JPH01159410A - Divided combustion chamber type diesel engine - Google Patents
Divided combustion chamber type diesel engineInfo
- Publication number
- JPH01159410A JPH01159410A JP31515087A JP31515087A JPH01159410A JP H01159410 A JPH01159410 A JP H01159410A JP 31515087 A JP31515087 A JP 31515087A JP 31515087 A JP31515087 A JP 31515087A JP H01159410 A JPH01159410 A JP H01159410A
- Authority
- JP
- Japan
- Prior art keywords
- chamber
- sub
- fuel
- main chamber
- chambers
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 17
- 239000000446 fuel Substances 0.000 claims abstract description 38
- 238000002347 injection Methods 0.000 claims abstract description 12
- 239000007924 injection Substances 0.000 claims abstract description 12
- 239000000567 combustion gas Substances 0.000 abstract description 17
- 238000010586 diagram Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- -1 that is Substances 0.000 description 2
- 239000003795 chemical substances by application Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
Description
【発明の詳細な説明】 〔産業上の利用分野〕 本発明は副室式ディーゼル機関に関する。[Detailed description of the invention] [Industrial application field] The present invention relates to a subchamber type diesel engine.
第３図は従来形の副室式燃焼室を示す。シリンダライナ
１１とその上部の７リンダヘツド１２およびピストン１
３によって主室２１が形成され、さらにこの主室２１と
連絡孔２４を介し連通し燃料噴射弁３１が装着された副
室２２がシリンダヘッド１２内に設けられ、これらの主
室２１と副室２２によって全燃焼室が構成されている。Figure 3 shows a conventional pre-chamber type combustion chamber. Cylinder liner 11 and its upper 7 cylinder head 12 and piston 1
A main chamber 21 is formed by 3, and a sub-chamber 22, which communicates with the main chamber 21 through a communication hole 24 and is equipped with a fuel injection valve 31, is provided in the cylinder head 12. 22 constitutes the entire combustion chamber.
第４図は副室式燃焼室での燃焼状況を、副室２２および
主室２１内の圧力変化によって示したもので、ピストン
１３が上死点に近ずくと主室２１および副室２２内の空
気は圧縮され圧力が上昇する。FIG. 4 shows the combustion situation in the sub-chamber type combustion chamber by pressure changes in the sub-chamber 22 and main chamber 21. When the piston 13 approaches the top dead center, air is compressed and its pressure increases.
ここで燃料噴射弁３１から副室２２内に燃料が噴射され
て燃焼がおこると、副室２２内の圧力が急上昇し、副室
２２から主室２１へ燃料を含んだ燃焼ガスが連絡孔２４
を介して噴出し、主室２１内の空気と混合し、燃焼して
主室２１内の圧力も上昇する。When fuel is injected from the fuel injection valve 31 into the auxiliary chamber 22 and combustion occurs, the pressure inside the auxiliary chamber 22 rises rapidly, and combustion gas containing fuel flows from the auxiliary chamber 22 to the main chamber 21 through the communication hole 22.
The fuel is ejected through the main chamber 21, mixes with the air in the main chamber 21, burns, and increases the pressure in the main chamber 21.
さらにクランク角度が進みピストン１３が下降するに従
い主室２１内の圧力が低下しはじめると、それに応じて
副室２２から主室２１へ燃料を含んだ燃焼ガスが噴出し
、主室２１内でさかんに燃焼が行われる。As the crank angle further advances and the piston 13 descends, the pressure in the main chamber 21 begins to decrease. Accordingly, combustion gas containing fuel is ejected from the sub chamber 22 to the main chamber 21, and the combustion gas combusts inside the main chamber 21. combustion takes place.
このとき副室２２から主室２１へ流入する燃焼ガス中の
燃料の量を図示すると、第４図の実線Ａめよつな状況と
なっている。If the amount of fuel in the combustion gas flowing from the auxiliary chamber 22 to the main chamber 21 at this time is illustrated, the situation is as shown by the solid line A in FIG. 4.
副室２２よシ主室２１への燃料の流入は第４図の実線Ａ
に示すように、ピストン１３の下降による主室内２１の
圧力の降下に応じて起るため、クランク角が上死点後８
０°を過ぎてもまだ副室２２内に一部の未燃燃料が残存
している。その結果燃焼期間が長くなり、副室式ディー
ゼル機関の熱効率が改善しにくい原因となっていた。The flow of fuel from the auxiliary chamber 22 to the main chamber 21 is indicated by the solid line A in Fig. 4.
As shown in , this occurs in response to a drop in the pressure in the main chamber 21 due to the descent of the piston 13, so the crank angle is 8.
Even after 0°, some unburned fuel still remains in the subchamber 22. As a result, the combustion period becomes longer, making it difficult to improve the thermal efficiency of the pre-chamber diesel engine.
本発明の目的は前記従来装置の問題点を解消し、燃焼期
間が短縮し熱効率が向上する分割副室式ディーゼル機関
を提供するにある。SUMMARY OF THE INVENTION An object of the present invention is to provide a split pre-chamber diesel engine that eliminates the problems of the conventional devices, shortens the combustion period, and improves thermal efficiency.
本発明の分割副室式ディーゼル機関は副室を２つの室に
分割し、主室側のｅ室には燃料噴射弁を設けると共に主
室との間に連絡孔を設け、さらに２つの室の間に絞りを
設けたことを特徴としている。The split sub-chamber type diesel engine of the present invention has a sub-chamber divided into two chambers, a fuel injection valve is provided in the e-chamber on the main chamber side, and a communication hole is provided between the main chamber and the main chamber. It is characterized by having an aperture in between.
従来の副室の約半分の容積を有する主室に近い第１の副
室には燃料が噴射されるため、初期に主室へ噴出する燃
焼ガス中の燃料割合は従来の約２倍となる主室の圧力が
降下しはじめると、主室より遠くに設けられた第２の副
室より主室に近い第１の副室に空気が供給され、第１の
副室内で燃焼が起るため、主室への燃焼ガス即ち燃料の
主室への流入が促進され、その結果燃焼期間が短縮され
るため、該分割副室式ディーゼル機関の熱効率を向上さ
せることができる。Since fuel is injected into the first auxiliary chamber, which is close to the main chamber and has about half the volume of the conventional auxiliary chamber, the proportion of fuel in the combustion gas that is initially injected into the main chamber is approximately twice that of the conventional one. When the pressure in the main chamber begins to drop, air is supplied to the first sub-chamber that is closer to the main chamber than to the second sub-chamber that is located further away from the main chamber, and combustion occurs within the first sub-chamber. Since the flow of combustion gas, that is, fuel into the main chamber is promoted, and as a result, the combustion period is shortened, the thermal efficiency of the split pre-chamber diesel engine can be improved.
以下１〜２図を参照し本発明の一実施例について説明す
る。An embodiment of the present invention will be described below with reference to Figures 1 and 2.
第１図において副室をほぼ容積の等しい主室２１側の第
１の副室４１と１反主室側の第２の副室４２に分割する
。In FIG. 1, the auxiliary chamber is divided into a first auxiliary chamber 41 on the main chamber 21 side and a second auxiliary chamber 42 on the side opposite to the main chamber, both having substantially equal volumes.
第１の副室４１は副室口金２３内の連絡孔２４を介して
主室２１と連通ずると共に、燃料噴射弁３１をそなえて
おシ、又第１の副室４１と第２の副室４２の間には絞シ
部４３が設けられている。The first auxiliary chamber 41 communicates with the main chamber 21 via the communication hole 24 in the auxiliary chamber cap 23, and is equipped with a fuel injection valve 31. A constriction section 43 is provided between the sections 42 .
さらに第２の副室のまわりは、空気の断熱層４４゜４５
を設は外部と断熱されている。Furthermore, around the second sub-chamber, there is an air insulation layer of 44°45.
The installation is insulated from the outside.
次に前記実施例の作用について説明する。ピストン１３
が上死点に近づくと、主室２１および第１の副室４１、
第２の副室４２内の圧力が上昇する。ここで燃料噴射弁
３１から第１の副室４１に燃料が噴射され、燃焼するた
め第１の副室４１の圧力が急上昇し、主室２１内へ燃料
を含んだ燃焼ガスが連絡孔２４を通って噴出する。この
とき両側室４１．４２の間には絞り部４３があるため、
燃料噴射弁３１から噴射された燃料が直接第２の副室４
２内に進入することはない。Next, the operation of the above embodiment will be explained. Piston 13
When approaches the top dead center, the main chamber 21 and the first sub-chamber 41,
The pressure within the second auxiliary chamber 42 increases. Here, fuel is injected from the fuel injection valve 31 into the first auxiliary chamber 41 and combusted, so that the pressure in the first auxiliary chamber 41 rises rapidly, and the combustion gas containing fuel enters the main chamber 21 through the communication hole 24. Go through and gush. At this time, since there is a constriction part 43 between both chambers 41 and 42,
The fuel injected from the fuel injection valve 31 directly enters the second auxiliary chamber 4.
2 will not be entered.
このため第１の副室４１から主室２１へ噴出する燃焼が
ス中の燃料の割合は従来例にくらべ約２倍となっておシ
、第２図に点線で示すように燃焼初期に主室２１へ流入
する燃料の量は従来例の場合より多くなる。またこのと
き第１の副室４１から一部の燃焼ガスが第２の副室４２
内に流入し、第２の副室内の空気によシこの燃焼ガス中
の燃料が燃焼して圧力が上昇するため、第２の副室４２
内への燃焼ガスの流入は少ない。Therefore, the proportion of fuel in the combustion gas ejected from the first auxiliary chamber 41 to the main chamber 21 is approximately twice that of the conventional example, and as shown by the dotted line in FIG. The amount of fuel flowing into the chamber 21 is greater than in the conventional example. Also, at this time, some combustion gas is transferred from the first subchamber 41 to the second subchamber 42.
The fuel in the combustion gas flows into the second auxiliary chamber 42 and burns with the air in the second auxiliary chamber 42, increasing the pressure.
The inflow of combustion gas into the tank is small.
さらにクランク角度が進みピストン１３の下降により主
室２１の圧力が低下し始めると、第１の副室４１から燃
料を含む燃焼ガスが主室２１へ流入するとともに、第２
の副室４２から第１の副室４１へ空気が供給される。そ
のため第１の副室４１内でさらに燃焼が起り、圧力が上
昇して第１の副室４１から主室２１への燃焼ガス即ち燃
料の流入が促進される。As the crank angle further advances and the pressure in the main chamber 21 begins to decrease due to the descent of the piston 13, combustion gas containing fuel flows into the main chamber 21 from the first auxiliary chamber 41, and the second
Air is supplied from the subchamber 42 to the first subchamber 41. Therefore, combustion occurs further in the first sub-chamber 41, the pressure increases, and the flow of combustion gas, that is, fuel from the first sub-chamber 41 into the main chamber 21 is promoted.
このようにして第１の副室４１内の燃焼ガスが主室２１
内へ流出することになるので、第２図の点線で示すよう
にクランク角度８０°までに未燃の燃料はすべて主室２
１内へ流入することになり、従来の副室式ディーゼルエ
ンジンにくらべ大幅に燃焼期間を短縮することができる
。In this way, the combustion gas in the first auxiliary chamber 41 is transferred to the main chamber 21.
As shown by the dotted line in Figure 2, all unburned fuel flows into the main chamber 2 by the crank angle of 80°.
As a result, the combustion period can be significantly shortened compared to conventional pre-chamber type diesel engines.
〔発明の効果〕
本発明の分割副室式ディーゼル機関は前記のとおり構成
したので、燃焼期間が短縮されその熱効率を大幅に向上
させることができる。[Effects of the Invention] Since the split pre-chamber diesel engine of the present invention is configured as described above, the combustion period can be shortened and its thermal efficiency can be significantly improved.
第１〜２図は本発明に係るもので、第１図は全体構成図
、第２図は主室へ流入する燃料量の従来例と本発明との
比較図、第３〜４図は従来例に係るもので第３図は第１
図応当図、第４図は主室と副室の圧力変化及び主室へ流
入する燃料量の変化状況図である。
２１・・・主室、３１・・・燃料噴射弁、４１．４２・
・・２つの室、４３・・・絞シ部。
代理人 弁理士 長 屋 二 部 、’：、：、、’
ｉノ
第１図
第２図
第３図Figures 1 and 2 are related to the present invention; Figure 1 is an overall configuration diagram, Figure 2 is a comparison diagram of the amount of fuel flowing into the main chamber with the conventional example and the present invention, and Figures 3 and 4 are conventional For example, Figure 3 is
FIG. 4 is a diagram showing changes in pressure in the main chamber and sub-chamber and changes in the amount of fuel flowing into the main chamber. 21... Main chamber, 31... Fuel injection valve, 41.42.
...Two chambers, 43...Aperture section. Agent Patent Attorney Nagaya 2nd Department ,'：、：、、'
Figure 1 Figure 2 Figure 3
Claims (1)
るディーゼルエンジンにおいて、前記副室を２つの室に
分割し、主室側の室には燃料噴射弁を設けると共に主室
との間には連絡孔を設け、さらに２つの室の間に絞りを
設けたことを特徴とする分割副室式ディーゼル機関。In a diesel engine whose combustion chamber is composed of a main chamber and a sub-chamber and has a fuel injection valve in the sub-chamber, the sub-chamber is divided into two chambers, and the main chamber is provided with a fuel injection valve, and the main chamber and the sub-chamber are provided with a fuel injection valve. A split sub-chamber diesel engine characterized by having a communication hole between the two chambers and a throttle between the two chambers.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31515087A JPH01159410A (en) | 1987-12-15 | 1987-12-15 | Divided combustion chamber type diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP31515087A JPH01159410A (en) | 1987-12-15 | 1987-12-15 | Divided combustion chamber type diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01159410A true JPH01159410A (en) | 1989-06-22 |
Family
ID=18062016
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP31515087A Pending JPH01159410A (en) | 1987-12-15 | 1987-12-15 | Divided combustion chamber type diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01159410A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6538084B2 (en) | 1997-06-23 | 2003-03-25 | Daikin Industries, Ltd. | Tetrafluoroethylene copolymer and use thereof |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50132311A (en) * | 1974-04-05 | 1975-10-20 |
-
1987
- 1987-12-15 JP JP31515087A patent/JPH01159410A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS50132311A (en) * | 1974-04-05 | 1975-10-20 |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6538084B2 (en) | 1997-06-23 | 2003-03-25 | Daikin Industries, Ltd. | Tetrafluoroethylene copolymer and use thereof |
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