JPH05296061A - Compression ratio variable system for diesel engine - Google Patents
Compression ratio variable system for diesel engineInfo
- Publication number
- JPH05296061A JPH05296061A JP12146792A JP12146792A JPH05296061A JP H05296061 A JPH05296061 A JP H05296061A JP 12146792 A JP12146792 A JP 12146792A JP 12146792 A JP12146792 A JP 12146792A JP H05296061 A JPH05296061 A JP H05296061A
- Authority
- JP
- Japan
- Prior art keywords
- compression ratio
- cylinders
- fuel injection
- idling
- cylinder
- 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
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
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明はディーゼルエンジンの圧
縮比に関する。FIELD OF THE INVENTION This invention relates to diesel engine compression ratios.
【０００２】[0002]
【従来の技術】ディーゼルエンジンの圧縮比と、排気の
各種特性とは一般に次のような関係がある。即ち、圧縮
比が高いと全負荷時の排気色は悪くなり、無負荷時のエ
ミッション（ＨＣやパティキュレート）は良くなり、ア
イドリング時の臭いや白煙の発生は良くなる。圧縮比が
低い場合にはその逆となる。2. Description of the Related Art The compression ratio of a diesel engine and various characteristics of exhaust gas generally have the following relationship. That is, when the compression ratio is high, the exhaust color at full load is poor, the emission (HC and particulates) at no load is good, and the odor and white smoke at idle are good. The opposite is true when the compression ratio is low.
【０００３】従来、ディーゼルエンジンの圧縮比は全気
筒同一であり、圧縮比の設定に関しては上記のごとき各
種の排気特性とのトレードオフを勘案しつつ設定してい
る。Conventionally, the compression ratio of a diesel engine is the same for all cylinders, and the compression ratio is set in consideration of trade-offs with various exhaust characteristics as described above.
【０００４】[0004]
【発明が解決しようとする課題】上記のごとく、従来は
圧縮比を全気筒同一としているため、いずれの排気特性
おも良好にすることは不可能であり、従って、いずれか
の性能を多少犠牲にせざるを得ないのが実情である。As described above, since the conventional compression ratio is the same for all cylinders, it is impossible to improve any exhaust characteristic. Therefore, some performance is sacrificed. The reality is that there is no choice but to do so.
【０００５】本発明は上記問題点に着目してなされたも
ので、アイドリング時にも、全負荷時にも、いずれの排
気特性も良好なディーゼルエンジンの圧縮比可変システ
ムを提供することを目的としている。The present invention has been made in view of the above problems, and an object of the present invention is to provide a variable compression ratio system for a diesel engine, which has good exhaust characteristics both during idling and under full load.
【０００６】[0006]
【課題を解決するための手段】上記の目的達成のため、
本発明に係るディーゼルエンジンの圧縮比可変システム
においては、ボッシュ式燃料噴射ポンプを備えた、少な
くとも２気筒以上のディーゼルエンジンの、一部の気筒
の圧縮比を他の気筒の圧縮比よりも高くし、前記燃料噴
射ポンプのプランジャリードを、前記圧縮比の高い気筒
においてはアイドリング時に燃料を少量噴射し、負荷の
増大に伴って逐次プランジャの圧送ストロークを増大す
るように設定し、前記圧縮比の低い気筒においては、ア
イドリング位置を過ぎてから燃料噴射を開始し、負荷の
増大に伴って逐次前記プランジャの圧送ストロークを増
大し、全負荷時には、前記圧縮比の高いプランジャの圧
送ストロークよりも前記圧縮比の低い気筒のプランジャ
の圧送ストロークを大きくなるように設定したことを特
徴としている。[Means for Solving the Problems] To achieve the above object,
In the variable compression ratio system of the diesel engine according to the present invention, the compression ratio of some cylinders of the diesel engine having at least two cylinders including the Bosch fuel injection pump is set higher than the compression ratios of the other cylinders. , A plunger lead of the fuel injection pump is set so that a small amount of fuel is injected during idling in a cylinder having a high compression ratio, and the pressure feeding stroke of the plunger is sequentially increased with an increase in load, and the compression ratio is low. In the cylinder, fuel injection is started after the idling position is passed, and the pressure feeding stroke of the plunger is sequentially increased as the load increases, and at full load, the compression ratio is higher than that of the plunger having a high compression ratio. It is characterized in that the pressure feeding stroke of the plunger of the low cylinder is set to be large.
【０００７】[0007]
【作用】上記構成によれば、２気筒以上のディーゼルエ
ンジンの一部の気筒の圧縮比を他の気筒の圧縮比よりも
高くし、ボッシュ式燃料噴射ポンプのプランジャリード
を、圧縮比の高い気筒はアイドリング時から燃料を噴射
するようにし、圧縮比の低い気筒はアイドリング時には
燃料を噴射せず、全負荷時には圧縮比の高い気筒よりも
燃料噴射量を多くするようにした。According to the above structure, the compression ratio of some cylinders of a diesel engine having two or more cylinders is made higher than that of other cylinders, and the plunger lead of the Bosch type fuel injection pump is set to a cylinder having a high compression ratio. Is designed to inject fuel from the time of idling, and the cylinder with a low compression ratio does not inject fuel at the time of idling, and the fuel injection amount is made larger at full load than the cylinder with a high compression ratio.
【０００８】そのため、無負荷、アイドリング時には排
気特性の優れた圧縮比の高い気筒のみで運転し、全負荷
時には排気特性の良い圧縮比の低い気筒に多くの燃料が
供給されて高い出力を発生し、圧縮比の高い気筒には少
ない燃料が供給されるため、排気特性の悪化が防止され
る。Therefore, when no load is applied and idling, only the cylinder with a high compression ratio having an excellent exhaust characteristic is operated, and at full load, a large amount of fuel is supplied to the cylinder with a good compression ratio and a low compression ratio to generate a high output. Since a small amount of fuel is supplied to the cylinder having a high compression ratio, deterioration of exhaust characteristics is prevented.
【０００９】[0009]
【実施例】以下に本発明に係るディーゼルエンジンの圧
縮比可変システムの実施例について、図面を参照して説
明する。図１は６気筒エンジンのピストンの組み込み状
態を示す断面図であり、１はクランクケース、２はシリ
ンダ、３はクランクシャフト、４はコネクティングロッ
ド、１０，１１はピストン、５はピストンピンである。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of a variable compression ratio system for a diesel engine according to the present invention will be described below with reference to the drawings. FIG. 1 is a cross-sectional view showing a state in which a piston of a 6-cylinder engine is assembled. 1 is a crankcase, 2 is a cylinder, 3 is a crankshaft, 4 is a connecting rod, 10 and 11 are pistons, and 5 is a piston pin.
【００１０】ピストン１０，１１の頂部には燃焼室が形
成されており、＃１，＃２，＃３気筒のピストン１０に
は容積の小さい燃焼室１２が形成されており、従って、
圧縮比は高く設定されている。＃４，＃５，＃６気筒の
ピストン１１には容積の大きい燃焼室１３が形成されて
おり、従って、圧縮比は低い。A combustion chamber is formed at the top of the pistons 10 and 11, and a combustion chamber 12 having a small volume is formed in the pistons 10 of the # 1, # 2 and # 3 cylinders.
The compression ratio is set high. A combustion chamber 13 having a large volume is formed in the pistons 11 of the # 4, # 5, and # 6 cylinders, and therefore the compression ratio is low.
【００１１】次にボッシュの燃料噴射ポンプは次のごと
くに設定されている。図２は噴射ポンプの特性を示すグ
ラフで、噴射ポンプのラック位置と噴射ポンプの圧送ス
トロークと燃料噴射量との関係を示すグラフである。横
軸は噴射ポンプのラック位置でＢ点はアイドリング時、
Ｃ点は全負荷時を示し、縦軸は上部が圧送ストローク、
下部は燃料噴射量である。Next, the Bosch fuel injection pump is set as follows. FIG. 2 is a graph showing the characteristics of the injection pump, and is a graph showing the relationship between the rack position of the injection pump, the pumping stroke of the injection pump, and the fuel injection amount. The horizontal axis is the injection pump rack position, and point B is when idling.
Point C shows full load, the vertical axis is the upper part of the pumping stroke,
The lower part is the fuel injection amount.
【００１２】上部の点線の円は噴射ポンプのフィードホ
ールであり、斜線はプランジャリードを示し、実線は＃
１，＃２，＃３気筒、点線は＃４，＃５，＃６気筒のも
のを示す。下部の燃料噴射量のグラフの実線は＃１，＃
２，＃３気筒、点線は＃４，＃５，＃６気筒を示す。The dotted circle in the upper part is the feed hole of the injection pump, the diagonal line shows the plunger lead, and the solid line is #.
1, # 2, # 3 cylinders, and dotted lines show those of # 4, # 5, # 6 cylinders. The solid lines in the lower graph of fuel injection amount are # 1 and #
Cylinders # 2 and # 3, and dotted lines indicate cylinders # 4, # 5, and # 6.
【００１３】図から明らかなごとく、Ｂ点のアイドリン
グ時および無負荷時には＃１，＃２，＃３気筒のみに燃
料が噴射され、高圧縮比ピストンのみによる運転とな
る。従って、エミッション（ＨＣ、パティキュレー
ト）、臭い、白煙等は良好である。As is apparent from the figure, at the time of idling at point B and when there is no load, fuel is injected only into the # 1, # 2 and # 3 cylinders, and operation is performed only with the high compression ratio piston. Therefore, emission (HC, particulates), odor, white smoke, etc. are good.
【００１４】Ｃ点の全負荷時では点線の圧送ストローク
Ａ2 は実線の圧送ストロークＡ1 よりも大きい。即ち、
圧縮比の低い＃４，＃５，＃６気筒の燃料噴射量は多
く、圧縮比の高い＃１，＃２，＃３気筒の燃料噴射量は
少ないため、排気色特性の優れた低圧縮比ピストンの割
合が増すこととなり排気色の悪化が防止される。At full load at point C, the dotted line pressure feeding stroke A 2 is larger than the solid line pressure feeding stroke A 1 . That is,
The # 4, # 5, and # 6 cylinders, which have a low compression ratio, have a large fuel injection amount, while the # 1, # 2, and # 3 cylinders, which have a high compression ratio, have a small fuel injection amount. The ratio of pistons is increased, and deterioration of exhaust color is prevented.
【００１５】以上は６気筒エンジンを例にあげて説明し
たが、２シリンダ以上のディーゼルエンジン総てに適用
できることは当然である。Although the above description has been made by taking a 6-cylinder engine as an example, it is naturally applicable to all diesel engines having 2 or more cylinders.
【００１６】[0016]
【発明の効果】以上説明したごとく、本発明はボッシュ
式燃料噴射ポンプを備えた２気筒以上のディーゼルエン
ジンの、一部の気筒の圧縮比を他の気筒の圧縮比よりも
高くし、燃料噴射ポンプをアイドリング時には高圧縮比
の気筒のみに燃料を噴射し、全負荷時には低圧縮比の気
筒に高圧縮比の気筒よりも多量の燃料を噴射するように
した。そのため、本発明のエンジンは従来のエンジンに
対して下表に示す如き効果を奏する。As described above, according to the present invention, in a diesel engine having two or more cylinders equipped with a Bosch type fuel injection pump, the compression ratio of some cylinders is made higher than the compression ratio of other cylinders, and fuel injection is performed. When the pump is idling, the fuel is injected only into the high compression ratio cylinder, and when the load is full, the low compression ratio cylinder is injected with a larger amount of fuel than the high compression ratio cylinder. Therefore, the engine of the present invention has the effects shown in the table below with respect to the conventional engine.
【表１】 [Table 1]
【図１】本発明のエンジンのピストン組み込み状態を示
す断面図である。FIG. 1 is a sectional view showing a state where a piston of an engine of the present invention is installed.
【図２】本発明の燃料噴射ポンプの噴射特性グラフであ
る。FIG. 2 is an injection characteristic graph of the fuel injection pump of the present invention.
１ クランクケース ５ ピストン
ピン ２ シリンダ １０，１１
ピストン ３ クランクシャフト １２，１３
燃焼室 ４ コネクティングロッド1 Crankcase 5 Piston pin 2 Cylinder 10, 11
Piston 3 Crankshaft 12,13
Combustion chamber 4 Connecting rod
Claims (1)
くとも２気筒以上のディーゼルエンジンの、一部の気筒
の圧縮比を他の気筒の圧縮比よりも高くし、前記燃料噴
射ポンプのプランジャリードを、前記圧縮比の高い気筒
においてはアイドリング時に燃料を少量噴射し、負荷の
増大に伴って逐次プランジャの圧送ストロークを増大す
るように設定し、前記圧縮比の低い気筒においては、ア
イドリング位置を過ぎてから燃料噴射を開始し、負荷の
増大に伴って逐次前記プランジャの圧送ストロークを増
大し、全負荷時には、前記圧縮比の高い気筒のプランジ
ャの圧送ストロークよりも前記圧縮比の低い気筒のプラ
ンジャの圧送ストロークを大きくなるように設定したこ
とを特徴とするディーゼルエンジンの圧縮比可変システ
ム。1. A diesel engine having at least two cylinders having a Bosch type fuel injection pump has a compression ratio of some cylinders higher than compression ratios of other cylinders, and a plunger lead of the fuel injection pump is provided. In the cylinder with a high compression ratio, a small amount of fuel is injected during idling, and the pressure stroke of the plunger is set to increase successively as the load increases.In the cylinder with a low compression ratio, after the idling position has passed. When fuel injection is started and the load is increased, the pressure stroke of the plunger is sequentially increased. At full load, the pressure stroke of the plunger of the cylinder having a lower compression ratio than the pressure stroke of the plunger of the cylinder having a high compression ratio. A variable compression ratio system for diesel engines, which is characterized by a large setting.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12146792A JPH05296061A (en) | 1992-04-15 | 1992-04-15 | Compression ratio variable system for diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP12146792A JPH05296061A (en) | 1992-04-15 | 1992-04-15 | Compression ratio variable system for diesel engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH05296061A true JPH05296061A (en) | 1993-11-09 |
Family
ID=14811875
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP12146792A Pending JPH05296061A (en) | 1992-04-15 | 1992-04-15 | Compression ratio variable system for diesel engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH05296061A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2435306A (en) * | 2006-02-17 | 2007-08-22 | Ford Global Tech Llc | Dual combustion mode i.c. engine having groups of cylinders with different compression ratios |
| JP2010077975A (en) * | 2010-01-08 | 2010-04-08 | Yanmar Co Ltd | Multi-cylinder premixed compression self-ignition type engine |
| JP2012092784A (en) * | 2010-10-28 | 2012-05-17 | Isuzu Motors Ltd | Cylinder internal pressure control system of diesel engine |
| EP2657486A1 (en) * | 2012-04-24 | 2013-10-30 | Ford Global Technologies, LLC | Self-ignited combustion engine with partial shut-down and method for operating such a combustion engine with optimised consumption |
| RU2635006C2 (en) * | 2012-04-24 | 2017-11-08 | ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи | Internal combustion engine with self-flamming and its control method |
-
1992
- 1992-04-15 JP JP12146792A patent/JPH05296061A/en active Pending
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2435306A (en) * | 2006-02-17 | 2007-08-22 | Ford Global Tech Llc | Dual combustion mode i.c. engine having groups of cylinders with different compression ratios |
| JP2010077975A (en) * | 2010-01-08 | 2010-04-08 | Yanmar Co Ltd | Multi-cylinder premixed compression self-ignition type engine |
| JP2012092784A (en) * | 2010-10-28 | 2012-05-17 | Isuzu Motors Ltd | Cylinder internal pressure control system of diesel engine |
| EP2657486A1 (en) * | 2012-04-24 | 2013-10-30 | Ford Global Technologies, LLC | Self-ignited combustion engine with partial shut-down and method for operating such a combustion engine with optimised consumption |
| US9376967B2 (en) | 2012-04-24 | 2016-06-28 | Ford Global Technologies, Llc | Auto-ignition internal combustion engine with partial deactivation and method for the operation of an internal combustion engine of said type |
| RU2635006C2 (en) * | 2012-04-24 | 2017-11-08 | ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи | Internal combustion engine with self-flamming and its control method |
| RU2635738C2 (en) * | 2012-04-24 | 2017-11-15 | ФОРД ГЛОУБАЛ ТЕКНОЛОДЖИЗ, ЭлЭлСи | Engine of internal combustion with self-flamming and method of its work |
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