JPH0135168B2 - - Google Patents
Info
- Publication number
- JPH0135168B2 JPH0135168B2 JP56187811A JP18781181A JPH0135168B2 JP H0135168 B2 JPH0135168 B2 JP H0135168B2 JP 56187811 A JP56187811 A JP 56187811A JP 18781181 A JP18781181 A JP 18781181A JP H0135168 B2 JPH0135168 B2 JP H0135168B2
- Authority
- JP
- Japan
- Prior art keywords
- piston
- relief
- chamber
- injection hole
- swirl
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 25
- 238000002347 injection Methods 0.000 claims description 24
- 239000007924 injection Substances 0.000 claims description 24
- 239000000446 fuel Substances 0.000 claims description 17
- 230000006835 compression Effects 0.000 description 6
- 238000007906 compression Methods 0.000 description 6
- 239000000567 combustion gas Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000001737 promoting effect Effects 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/14—Engines characterised by precombustion chambers with compression ignition
-
- 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
- F02B19/00—Engines characterised by precombustion chambers
- F02B19/08—Engines characterised by precombustion chambers the chamber being of air-swirl type
-
- 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
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/16—Indirect injection
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【発明の詳細な説明】
本発明はデイーゼルエンジンに関するものであ
り、さらに詳しくは、渦流室式デイーゼルエンジ
ンにおいて、その圧縮比を高く維持しながら、し
かも燃料消費率を小さくすることができるように
したデイーゼルエンジンに関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a diesel engine, and more specifically, to a swirl chamber type diesel engine, which is capable of maintaining a high compression ratio while reducing fuel consumption. It concerns diesel engines.
渦流室式デイーゼルエンジンは、押込み渦流を
得るためにシリンダヘツドにスキマ容積の75〜80
％程度の比較的大きな球状或いは円筒状の渦流室
を設け、この渦流室の中で渦流速度25〜40程度の
強力な渦流を作るようにしたもので、発火後の混
合気生成および燃焼を促進させる上で有効であ
り、特に高速機関に適している。この形式では、
燃焼の大部分を渦流室内で行わせることをたてま
えとしているが、しかし実際には燃料の一部が主
燃焼室でも燃えるため、主燃焼室での空気との混
合も全体の性能に影響を及ぼし、特にシリンダヘ
ツド上部の燃焼キヤビテイを大きくするほど燃焼
消費効率がよくなるということが知られている。
ところが、このように燃焼消費効率はよくなるも
のの、燃焼キヤビテイが大きくなるということ
は、その反面、それだけ圧縮比を低下させること
にもなるため、エンジン出力を低下させてしまう
というという不具合があつた。 Swirl chamber type diesel engines have a clearance volume of 75 to 80 mm in the cylinder head to obtain a forced vortex flow.
A relatively large spherical or cylindrical vortex chamber with a vortex velocity of about 25 to 40% is provided, and a strong vortex with a vortex velocity of about 25 to 40 is created in this vortex chamber, promoting the generation of mixture and combustion after ignition. It is particularly suitable for high-speed engines. In this format,
The idea is that most of the combustion takes place in the vortex chamber, but in reality some of the fuel burns in the main combustion chamber as well, so mixing with air in the main combustion chamber also affects overall performance. It is known that the larger the combustion cavity in the upper part of the cylinder head, the better the combustion consumption efficiency.
However, although this improves combustion consumption efficiency, the larger combustion cavity also reduces the compression ratio, resulting in a reduction in engine output.
また、上記デイーゼルエンジンのキヤビテイに
は、渦流室の噴射孔から非常に高温の燃焼ガスが
局部的に噴射されるため、これがピストンの耐久
性に影響していた。すなわち、この耐久性対策の
ため高価な材質を選択することを余儀なくされて
コスト高になるということがあつた。 In addition, very high temperature combustion gas is locally injected into the cavity of the diesel engine from the injection hole of the swirl chamber, which affects the durability of the piston. In other words, it has been necessary to select an expensive material to ensure durability, resulting in high costs.
本発明の目的は、上述のような諸問題を解消
し、高い圧縮比を実質的に低下させることなく、
しかも燃料消費効率を小さく抑制することがで
き、しかもピストン耐久性を向上するデイーゼル
エンジンを提供することにある。 The purpose of the present invention is to solve the above-mentioned problems and to achieve a high compression ratio without substantially lowering the compression ratio.
Moreover, it is an object of the present invention to provide a diesel engine that can suppress fuel consumption efficiency and improve piston durability.
上記目的を達成する本発明は、燃料噴射ノズル
の燃料を渦流室に噴射して渦流とし、該渦流を前
記渦流室の噴射孔を介してシリンダ内の主燃焼室
へ噴出するように構成したデイーゼルエンジンに
おいて、前記主燃焼室に排気弁と左右一対の吸気
弁を臨ませると共に、排気弁が逃げ部と吸気弁の
逃げ部とをそれぞれピストン上面に形成し、これ
ら逃げ部のうち前記吸気弁の逃げ部だけをピスト
ン上面に設けた誘導溝により前記渦流室の噴射孔
に連通させたことを特徴とするものである。 To achieve the above object, the present invention is a diesel engine configured to inject fuel from a fuel injection nozzle into a vortex chamber to form a vortex, and inject the vortex into a main combustion chamber in a cylinder through an injection hole in the vortex chamber. In the engine, an exhaust valve and a pair of left and right intake valves face the main combustion chamber, and the exhaust valve has a relief portion and an intake valve relief portion are respectively formed on the upper surface of the piston, and among these relief portions, the intake valve has a relief portion. The piston is characterized in that only the relief portion is communicated with the injection hole of the swirl chamber through a guide groove provided on the upper surface of the piston.
以下、図に示す本発明の実施例により具体的に
説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be specifically explained below using embodiments shown in the drawings.
図において、１はシリンダであり、２はこのシ
リンダ１内に嵌合して上下運動するようにしたピ
ストン、３はシリンダ１の上面に装着されたシリ
ンダヘツドである。シリンダヘツド３には、燃料
噴射ノズル４が設けられると共に、その燃料噴射
ノズル４の先端に対応させて渦流室５が設けられ
ており、この渦流室５は噴射孔６を介してシリン
ダ１内の主燃焼室に連通している。また、シリン
ダヘツド３には、シリンダ１内の主燃焼室に対応
して一対の吸気弁７，７が設けられると共に、１
個の排気弁８が設けられている。一方、ピストン
２の上面には、上記一対の吸気弁７，７および排
気弁８にそれぞれ対応して、これらの弁の逃げ部
９，９および１０がそれぞれ設けられている。こ
れらのうち、吸気弁７，７の逃げ部９，９だけ
が、ピストン１上面に穿設された誘導溝１１によ
り渦流室５の噴射孔６と連通するようにしてあ
る。したがつて、上記吸気弁７，７の逃げ部９，
９は、噴射孔６から噴出する噴流の燃焼キヤビテ
イを兼用するようになつている。 In the figure, 1 is a cylinder, 2 is a piston fitted into the cylinder 1 so as to move up and down, and 3 is a cylinder head mounted on the top surface of the cylinder 1. The cylinder head 3 is provided with a fuel injection nozzle 4, and a swirl chamber 5 is provided corresponding to the tip of the fuel injection nozzle 4. It communicates with the main combustion chamber. Further, the cylinder head 3 is provided with a pair of intake valves 7, 7 corresponding to the main combustion chamber within the cylinder 1, and a
Exhaust valves 8 are provided. On the other hand, relief portions 9, 9 and 10 are provided on the upper surface of the piston 2, corresponding to the pair of intake valves 7, 7 and exhaust valve 8, respectively. Of these, only the escape portions 9, 9 of the intake valves 7, 7 communicate with the injection hole 6 of the swirl chamber 5 through a guide groove 11 bored in the upper surface of the piston 1. Therefore, the relief portions 9 of the intake valves 7, 7,
9 also serves as a combustion cavity for the jet stream ejected from the injection hole 6.
上記吸気弁７，７の逃げ部９，９はピストン２
の軸芯を通る平面Ｐに対し左右対称となるように
配置されており、かつ渦流室５の噴射孔６の軸芯
は上記平面Ｐに含まれるようになつている。また
噴射孔６と左右の逃げ部９，９に連通する誘導溝
１１も平面Ｐに対し対称になつている。したがつ
て、噴射孔６から噴射した噴流は誘導溝１１を介
して、左右の逃げ部９，９に均等に分配され、か
つ逃げ部９，９内において渦流を形成しながら燃
焼を行うようになる。このため、左右の逃げ部
９，９は実質的に二丸型燃焼キヤビテイを形成し
ていることになる。 The relief portions 9, 9 of the intake valves 7, 7 are connected to the piston 2.
They are arranged symmetrically with respect to a plane P passing through the axis of the swirl chamber 5, and the axis of the injection hole 6 of the swirl chamber 5 is included in the plane P. Further, the guide groove 11 communicating with the injection hole 6 and the left and right relief parts 9, 9 is also symmetrical with respect to the plane P. Therefore, the jet stream injected from the injection hole 6 is evenly distributed to the left and right relief parts 9, 9 through the guide groove 11, and combustion is performed while forming a vortex within the relief parts 9, 9. Become. Therefore, the left and right relief portions 9, 9 substantially form a two-round combustion cavity.
上述したデイーゼルエンジンは、渦流室式にお
いて、ピストン２の上部に特別に燃焼キヤビテイ
のための加工は行つておらず、吸気弁７，７に対
応して必然的に加工される弁の逃げ部９，９を誘
導溝１１を介して燃焼キヤビテイに同時に兼用さ
せるようにしている。したがつて、圧縮比を実質
的に大幅に下げることなく、また燃焼キヤビテイ
が左右二つの逃げ部９，９から形成されているの
で燃料消費率低減の効果を得ることが可能とな
る。しかも、吸気弁７を一対設けたことにより、
空気吸入量を多くすることが可能となり、その燃
料消費率低減のために一層効果的に作用させるこ
とが可能となる。また、実施例のように、一対の
逃げ部９，９が渦流室５の噴射孔６に対し対称に
配置されるときは、いわゆる二丸型の燃焼キヤビ
テイを形成し、燃料消費率を一層向上させること
が可能となる。 In the above-mentioned diesel engine, in the swirl chamber type, the upper part of the piston 2 is not specially machined for a combustion cavity, and the valve relief part 9 is inevitably machined to correspond to the intake valves 7, 7. , 9 are simultaneously used as a combustion cavity via a guide groove 11. Therefore, it is possible to obtain the effect of reducing the fuel consumption rate without substantially lowering the compression ratio significantly, and since the combustion cavity is formed from the two left and right relief parts 9, 9. Moreover, by providing a pair of intake valves 7,
It becomes possible to increase the amount of air intake, and it becomes possible to make it work more effectively to reduce the fuel consumption rate. In addition, as in the embodiment, when the pair of escape parts 9, 9 are arranged symmetrically with respect to the injection hole 6 of the swirl chamber 5, a so-called two-round combustion cavity is formed, further improving the fuel consumption rate. It becomes possible to do so.
また、渦流室５の噴射孔６からピストン１上面
の逃げ部９に噴射される噴流は非常に高温である
ため、ピストン１の耐久性に影響を与える。しか
し、上記デイーゼルエンジンでは、渦流室５の噴
射孔６を排気弁８の逃げ部１０には連通させず、
吸気弁７の逃げ部９に対してだけ連通させるよう
にしてあるため、ピストンに対する熱的影響を緩
和し、その耐久性を向上することができる。すな
わち、吸気弁７の逃げ部９は、吸気口から吸入さ
れる空気によつて冷却されるため、高温の噴流に
対して影響を小さくすることができるが、排気弁
８の逃げ部１０の場合は、エンジンのなかでも最
も高温になつている排気弁周辺の部分であるた
め、この高温部分に対し、噴射孔６から更に高温
の噴流が噴射されると、ピストンの耐久性を悪化
することになるからである。 Further, since the jet stream injected from the injection hole 6 of the swirl chamber 5 to the relief part 9 on the upper surface of the piston 1 is very high temperature, it affects the durability of the piston 1. However, in the above diesel engine, the injection hole 6 of the swirl chamber 5 is not communicated with the relief part 10 of the exhaust valve 8,
Since it is configured to communicate only with the relief portion 9 of the intake valve 7, the thermal influence on the piston can be alleviated and its durability can be improved. That is, since the relief part 9 of the intake valve 7 is cooled by the air taken in from the intake port, the influence of the high-temperature jet flow can be reduced, but in the case of the relief part 10 of the exhaust valve 8, Since this is the area around the exhaust valve that is at the highest temperature in the engine, if an even higher temperature jet is injected from the injection hole 6 into this high temperature area, the durability of the piston will deteriorate. Because it will be.
上述したように本発明は、燃料噴射ノズルの燃
料を渦流室に噴射して渦流とし、該渦流を前記渦
流室の噴射孔を介してシリンダ内の主燃焼室へ噴
出するように構成したデイーゼルエンジンにおい
て、前記主燃焼室に排気弁と左右一対の吸気弁を
臨ませると共に、排気弁の逃げ部と吸気弁の逃げ
部とをそれぞれピストン上面に形成し、これら逃
げ部のうち前記吸気弁の逃げ部だけをピストン上
面に設けた誘導溝により前記渦流室の噴射孔に連
通させたものである。 As described above, the present invention provides a diesel engine configured to inject fuel from a fuel injection nozzle into a vortex chamber to form a vortex, and inject the vortex into a main combustion chamber in a cylinder through an injection hole in the vortex chamber. An exhaust valve and a pair of left and right intake valves are made to face the main combustion chamber, and an exhaust valve relief part and an intake valve relief part are respectively formed on the upper surface of the piston, and among these relief parts, the intake valve relief part is provided. Only the portion of the piston is communicated with the injection hole of the swirl chamber through a guide groove provided on the upper surface of the piston.
したがつて、このように吸気弁の逃げ部を燃焼
キヤビテイとして兼用することにより、特別に燃
焼キヤビテイをピストン上面に加工しなくてもよ
くなるため高い圧縮比を維持することができ、し
かも燃料消費効率を小さく抑制することができ
る。さらには、渦流室の噴射孔を排気弁の逃げ部
には連通せず、吸気弁の逃げ部に対してだけ連通
させたのでピストンに対する熱的影響を緩和し、
その耐久性を向上することができる。 Therefore, by using the escape part of the intake valve as the combustion cavity in this way, there is no need to specially process the combustion cavity on the top surface of the piston, making it possible to maintain a high compression ratio and improve fuel consumption efficiency. can be suppressed to a small value. Furthermore, the injection hole of the swirl chamber does not communicate with the escape part of the exhaust valve, but only with the escape part of the intake valve, which alleviates the thermal influence on the piston.
Its durability can be improved.
第１図は本発明の実施例によるデイーゼルエン
ジンの要部を示す縦断面図、第２図は第１図の
−矢視図である。
１……シリンダ、２……ピストン、３……シリ
ンダヘツド、４……燃料噴射ノズル、５……渦流
室、６……噴射孔、７……吸気弁、９……逃げ
部、１１……誘導溝。
FIG. 1 is a longitudinal cross-sectional view showing essential parts of a diesel engine according to an embodiment of the present invention, and FIG. 2 is a view taken along the - arrow in FIG. DESCRIPTION OF SYMBOLS 1... Cylinder, 2... Piston, 3... Cylinder head, 4... Fuel injection nozzle, 5... Swirl chamber, 6... Injection hole, 7... Intake valve, 9... Relief part, 11... Guiding groove.
Claims (1)
流とし、該渦流を前記渦流室の噴射孔を介してシ
リンダ内の主燃焼室へ噴出するように構成したデ
イーゼルエンジンにおいて、前記主燃焼室に排気
弁と左右一対の吸気弁を臨ませると共に、排気弁
の逃げ部と吸気弁の逃げ部とをそれぞれピストン
上面に形成し、これら逃げ部のうち前記吸気弁の
逃げ部だけをピストン上面に設けた誘導溝により
前記渦流室の噴射孔に連通させたデイーゼルエン
ジン。1. In a diesel engine configured to inject fuel from a fuel injection nozzle into a swirl chamber to form a swirl, and inject the swirl into a main combustion chamber in a cylinder through an injection hole in the swirl chamber, the fuel is injected into the main combustion chamber. An exhaust valve and a pair of left and right intake valves are made to face, and a relief part of the exhaust valve and a relief part of the intake valve are respectively formed on the upper surface of the piston, and of these relief parts, only the relief part of the intake valve is provided on the upper surface of the piston. A diesel engine that communicates with the injection hole of the swirl chamber through a guide groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56187811A JPS5891325A (en) | 1981-11-25 | 1981-11-25 | Diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56187811A JPS5891325A (en) | 1981-11-25 | 1981-11-25 | Diesel engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5891325A JPS5891325A (en) | 1983-05-31 |
| JPH0135168B2 true JPH0135168B2 (en) | 1989-07-24 |
Family
ID=16212648
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56187811A Granted JPS5891325A (en) | 1981-11-25 | 1981-11-25 | Diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS5891325A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5125380A (en) * | 1990-09-06 | 1992-06-30 | Toyota Jidosha Kabushiki Kaisha | Two-stroke diesel engine |
| GB9212859D0 (en) * | 1992-06-17 | 1992-07-29 | Ricardo Consulting Eng | Diesel engines |
| JP3268341B2 (en) * | 1993-06-25 | 2002-03-25 | 株式会社クボタ | Secondary combustion chamber diesel engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55127838U (en) * | 1979-03-06 | 1980-09-10 |
-
1981
- 1981-11-25 JP JP56187811A patent/JPS5891325A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5891325A (en) | 1983-05-31 |
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