exhaust gas oxygen concentration, NOx concentration, etc.) is sequentially input to the ECU 20. be. The vehicle is also provided with an accelerator sensor SN11 that detects the opening of an accelerator pedal (not shown). A detection signal from the accelerator sensor SN11 is also input to the ECU 20 .

The ECU 20 controls each part of the engine while executing various determinations and calculations based on the input information from each sensor. That is, the ECU 20 is electrically connected to the intake VVT 13a, the exhaust VVT 14a, the injector 15, the spark plug 16, the swirl valve 17, the throttle valve 32, the electromagnetic clutch 34, the bypass valve 37, the EGR valve 453, and the like. Control signals are output to each of these devices based on the results of the above.

The ECU 20 functionally controls the calculation unit 21, the injection control unit 22, the ignition control unit 23, the swirl control unit 24, the intake control unit 25, the EGR control unit 26, and the general control unit 27 by executing a predetermined program. It works as if it were equipped.

The injection control unit 22 is a control module that controls the fuel injection operation of the injector 15 . The ignition control unit 23 is a control module that controls the ignition operation of the spark plug 16 . The swirl control section 24 is a control module that controls the degree of opening of the swirl valve 17 . The intake control unit 25 is a control module that adjusts the flow rate and pressure of intake air introduced into the combustion chamber 6 , and controls the opening degrees of the throttle valve 32 and the bypass valve 37 and ON/OFF of the electromagnetic clutch 34 . The EGR control unit 26 is a control module that adjusts the amount of EGR gas introduced into the combustion chamber 6 , and controls each operation of the intake VVT 13 a and the exhaust VVT 14 a and the opening of the EGR valve 453 .

The calculation unit 21 is a control module that executes various calculations for determining control target values by the control units 22 to 26 and determining the operating state of the engine. The overall control unit 27 comprehensively controls the calculation unit 21 and the respective control units 22 to 26 according to the operating scene of the engine, etc., and executes necessary calculations and controls.

[Control according to operating conditions]
FIG. 5 is an operation map used when the engine is warm according to the present embodiment, and is a diagram showing differences in control according to engine rotation speed/load. In the following description, a high (low) engine load is equivalent to a high (low) required torque of the engine.

When the engine is in a warm state, the operating range of the engine is roughly divided into three operating ranges A1 to A3 depending on the combustion mode. These operating regions A1 to A3 are called a first operating region A1, a second operating region A2, and a third operating region A3, respectively. The third operating region A3 is a high speed region where the rotation speed is high. The first operating range A1 is a low/medium speed/low load range obtained by excluding a portion of the high load side from the range on the low speed side of the third operating range A3. The second operating area A2 is a remaining area other than the first and third operating areas A1 and A3, that is, a low/medium speed/high load area. The combustion mode and the like selected in each operating range will be described below in order.

<First operating region>
In the low/medium speed/low load first operating region A1, partial compression ignition combustion (hereinafter referred to as SPCCI combustion) combining SI combustion and CI combustion is performed. SI combustion is a combustion mode in which the air-fuel mixture is ignited by a spark generated from the spark plug 16, and the air-fuel mixture is forcibly burned by flame propagation that spreads the combustion area from the ignition point to the surroundings. . CI combustion is a combustion mode in which an air-fuel mixture is combusted by self-ignition under an environment of high temperature and high pressure due to compression of the piston 5 . SPCCI combustion, which is a combination of these SI combustion and CI combustion, involves SI combustion of part of the air-fuel mixture in the combustion chamber 6 by spark ignition performed in an environment just before the air-fuel mixture self-ignites. This is a combustion mode in which another air-fuel mixture in the combustion chamber 6 is later CI-burned by self-ignition (due to further increase in temperature and pressure accompanying the SI combustion). “SPCCI” is an abbreviation for “Spark Controlled Compression Ignition”.

SPCCI combustion has the property that heat release during CI combustion is steeper than heat release during SI combustion. FIG. 7 is a graph showing the waveform of the heat release rate during SPCCI combustion. A point X1 in the waveform is a heat release point (crank angle θsi) at which the heat release rate rises with the start of SI combustion. After the heat release point, the slope of the rise at the beginning of combustion corresponding to SI combustion is smaller than the slope of rise corresponding to subsequent CI combustion. That is, the waveform of the heat release rate during SPCCI combustion has a first heat release rate portion R1 with a relatively small rising slope based on SI combustion and a second heat release rate portion R1 with a relatively large rising slope based on CI combustion. and R2 are formed so as to be continuous in this order. Further, in response to such a tendency of the heat release rate, in SPCCI combustion, the pressure rise rate (dp/dθ) in the combustion chamber 6 occurring during SI combustion is smaller than that during CI combustion.

When the temperature and pressure in the combustion chamber 6 increase due to SI combustion, the unburned air-fuel mixture self-ignites and CI combustion starts. At the timing when this CI combustion starts, the slope of the waveform of the heat release rate changes from low to high. That is, the waveform of the heat release rate in SPCCI combustion has an inflection point (point X2 in FIG. 7=crank angle θci) that appears at the timing when CI combustion starts.

After the start of CI combustion, SI combustion and CI combustion are performed in parallel. In CI combustion, the combustion speed of air-fuel mixture is faster than in SI combustion, so the heat generation rate is relatively large. However, since CI combustion is performed after compression top dead center, the slope of the heat release rate waveform does not become excessive. That is, when the compression top dead center is passed, the motoring pressure drops due to the descent of the piston 5, which suppresses the rise in the heat release rate, thereby avoiding an excessive increase in dp/dθ during CI combustion. be. In this way, in SPCCI combustion, CI combustion is performed after SI combustion. ), combustion noise can be suppressed.

SPCCI combustion also ends with the end of CI combustion. Since the CI combustion has a higher combustion speed than the SI combustion, it is possible to advance the combustion end timing as compared to the simple SI combustion (when all the fuel is SI-burned). In other words, in SPCCI combustion, the end of combustion can be brought closer to compression top dead center in the expansion stroke. As a result, SPCCI combustion can improve fuel consumption performance compared to simple SI combustion. When executing SPCCI combustion in the first operating region A1, the overall control unit 27 of the ECU 20 causes the control units 22 to 26 to perform the following controls.

Regarding the spark ignition, the overall control unit 27 generates sparks from the spark plug 16 twice, and with the second spark ignition as a trigger, executes control for SPCCI combustion of the air-fuel mixture. Specifically, the spark plug 16 (ignition control unit 23) generates a spark at a timing sufficiently advanced from the top dead center of the compression stroke, and generates a spark at a timing closer to the top dead center of the compression stroke than the preceding ignition. to generate the main ignition and Pre-ignition is performed either early or mid compression stroke (BTDC 180-60° CA). Main ignition is ignition that starts SI combustion, and is performed within a period from the latter half of the compression stroke to the beginning of the expansion stroke (BTDC60-ATDC60°CA). Preliminary ignition may be executed in the intake stroke after fuel injection.

FIG. 6 is a time chart for schematically explaining combustion control performed in each operating region of the engine. At operating points P1 and P2 on the low-load side in the first operating region A1, the ignition control unit 23 controls the spark plug 16 so that, as shown in charts (a) and (b) of FIG. Pre-ignition is performed at the end of the compression stroke, and main ignition is performed at the end of the compression stroke. However, the advance ignition timing at the operating point P2 on the high load side is set to be more advanced than the advance ignition timing at the operating point P1 on the low load side. This is interlocked with the timing of the second injection (the last fuel injection in one cycle), which will be described later. That is, the ignition control unit 23 adjusts the timing of the advance ignition in conjunction with the timing of the second injection so that the crank angle period from the end timing of the second injection to the advance ignition is maintained substantially constant. Advance. The injection control unit 22 changes the timing of the second injection according to the engine load (operating state), and the ignition control unit 23 changes the timing of the advance ignition from the end timing of the second injection before and after changing the timing of the second injection. To change the timing of advance ignition so that the period to timing is maintained substantially constant.

Pre-ignition, which is performed at a timing well advanced from compression top dead center, does not cause flame propagation of the air-fuel mixture. This pre-ignition raises the air-fuel mixture around the spark (arc) to a target temperature of 850 K or more and less than 1140 K to cleave the fuel components (hydrocarbons) to produce intermediate products containing OH radicals. It is done for the purpose of Also, the energy of the pre-ignition is made smaller than the energy of the main ignition to ensure that flame propagation does not occur. Therefore, even if such pre-ignition is performed, substantially no flame is formed in the air-fuel mixture, and SI combustion is not initiated.

On the other hand, the high-energy main ignition, which is performed relatively close to compression top dead center, causes flame propagation of the air-fuel mixture and causes SI combustion. When SI combustion is started, the temperature and pressure of the combustion chamber 6 are increased, which causes CI combustion. That is, SPCCI combustion is started with the main ignition, a part of the mixture in the combustion chamber 6 burns due to flame propagation (SI combustion), and the rest of the mixture burns due to self-ignition (CI combustion).

The injector 15 divides the fuel to be injected in one cycle into two times and injects it during the intake stroke. In the first operating region A1, the injection control unit 22 controls the injector 15 to inject fuel in two steps, the first injection and the second injection, within a predetermined period earlier than the preceding ignition. . At operating points P1 and P2, the injector 15 starts the first injection in the first half of the intake stroke and the second injection in the second half of the intake stroke, as shown in charts (a) and (b) of FIG. However, the start timing of the second injection at the operating point P2 on the high load side is set to be more advanced than the start timing of the second injection at the operating point P1 on the low load side.

The timing of the second injection is advanced as the load increases within the first operating region A1. The total amount of fuel injected from the injector 15 by split injection is set so as to increase on the high load side where the required torque increases. Further, the split ratio of the first injection and the second injection is set so that the ratio of the first injection decreases as the load increases (the injection amount is the first injection>the second injection). For example, the split ratio of the first and second injections is set to vary from approximately 9:1 to 6:4 from the low load side to the high load side within the first operating region A1. As a result, it is possible to avoid the deterioration of emission performance due to excessive stratification of the fuel.

During operation in the first operating region A1, the opening degree of the throttle valve 32 is set to such an opening degree that more air than the amount of air corresponding to the stoichiometric air-fuel ratio is introduced into the combustion chamber 6 through the intake passage 30. . That is, the intake control unit 25 controls the air-fuel ratio, which is the weight ratio between the air (fresh air) introduced into the combustion chamber 6 through the intake passage 30 and the fuel injected into the combustion chamber 6 by the first and second injections. (A/F) is larger than the theoretical air-fuel ratio (14.7), the opening of the throttle valve 32 is set relatively high (A/F lean). As a result, more air than the amount of air corresponding to the stoichiometric air-fuel ratio is introduced into the combustion chamber 6 through the intake passage 30 .

The overall control unit 27 turns off the turbocharger 33 in the inner region of the supercharging line T (low speed side of the first operating region A1) shown in FIG. On the high speed side of the area A1). On the low speed side of the first operating region A1, the electromagnetic clutch 34 is released to disconnect the supercharger 33 and the engine body 1, and the bypass valve 37 is fully opened, so that the supercharger 33 Supercharging is stopped. On the other hand, on the high speed side of the first operating region A1, the electromagnetic clutch 34 is engaged and the supercharger 33 and the engine body 1 are connected, whereby supercharging by the supercharger 33 is performed. At this time, the intake control unit 25 controls the boost pressure detected by the second intake pressure sensor SN8 so that it matches a predetermined target pressure for each operating condition of the engine (conditions such as rotational speed and load). , controls the degree of opening of the bypass valve 37 .

The EGR control unit 26 opens the EGR valve 453 in many regions within the first operating region A1 so as to achieve an in-cylinder temperature suitable for SPCCI combustion. That is, the EGR valve 453 is opened so that the external EGR that recirculates the exhaust gas to the combustion chamber 6 through the EGR passage 451 is realized. The opening degree of the EGR valve 453 is adjusted so as to achieve an in-cylinder temperature suitable for obtaining a desired SPCCI combustion waveform.

The swirl control unit 24 sets the degree of opening of the swirl valve 17 to a low degree of opening lower than half-open (50%). By reducing the opening degree of the swirl valve 17, most of the intake air introduced into the combustion chamber 6 becomes intake air from the first intake port 9A (Fig. 3), and a strong swirl flow is generated in the combustion chamber 6. It is formed. This swirl flow grows during the intake stroke and remains until the middle of the compression stroke, promoting stratification of the fuel. That is, a concentration difference is formed in which the fuel concentration in the radially central portion of the combustion chamber 6 is higher than in the outer region (peripheral portion).

<Second operating region>
In the second operating region A2 of low/medium speed/high load, control is executed for SPCCI combustion of the air-fuel mixture by one spark ignition. In other words, in the second operating region A2, the preceding ignition in the first operating region A1 is omitted, and only main ignition is performed. In order to realize such SPCCI combustion by one-time ignition, in the second operating region A2, the general control section 27 of the ECU 20 controls each section of the engine as follows.

The spark plug 16 performs one spark ignition during the period from the latter half of the compression stroke to the beginning of the expansion stroke. At the operating point P3 included in the second operating region A2, the spark plug 16 performs spark ignition once in the latter half of the compression stroke, as shown in chart (c) of FIG. Triggered by this spark ignition, SPCCI combustion is started, a part of the mixture in the combustion chamber 6 is combusted by flame propagation (SI combustion), and the other mixture is combusted by self-ignition (CI combustion). At operating point P3, the injector 15 performs one fuel injection during the intake stroke to supply the entire amount of fuel to be injected during one cycle, as shown in chart (c) of FIG.

The opening of the throttle valve 32 is such that the amount of air corresponding to the theoretical air-fuel ratio is introduced into the combustion chamber 6 through the intake passage 30, that is, the weight ratio of the air (fresh air) in the combustion chamber 6 to the fuel. is set to an opening (λ≈1) such that the air-fuel ratio (A/F), which is equal to , substantially coincides with the theoretical air-fuel ratio (14.7). The supercharger 33 is turned off in a portion of the low load and low speed side that overlaps the inner region of the supercharging line T, and is turned on in the other region. The EGR valve 453 is opened to an appropriate opening so that an amount of external EGR gas suitable for SPCCI combustion in the second operating region A2 is introduced into the combustion chamber 6 . The degree of opening of the swirl valve 17 is set to a value approximately equal to the degree of opening in the first operating region A1 or a predetermined intermediate degree of opening larger than this.

<Third operating region>
SI combustion is performed in a third operating region A3, which is on the higher speed side than the first and second operating regions A1, A2. In order to realize this SI combustion, the overall control section 27 controls each section of the engine in the third operating region A3 as follows.

The spark plug 16 performs one spark ignition during the period from the latter half of the compression stroke to the beginning of the expansion stroke. For example, at the operating point P4 included in the third operating region A3, the spark plug 16 performs spark ignition once in the latter half of the compression stroke, as shown in chart (d) of FIG. This spark ignition initiates SI combustion, and all of the air-fuel mixture in the combustion chamber 6 is combusted by flame propagation.

The injector 15 injects fuel over a series of periods from the intake stroke to the compression stroke. Since the operating point P4 is a condition of considerably high speed and high load, the amount of fuel to be injected in one cycle is originally large, and the crank angle period required to inject the required amount of fuel is lengthened. do. This is the reason why the fuel injection period at the operating point P4 is longer than any of the other operating points (P1 to P3) already described.

The supercharger 33 is turned on, and supercharging by the supercharger 33 is performed. The boost pressure at this time is adjusted by the bypass valve 37 . The opening degrees of the throttle valve 32 and the EGR valve 453 are controlled so that the air-fuel ratio (A/F) in the combustion chamber 6 becomes the stoichiometric air-fuel ratio or a slightly richer value (λ≦1) than the stoichiometric air-fuel ratio. be. The swirl valve 17 is fully opened. As a result, not only the first intake port 9A but also the second intake port 9B are completely opened, thereby enhancing the charging efficiency of the engine.

[Desired in-cylinder flow in each combustion mode]
In the combustion chamber 6 of the present embodiment, at least a tumble flow and a swirl flow are generated as in-cylinder flows. That is, as described above, the intake ports 9 (9A, 9B) of this embodiment are tumble ports capable of forming a tumble flow. Further, a swirl flow can be formed by opening and closing the swirl valve 17 . The engine of the present embodiment uses both SI combustion and SPCCI combustion. The former combustion mode requires a tumble flow, and the latter combustion mode requires a swirl flow.

In SI combustion, since the combustion is performed exclusively in the high-rotation, high-load region, it is required to improve the thermal efficiency. In order to improve thermal efficiency, it is desirable to maintain the tumble flow from the intake stroke to the latter half of the compression stroke (near compression top dead center) and convert the maintained tumble flow into turbulent flow at once near compression top dead center. By maintaining the tumble flow as much as possible, flame propagation in SI combustion can be sped up, and thermal efficiency can be improved.

On the other hand, in the SPCCI combustion, it is required that the flame (fire source) near the spark plug 16 generated by the preceding SI combustion be carried to the peripheral region of the combustion chamber 6 quickly. It is exclusively the swirl flow that contributes to the transport of the spark to said peripheral region. Therefore, it is desirable to keep the swirl flow near the compression top dead center from the intake stroke. Due to the effect of carrying the spark by the swirl flow, the in-cylinder temperature is increased, and compression ignition in the subsequent CI combustion can be promoted. From the above point of view, the engine according to the present embodiment, which uses both SI combustion and SPCCI combustion, maintains the tumble flow and swirl flow from the intake stroke to near the compression top dead center, unlike ordinary gasoline engines and diesel engines. It is desirable to

[Detailed structure of the piston]
Next, the structure of the piston 5, especially the structure of the crown surface 50 will be described in detail with reference to FIGS. 8 to 11. FIG. In the present embodiment, the crown surface 50 is shaped so that both the tumble flow and swirl flow described above can be maintained up to near the compression top dead center. 8 is a perspective view of the piston 5 shown in FIGS. 1 and 2, FIG. 9 is a plan view of the crown surface 50, FIG. 10 is a cross-sectional view taken along line XX of FIG. 9, and FIG. is a cross-sectional view taken along line XI-XI. In FIGS. 8 to 11, directions of XYZ are indicated in order to ensure clarity of explanation. The Z direction corresponds to the AX direction of the cylinder axis, the X direction corresponds to the longitudinal direction of the engine body 1, which is the extending direction of the crankshaft 7, and the Y direction corresponds to the direction perpendicular to both the Z and X directions. Each figure shows the F side (+X side) and R side (−X side) in terms of the front side and the rear side in the installation direction of the engine body 1, and the side facing the intake port 9 and the exhaust port 10 respectively. In this sense, IN side (+Y side) and EX side (−Y side) are indicated.

The piston 5 includes a piston head 5A and a skirt portion 5S that is continuously provided below the piston head 5A (on the −Z side). The piston head 5A is formed of a cylindrical body, has a crown surface 50 forming a part (bottom surface) of the wall surface of the combustion chamber 6 on the upper surface, and has a side peripheral surface 5C that is in sliding contact with the inner wall surface of the cylinder 2 . The side peripheral surface 5C is provided with a plurality of ring grooves into which piston rings are fitted. The skirt portion 5S is arranged on the +Y side and the -Y side of the piston head 5A, and suppresses the swinging motion of the piston 5 during the reciprocating motion. A piston boss 5B defining a pin hole extending in the X direction is provided below the piston head 5A. A piston pin for connection with the connecting rod 8 is inserted through the pin hole of the piston boss 5B.

The crown surface 50 is a surface facing the combustion chamber ceiling surface 6U in the Z direction. The crown surface 50 includes a bowl-shaped cavity 51 arranged substantially in the center in its radial direction (X direction and Y direction). The cavity 51 is a portion that receives fuel injection from the injector 15, and is a portion where the crown surface 50 is recessed downward (to the -Z side). It should be noted that the term "recessed" as used herein means that the central portion in the radial direction is recessed when the shape of the crown surface along the pent roof-type combustion chamber ceiling surface 6U is assumed. The cavity 51 does not have to constitute the lowest portion.

In a plan view from the +Z side, the outer peripheral portion surrounding the cavity 51 on the crown surface 50 includes an F-side convex portion 52F, an R-side convex portion 52R, an IN-side flat portion 53, an EX-side flat portion 54, and an IN-side slope portion 55. and an EX side slope portion 56 are arranged. The F-side convex portion 52F and the R-side convex portion 52R are convex surfaces adjacent to the +X side and the -X side of the cavity 51, respectively. The IN side plane portion 53 is a plane located on the +Y side of the cavity 51, and the EX side plane portion 54 is a plane located on the -Y side. The IN side slope portion 55 is a slope arranged between the +Y side edge of the cavity 51 and the IN side flat portion 53 . The EX side slope portion 56 is a slope disposed between the −Y side edge of the cavity 51 and the EX side flat portion 54 .

The F-side convex portion 52F and the R-side convex portion 52R (a pair of raised portions) extend in the +Z direction (cylinder axial direction) in the outer peripheral region between the cavity 51 in the crown surface 50 and the side peripheral surface 5C (outer edge portion) of the piston 5. ). Each of the F-side convex portion 52F and the R-side convex portion 52R is composed of a pair of slope portion 521 and ridgeline portion 522 . The pair of inclined surfaces 521 form mountain-shaped inclined surfaces along the pent roof shape of the combustion chamber ceiling surface 6U. The ridge line portion 522 is a flat surface extending in the X direction in a belt shape at the top portion of the pair of slope portions 521 . As shown in FIG. 9, in a plan view from the +Z side (a top view of the crown surface 50), the cavity 51 has an elliptical shape with the major axis in the X direction. That is, the cavity 51 has an elliptical shape that is wide in the extending direction of the ridgeline portion 522, in other words, wide in the direction in which the two intake ports 9A and 9B are arranged. The F-side protrusion 52</b>F and the R-side protrusion 52</b>R have a substantially U-shape that intersects the long axis of the cavity 51 . An F-side flat surface portion 523F and an R-side flat surface portion 523R each having an arc-shaped belt-like flat surface are arranged adjacent to the outer peripheral side of the F-side convex portion 52F and the outer peripheral side of the R-side convex portion 52R, respectively.

The IN side plane portion 53 is an arcuate plane having an arc at the +Y side outer peripheral edge (side peripheral surface 5C) of the crown surface 50 and a straight line extending in the X direction as a chord. The IN-side flat portion 53 is a squish area where a squish flow is formed when the piston 5 moves toward compression top dead center. The EX-side planar portion 54 is an arcuate plane having an arc at the −Y-side outer peripheral edge of the crown surface 50 and a straight line extending in the X direction as a chord. In this embodiment, the IN side flat portion 53 is set to have a larger area than the EX side flat portion 54 . In accordance with this area difference, the bases of the −Y side slope portions 521 of the F-side and R-side protrusions 52F and 52R are longer than the +Y side slope portions 521 . The IN side flat portion 53, the EX side flat portion 54, the F side flat portion 523F and the R side flat portion 523R are planes at substantially the same height position. Of these planes, the IN side plane portion 53 is used as a reference plane for determining the height position of each portion during processing of the crown surface 50 .

The IN side slope portion 55 and the EX side slope portion 56 protrude in the direction (+Y, −Y direction) perpendicular to the extending direction (X direction) of the ridgeline portion 522 in the outer peripheral region of the cavity 51 in the crown surface 50. is set. The IN side slope portion 55 rises to the +Z side toward the radial direction inner side (−Y side) of the crown surface 50 with the position of the chord of the IN side flat portion 53 as the rising position, and reaches the +Y side edge of the cavity 51. It is a sloping surface. The EX side slope portion 56 uses the position of the chord of the EX side flat portion 54 as a rising position, rises to the +Z side toward the radial direction inner side (+Y side) of the crown surface 50, and reaches the -Y side edge of the cavity 51. It is a sloping surface.

The IN-side slope portion 55 and the EX-side slope portion 56 are positioned higher than the base portion of each slope portion 521, and a stepped portion 524 is formed at the boundary between the two. The recessed portion formed by the formation of the stepped portion 524 serves as a valve recess that prevents interference with the intake valve 11 and the exhaust valve 12 . In other words, the IN side slope portion 55 is a protrusion formed between the pair of valve recesses for the intake valves 11, and the EX side slope portion 56 is a protrusion formed between the pair of valve recesses for the exhaust valve 12. .

As shown in FIG. 11, the F-side convex portion 52F and the R-side convex portion The height of the ridgeline portion 522 of 52R is at a high position. In addition, the EX side slope portion 56 is longer in the Y direction than the IN side slope portion 55 . The slopes 55 and 56 have substantially the same inclination angle, and the EX-side slope 56 protrudes to the +Z side higher than the EX-side slope 56 due to its longer length in the Y direction.

The cavity 51 includes a bottom portion 511 , an F side peripheral wall 512</b>F, an R side peripheral wall 512</b>R, an IN side peripheral wall 513 and an EX side peripheral wall 514 . The bottom portion 511 is a portion that forms a lower region of the bowl-shaped cavity 51 . The bottom portion 511 has a curved surface that is gently concave in the -Z direction, and the outer peripheral edge thereof has a circular shape in a plan view from the +Z side. The deepest portion 51B, which is the most recessed point on the −Z side of the cavity 51, is located at the center of the bottom portion 511 in the radial direction. The deepest portion 51B exists at a position slightly shifted to the EX side with respect to the radial center of the piston 5 . The F-side peripheral wall 512F is a curved surface that rises from the +X-side peripheral edge of the bottom portion 511 toward the F-side convex portion 52F. The R-side peripheral wall 512R is a curved surface that rises from the −X-side peripheral edge of the bottom portion 511 toward the R-side convex portion 52R. The height of the F-side peripheral wall 512F and the R-side peripheral wall 512R is highest at the position of each ridge line portion 522 and gradually decreases toward the base of the slope portion 521 . Further, the curvature radii Rf and Rr of the curved surfaces of the F-side peripheral wall 512F and the R-side peripheral wall 512R are smaller than the curvature radius R of the curved surface of the bottom portion 511 .

The IN-side peripheral wall 513 is a curved surface that rises from the +Y-side peripheral edge of the bottom portion 511 toward the IN-side slope portion 55 . The EX side peripheral wall 514 is a curved surface that rises from the −Y side peripheral edge of the bottom portion 511 toward the EX side slope portion 56 . The curvature radii Rin and Rex of the curved surfaces of the IN side peripheral wall 513 and the EX side peripheral wall 514 are also smaller than the curvature radius R of the curved surface of the bottom portion 511 . Since the interval between the valve recesses on the IN side is wider than that on the EX side, the circumferential width of the IN side peripheral wall 513 is longer than that of the EX side peripheral wall 514 .

[Various parameters of the cavity]
FIG. 12 is a diagram showing various parameters related to the cavity 51. As shown in FIG. In the drawing, FR peripheral wall height H1 (height of raised portion), IN side peripheral wall height H2, cavity diameter D, FR peripheral wall length L, bore diameter B and stroke S are shown. The FR peripheral wall height H1 is the height of the F-side protruding portion 52F or the R-side protruding portion 52R, in other words, the height of the R-side peripheral wall 512R or the F-side peripheral wall 512F. The IN-side peripheral wall height H2 is the height of the IN-side slope portion 55 rising, in other words, the height of the IN-side peripheral wall 513 . These heights H1 and H2 are heights from the deepest portion 51B of the cavity 51 (predetermined reference height position).

The cavity diameter D is the diameter of the outer peripheral edge of a region having a constant curvature including the deepest portion 51B in the cavity 51, which is the diameter of the bottom portion 511 in this embodiment. The FR-to-FR peripheral wall length L is the distance between the F-side protruding portion 52F and the R-side protruding portion 52R, in other words, the uppermost portion of the R-side peripheral wall 512R (inner edge of the ridgeline portion 522) and the uppermost portion of the F-side peripheral wall 512F. is the interval between The bore diameter B is the inner diameter of the cylinder 2 as shown in FIG. 2 and has a length corresponding to the diameter of the piston 5 . The stroke S is the length of movement of the piston 5 in the Z direction between TDC (top dead center) and BDC (bottom dead center).

10 and 11 also show parameters related to the curved shape of the cavity 51. FIG. The radii R, Rf, Rr, Rin and Rex are shown in these figures. Radius R is the radius of the curved surface forming bottom 511 of cavity 51 . The outer peripheral edge of the recessed region with the radius R is the boundary between the bottom portion 511 and the other peripheral walls 512R, 512F, 513, 514, and has a circular shape (its diameter=cavity diameter D) when viewed from above. ing. The radius Rf is the radius of the curved surface forming the F-side peripheral wall 512F, and the radius Rr is the radius of the curved surface forming the R-side peripheral wall 512R. In the X-direction cross section of the cavity 51, regions with radii Rf and Rr (F-side peripheral wall 512F and R-side peripheral wall 512R) are connected to +X-side and -X-side ends of the region with radius R (bottom portion 511). ing. Also, the radius Rin is the radius of the curved surface forming the IN-side peripheral wall 513, and the radius Rex is the radius of the curved surface forming the EX-side peripheral wall 514, respectively. In the Y-direction cross section of the cavity 51, regions with radii Rin and Rex (IN-side peripheral wall 513 and REX-side peripheral wall 514) are connected to the +Y-side and -Y-side ends of the region with radius R (bottom portion 511), respectively. ing.

In this embodiment, B/D, which is the ratio of the bore diameter (piston diameter) B and the cavity diameter D, is set within a predetermined range. Specifically, from the viewpoint of maintaining the swirl flow until the latter half of the compression stroke exclusively in SPCCI combustion,
1.19≤B/D≤2.94 (1)
is set so as to satisfy the relationship of

By setting B/D within the range of the formula (1), the cavity 51 having a relatively large bottom portion 511 can be arranged on the crown surface 50, and the swirl flow can be easily maintained. That is, the swirl flow becomes easier to stably flow along the bottom portion 511 . Therefore, the swirl flow can be maintained until the latter part of the compression stroke when the volume of the combustion chamber 6 becomes narrower. Incidentally, when B/D is larger than 2.94, the diameter D of the cavity 51 becomes relatively small, and there is a marked tendency that the swirl flow cannot be maintained due to lack of space for the swirl flow. . Also, if B/D is less than 1.19, the volume of the cavity 51 increases, which is disadvantageous in achieving a high compression ratio. Therefore, it becomes difficult to secure the geometric compression ratio of 15 or more required for SPCCI combustion.

Next, from the viewpoint of using both SI combustion and SPCCI combustion to maintain the swirl flow until the latter half of the compression stroke in SPCCI combustion, and to maintain the tumble flow until the latter half of the compression stroke in high-rpm SI combustion,
1.19≤B/D≤2.20 (2)
is set so as to satisfy the relationship of

In the combustion chamber 6 having the pent roof-type combustion chamber ceiling surface 6U, the intake air is directed (Y direction) perpendicular to the direction (X direction) in which the ridge line portions 522 of the F-side convex portion 52F and the R-side convex portion 52R extend. flows in and forms a tumble flow. By setting B/D within the range of the above formula (2), the cavity 51 having a relatively large bottom portion 511 can be arranged, and the tumble flow can be easily gathered in the cavity 51 . The maintenance of the swirl flow is as described above. Therefore, when SI combustion and SPCCI combustion are used together, the swirl flow and the tumble flow can be easily maintained in the cavity, and the swirl flow and the tumble flow can be maintained until the latter part of the compression stroke when the volume of the combustion chamber 6 becomes narrower. can. When B/D is larger than 2.20, the diameter D of the cavity 51 becomes relatively small, and the tendency of disturbing the stable flow of the tumble flow along the bottom portion 511 becomes remarkable. Further, when B/D is less than 1.19, it becomes difficult to secure the geometric compression ratio of 15 or more required for SPCCI combustion, as described above.

In addition to B/D above, other preferred settings for maintaining swirl and tumble flows are as follows. First, regarding the FR peripheral wall height H1 and the IN side peripheral wall height H2, when considering exclusively maintaining the swirl flow in SPCCI combustion,
1.79≤H1/H2≤3.29
is set so as to satisfy the relationship of By satisfying the above relationship, the height ratio between the F-side convex portion 52F and the R-side convex portion 52R and the IN-side slope portion 55 is optimized, and the swirl flow is generated on the IN-side slope portion 55 (IN-side peripheral wall 513). The region is well guided, and the swirl flow is easily maintained within the cavity 51 . Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
1.92≤H1/H2≤2.75
is set so as to satisfy the relationship of By satisfying the above relationship, the tumble flow is guided into the cavity 51 by the F-side convex portion 52F and the R-side convex portion 52R, which are higher than the IN-side slope portion 55, so that the effect of maintaining the tumble flow can be enhanced. .

Regarding the height H1 of the F-side convex portion 52F and the R-side convex portion 52R and the cavity diameter D, when considering exclusively maintaining the swirl flow in SPCCI combustion,
0.05≦H1/D≦0.36
is set so as to satisfy the relationship of By satisfying the above relationship, the heights of the F-side convex portion 52F and the R-side convex portion 52R (the F-side peripheral wall 512F and the R-side peripheral wall 512R) have an appropriate height H1, and the swirl flow reaches the bottom of the cavity 51. 511 is well guided in the peripheral region. Therefore, it becomes easier to maintain the swirl flow within the cavity 51 . Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
0.050≦H1/D≦0.235
is set so as to satisfy the relationship of By satisfying the above relationship, the tumble flow can be easily guided by the F-side convex portion 52F and the R-side convex portion 52R, and the effect of maintaining the tumble flow can be enhanced.

Regarding the relationship between the FR peripheral wall length L and the bore diameter B, when considering the maintenance of the swirl flow exclusively in SPCCI combustion,
1.0<B/F≤2.86
is set so as to satisfy the relationship of Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
1.0<B/L≤1.52
is set so as to satisfy the relationship of

Regarding the relationship between the radius R of the bottom portion 511 of the cavity 51 and the bore diameter B, when considering exclusively maintaining the swirl flow in SPCCI combustion,
0.0<R/B≤2.42
is set so as to satisfy the relationship of Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
1.06≤R/B≤2.42
is set so as to satisfy the relationship of

Regarding the relationship between the radius R of the bottom portion 511 of the cavity 51 and the radius Rf of the F-side peripheral wall 512F and the radius Rr of the R-side peripheral wall 512R, when considering the maintenance of the swirl flow exclusively in SPCCI combustion,
1.0<(R/Rf=R/Rr)≦64
is set so as to satisfy the relationship of Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
1.0<(R/Rf=R/Rr)≦12
is set so as to satisfy the relationship of

Regarding the relationship between the radius R, the radius Rin of the IN-side peripheral wall 513, and the radius Rex of the EX-side peripheral wall 514, when considering exclusively maintaining the swirl flow in SPCCI combustion,
1.0<(R/Rin=R/Rex)≦78
is set so as to satisfy the relationship of Also, when considering the maintenance of swirl flow and tumble flow in combination with SI combustion and SPCCI combustion,
1.0<(R/Rin=R/Rex)≦14.5
is set so as to satisfy the relationship of

[Description of in-cylinder flow]
In-cylinder flow when the piston 5 having the cavity 51 according to the present embodiment is used will be described below with reference to FIGS. 13 to 18. FIG. FIGS. 13 to 15 show situations in which the tumble flow, which is essential in the third operating region (SI combustion) of FIG. 5, is maintained. FIGS. 16 to 18 show situations in which the swirl flow, which is essential in the first and second operating regions (SPCCI combustion), is maintained. 13, 14, 16, and 17, the cylinder 2 is simply shown, and the positional relationship among the piston 5, injector 15 and spark plug 16 is shown.

<Tumble style>
FIGS. 13A to 13D are diagrams schematically showing the tumble flow in the intake stroke of SI combustion. Here, an example is shown in which the tumble ratio is 2 (the tumble flow rotates twice between the exhaust TDC and the compression TDC). FIG. 13A shows the state where the piston 5 is at the exhaust TDC position. In this state, the intake valve 11 is not open, and fresh air is not flowing from the intake port 9 into the cylinder 2 (combustion chamber 6).

FIG. 13(B) shows a state in which the piston 5 has descended by about 45 degrees from the exhaust TDC. In this state, the intake valve 11 is opened, and fresh air flows from the intake port 9 into the cylinder 2 (combustion chamber 6) due to the pressure drop accompanying the downward movement of the piston 5. Since the intake port 9 has the shape of a tumble port as described above, a tumble flow Ft is generated in the cylinder 2 by the inflow of fresh air. The tumble flow Ft includes a central tumble flow Ftc and an outer edge tumble flow Fte. Central tumble flow Ftc is a relatively strong flow toward the radially central region of cavity 51 . The outer edge tumble flow Fte is a flow generated on both sides of the central tumble flow Ftc and is a relatively weak flow directed toward the radial peripheral edge region of the cavity 51 . Since the swirl valve 17 is fully opened in SI combustion, fresh air flows into the cylinder 2 from the two intake ports 9A and 9B. Due to the interference of these two fresh air inflows, a relatively strong central tumble flow Ftc is generated in the radially central region.

FIG. 13(C) shows a state in which the piston 5 is lowered by 90 degrees from the exhaust TDC. The tumble flow Ft enters the cavity 51 . Specifically, the central tumble flow Ftc enters the radial central region of the cavity 51, and the outer edge tumble flow Fte enters the radial peripheral region. FIG. 13(D) shows a state in which the piston 5 has descended by about 135 degrees from the exhaust TDC. Both the central tumble flow Ftc and the outer edge tumble flow Fte are guided by the cavity 51 to reverse their flow directions upward. As shown in FIG. 6, the injector 15 injects fuel at a timing corresponding to the driving scene during the intake stroke.

FIGS. 14A to 14D are diagrams schematically showing the flow of the tumble flow Ft in the compression stroke. FIG. 14A shows the state where the piston 5 is at the intake BDC position. The intake valve 11 is closed near the intake BDC, and the air-fuel mixture in the combustion chamber 6 begins to be compressed. At this stage, the tumble flow Ft is flowing toward the combustion chamber ceiling surface 6U.

FIG. 14B shows a state in which the piston 5 has risen by about 45 degrees from the intake BDC. The tumble flow Ft is guided by the combustion chamber ceiling surface 6U and reverses its flow direction downward. Again, the central tumble flow Ftc is directed to the radial central region of the cavity 51 and the outer edge tumble flow Fte is directed to the radial peripheral region.

FIG. 14(C) shows a state in which the piston 5 has risen by 90 degrees from the intake BDC. The central tumble flow Ftc and the outer edge tumble flow Fte enter the radial central region of the cavity 51 and the radial peripheral region, respectively, and are guided by the cavity 51 . FIG. 14(D) shows a state in which the piston 5 has risen by about 135 degrees from the intake BDC. Even in the latter half of the compression stroke, the cavity 51 has an appropriate area and volume, and the bore diameter (piston diameter) that satisfies the relationship of B / D = 1.19 to 1.52 in the above equation (2) With at least B and the diameter D of the cavity 51, the tumble flow Ft is maintained. However, as the volume of the combustion chamber 6 becomes smaller, the outer edge tumble flow Fte tends to disappear and the central tumble flow Ftc remains. As shown in FIG. 6, the ignition plug 16 ignites the air-fuel mixture in the compression stroke at a timing corresponding to the driving scene.

FIG. 15(A) is a schematic cross-sectional view of the combustion chamber 6 in the cylinder axial direction, corresponding to the state of FIG. 14(D). FIG. 15(B) is a schematic cross-sectional view of the combustion chamber 6 in the cylinder axial direction at compression TDC, in which the piston 5 has further risen from the state of FIG. 14(D). In the latter stage of the compression stroke shown in FIG. 15(A), the tumble flow Ft is maintained as described above.

Thereafter, as shown in FIG. 15(B), when the compression TDC is reached, the tumble flow Ft is transformed into the turbulent flow Tu at once. The turbulent flow Tu occurs when the air-fuel mixture, which has been laminar in the form of a tumble flow Ft, loses its way as the space in the combustion chamber 6 shrinks, and each gas component of the air-fuel mixture moves in random directions. occur. At this point, the tumble flow Ft has almost disappeared. By maintaining the tumble flow Ft as much as possible and converting it into a turbulent flow Tu in the vicinity of the compression TDC, the flame propagation of the SI combustion is accelerated and the thermal efficiency is improved. The cavity 51 according to the present embodiment, which satisfies the above equation (2), contributes to maintaining such a tumble flow as much as possible.

<Swirl style>
FIGS. 16A to 16D are diagrams schematically showing swirl flow in the intake stroke. FIG. 16A shows the state where the piston 5 is at the exhaust TDC position. In this state, the intake valve 11 is not open, and fresh air is not flowing from the intake port 9 into the cylinder 2 (combustion chamber 6). As described above, when SPCCI combustion requires swirl flow formation, the opening of the swirl valve 17 is restricted and fresh air is introduced exclusively from the intake port 9A (FIG. 3).

FIG. 16B shows a state in which the piston 5 has descended by about 45 degrees from the exhaust TDC. In this state, the intake valve 11 is opened, and fresh air flows into the cylinder 2 from the intake port 9A due to the pressure drop associated with the downward movement of the piston 5 . Therefore, a swirl flow Fs is generated within the combustion chamber 6 . Here, since the intake port 9 is a tumble port, the swirl flow Fs becomes an oblique swirl flow that descends obliquely downward under the influence of the tumble flow.

FIG. 16(C) shows a state in which the piston 5 is lowered by 90 degrees from the exhaust TDC. The swirl flow Fs advances toward the cavity 51 while swirling obliquely downward. FIG. 16(D) shows a state in which the piston 5 has descended by about 135 degrees from the exhaust TDC. Part of the swirl flow Fs enters the cavity 51 and swirls while being guided by the cavity 51 .

FIGS. 17A to 17D are diagrams schematically showing the swirl flow Fs in the compression stroke. FIG. 17A shows the state where the piston 5 is at the intake BDC position. The intake valve 11 is closed near the intake BDC, and the air-fuel mixture in the combustion chamber 6 begins to be compressed. At this stage, the swirl flow Fs flows obliquely upward toward the combustion chamber ceiling surface 6U while swirling, coupled with the guide effect of the cavity 51 .

FIG. 17(B) shows a state in which the piston 5 has risen by about 45 degrees from the intake BDC. The swirl flow Fs is guided by the combustion chamber ceiling surface 6U and swirls with its flow direction reversed obliquely downward. As a result, the swirl flow Fs is directed toward the cavity 51 again.

FIG. 17(C) shows a state in which the piston 5 has risen by 90 degrees from the intake BDC. The swirl flow Fs maintains an oblique swirl flow until the middle of the compression stroke. Part of the swirl flow Fs enters the cavity 51 and is guided by the cavity 51 . FIG. 17(D) shows a state in which the piston 5 has risen by about 135 degrees from the intake BDC. In the latter half of the compression stroke, as the volume of the combustion chamber 6 becomes smaller, the swirl flow Fs becomes a horizontal swirl flow with almost no oblique component.

FIG. 18(A) is a schematic diagram showing the state of generation of the swirl flow Fs in the combustion chamber 6, corresponding to the state of FIG. 17(D). FIG. 18(B) is a schematic diagram showing how the swirl flow Fs is generated in the combustion chamber 6 at compression TDC. In the latter stage of the compression stroke shown in FIG. 18A, the swirl flow Fs is maintained inside the cavity 51 and on the outer peripheral side of the cavity 51 .

Thereafter, as shown in FIG. 18(B), when compression TDC is reached, the swirl flow Fs on the outer peripheral side of the cavity 51 disappears, but the swirl flow Fs is maintained inside the cavity 51 . By maintaining the swirl flow near the compression TDC, the spark generated near the spark plug 16 intended for the SI combustion in the previous stage is transported to the peripheral area of the combustion chamber 6, promoting compression ignition in the CI combustion in the subsequent stage. be able to. At least the bore diameter (piston diameter) B and the cavity 51 diameter D that satisfy the relationship 1.19≤B/D≤2.94 in the above equation (1) contribute to the maintenance of the swirl flow Fs. ing.

[Maintenance effect of tumble flow and swirl flow]
FIG. 19 is a graph showing the effect of maintaining tumble flow and swirl flow when this embodiment is adopted. The horizontal axis of the graph indicates the B/D value, and the vertical axis indicates the values of the swirl ratio and the tumble ratio, which are evaluation values indicating the degree of survival of the tumble flow and the swirl flow. Here, the value of B/D is
2.78 (compression ratio ε=16.93); B=83.5 mm, D=30 mm
2.06 (ε=16.3); B=83.5 mm, D=40.58 mm
1.67 (ε=16); B=83.5 mm, D=50 mm
The swirl ratio and tumble ratio values are plotted when set to . Note that the stroke S=91.2 mm. Furthermore, FIG. 19 shows the swirl ratio characteristic Cs and the tumble ratio characteristic Ct, which are approximate lines based on each plot. The swirl ratio characteristic Cs and the tumble ratio characteristic Ct are straight lines showing the relationship between B/D and the swirl ratio and the tumble ratio.

A swirl ratio of 3.45 or more is required in order to achieve good SPCCI combustion from the low engine speed range to the high engine speed range. A swirl ratio of less than 3.45 indicates that the horizontally swirling swirl flow Fs for achieving SPCCI combustion in the combustion chamber 6 is not sufficient. The intersection of the swirl ratio=3.45 line and the swirl ratio characteristic Cs is B/D=2.94, which is the upper limit of the above equation (1).

Further, as exemplified in the operation map of FIG. 5, when SPCCI combustion is executed in the low to medium speed range and SI combustion is executed in the high speed range, the tumble ratio must be 1.0 to achieve good SI combustion. 79 or higher is required. A tumble ratio of less than 1.79 indicates that the vertically swirling tumble flow Ft for achieving SI combustion in the combustion chamber 6 is not sufficient. The intersection of the tumble ratio=1.79 line and the tumble ratio characteristic Ct is B/D=2.20, which is the upper limit of the above equation (2).

As the value of B/D decreases, the diameter D of the bottom portion 511 of the cavity 51 relatively increases. Since the height H1 of the F-side convex portion 52F and the R-side convex portion 52R is constant, and the bottom portion 511 of the cavity 51 has a constant radius of curvature R, the volume of the cavity 51 increases as the value of B/D decreases. increase. In FIG. 19, the swirl ratio characteristic Cs and the tumble ratio characteristic Ct tend to improve as the value of B/D decreases. However, if the value of B/D becomes too small, it becomes difficult to achieve a compression ratio of 15 or more, which is essential for good SPCCI combustion, as the volume of the cavity 51 increases. From this point of view, the lower limit of the above formulas (1) and (2) is set to B/D=1.19. That is, FIG. 20 is a graph showing the relationship between the diameter D of the bottom portion 511 of the cavity 51 and the compression value ratio. Must be 70.3 or higher. Therefore, since the bore diameter B=83.5 as described above, the lower limit of B/D is set to 1.19.

In addition to the above demonstration example, the effect of maintaining tumble flow and swirl flow will be illustrated. FIG. 21A is a schematic diagram showing a swirl flow and a tumble flow when B/D is set within the range of the above formula (1) or (2). Here, as in-cylinder flows, the central tumble flow Ftc and the outer edge tumble flow Fte shown in FIGS. 13 and 14 and the swirl flow Fs shown in FIGS. 16 and 17 are shown.

When B/D is optimized, the tumble flow Ft comes to be collected in the formation area of the cavity 51, and continues even in the latter half of the compression stroke by utilizing the space of the cavity 51 concerned. That is, the central tumble flow Ftc flows so as to be guided by the bottom portion 511 of the cavity 51, and the outer edge tumble flow Fte flows along the F-side peripheral walls 512F and R formed by the protrusions of the F-side convex portion 52F and the R-side convex portion 52R. It flows so as to be guided by the side peripheral wall 512R. Therefore, the tumble flow Ft can be easily maintained until the latter part of the compression stroke. Also, the swirl flow Fs maintains a stable flow along the relatively large bottom portion 511 of the cavity 51 . Therefore, it is possible to easily maintain the swirl flow Fs until the latter part of the compression stroke.

On the other hand, FIG. 21B is a schematic diagram showing the behavior of the swirl flow Fs when B/D is larger than the upper limit value (2.94) of the above formula (1). A large value of B/D means that the diameter D of the bottom portion 511 of the cavity 51 is relatively small, and the F-side peripheral wall 512F and the R-side peripheral wall 512R are relatively gentle, so there is a space for the swirl flow to flow. is relatively reduced. Therefore, the swirl flow Fs is less likely to be guided by the regions of the IN-side peripheral wall 513 and the EX-side peripheral wall 514, and easily escapes from the cavity 51 to the outside in the radial direction. Therefore, the continuity of the swirl flow Fs is reduced (the swirl ratio is reduced).

FIG. 21(c) shows the tumble flow Ft (Fte) when it is larger than the upper limit value (2.20) of the above equation (2) (the figure shows the same value as in FIG. 21(B)). It is a schematic diagram which shows a behavior. As described above, when the value of B/D increases, the F-side peripheral wall 512F and the R-side peripheral wall 512R become relatively smooth. , the effect of maintaining the tumble flow Ft is diluted. That is, the outer edge tumble flow Fte easily escapes radially outward from the formation region of the cavity 51 in the crown surface 50, and the central tumble flow Ftc and the outer edge tumble flow Fte are both converged within the cavity 51, resulting in a strong tumble flow. It becomes difficult to form Ft. Therefore, the continuity of the tumble flow Ft is reduced (the tumble ratio is reduced).

[Modification]
Although the embodiments of the present invention have been described above, the present invention is not limited to these, and various modified embodiments are possible. For example, in the above embodiment, in addition to the above formulas (1) and (2), H1/H2, H1/D, B/L, R/B, R/Rf and R/Rr, R/Rin and R/ Numerical ranges are also shown for Rex. As for these, as long as the numerical range of B/D satisfies the ranges of the above formulas (1) and (2), it may be outside the numerical range exemplified above.

1 engine body 2 cylinder 5 piston 5C side peripheral surface (outer edge)
50 crown surface 51 cavity 51B deepest part 511 bottom part 6 combustion chamber 6U combustion chamber ceiling surface (pent roof type ceiling surface)
Fs Swirl flow Ft Tumble flow B Bore diameter (piston diameter)
D Cavity diameter (diameter of the outer periphery of the bottom of the cavity)

Claims (3)

It has a combustion chamber defined by a crown surface of a piston, an inner wall surface of a cylinder in which the piston is slidably accommodated, and a pent roof type ceiling surface, and the combustion chamber has a geometric compression ratio of 15 or more. A combustion chamber structure of an engine that performs partial compression ignition combustion in which a part of the air-fuel mixture is SI-burned by spark ignition and the other air-fuel mixture is CI-burned by self-ignition,
The ceiling surface has an intake port and an exhaust port,
The crown surface is
a cavity recessed in the shape of a bowl;
In the direction perpendicular to the direction in which the intake ports and the exhaust ports are arranged, each projecting in the axial direction of the cylinder in the outer peripheral region between the cavity and the outer edge of the piston, and has a mountain-shaped shape along the pent roof ceiling surface. a pair of ridges having
The cavity is
a bottom portion that is a recessed lower region of the cavity and has a circular outer peripheral edge in plan view from the ceiling surface side in the cylinder axial direction;
one side wall portion located on one side and the other side wall portion located on the other side of the bottom portion in the orthogonal direction when viewed in cross section along the orthogonal direction;
The one side wall portion has a curved surface extending from the outer peripheral edge of the bottom portion to a ridge portion on the ceiling surface side of one of the pair of raised portions,
The other side wall portion has a curved surface extending from the outer peripheral edge of the bottom portion to a ridge portion on the ceiling surface side of the other raised portion of the pair of raised portions,
Where D is the diameter of the outer peripheral edge of the bottom of the cavity and B is the diameter of the piston, B/D, which is the ratio of the diameter B of the piston to the diameter D of the cavity, is 1.19 or more.2. It is set in the range of 94 or less,
A combustion chamber structure for an engine, wherein the cavity has an elliptical shape with a width extending in the orthogonal direction in a plan view from the ceiling surface side in the axial direction of the cylinder. It has a combustion chamber defined by a crown surface of a piston, an inner wall surface of a cylinder in which the piston is slidably accommodated, and a pent roof type ceiling surface, and the combustion chamber has a geometric compression ratio of 15 or more. SI combustion, in which the air-fuel mixture is burned by spark ignition, and partial compression ignition combustion, in which part of the air-fuel mixture is SI-burned by spark ignition and the other air-fuel mixture is CI-burned by self-ignition, are used in combination. An engine combustion chamber structure,
The ceiling surface has an intake port and an exhaust port,
The crown surface is
a cavity recessed in the shape of a bowl;
In the direction perpendicular to the direction in which the intake ports and the exhaust ports are arranged, each projecting in the axial direction of the cylinder in the outer peripheral region between the cavity and the outer edge of the piston, and has a mountain-shaped shape along the pent roof ceiling surface. a pair of ridges having
The cavity is
a bottom portion that is a recessed lower region of the cavity and has a circular outer peripheral edge in plan view from the ceiling surface side in the cylinder axial direction;
one side wall portion located on one side and the other side wall portion located on the other side of the bottom portion in the orthogonal direction when viewed in cross section along the orthogonal direction;
The one side wall portion has a curved surface extending from the outer peripheral edge of the bottom portion to a ridge portion on the ceiling surface side of one of the pair of raised portions,
The other side wall portion has a curved surface extending from the outer peripheral edge of the bottom portion to a ridge portion on the ceiling surface side of the other raised portion of the pair of raised portions,
Where D is the diameter of the outer peripheral edge of the bottom of the cavity and B is the diameter of the piston, B/D, which is the ratio of the diameter B of the piston to the diameter D of the cavity, is 1.19 or more.2. It is set in the range of 20 or less,
A combustion chamber structure for an engine, wherein the cavity has an elliptical shape with a width extending in the orthogonal direction in a plan view from the ceiling surface side in the axial direction of the cylinder. In the engine combustion chamber structure according to claim 1 or 2,
The bottom portion of the cavity is a region having a constant curvature including the deepest portion of the cavity, and the outer edge of the region having a constant curvature is circular in plan view from the ceiling side in the cylinder axial direction. A combustion chamber structure for an engine characterized by:

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