JPH0573242U - Internal combustion engine compression pressure control mechanism - Google Patents

Abstract

(57) [Abstract] [Purpose] It is possible to arbitrarily control the compression pressure during the compression process in an internal combustion engine. [Structure] A solenoid valve 1 that opens and closes the communication hole 10 by providing a compression pressure adjusting chamber 11 that communicates with the combustion chamber 8 through a communication hole 10
2 has a determination unit 14 that can be arbitrarily controlled according to the operating state in the compression process, and the compression pressure is arbitrarily adjusted by opening and closing the communication hole 10 in the compression process, and the mixing stored in the compression pressure adjustment chamber 11 is performed. The air is opened between the end of the explosion / exhaust process and the next intake process until the intake valve reaches the bottom dead center after the exhaust valve is closed, and the pressure inside the compression pressure adjustment chamber can be controlled to the same pressure as the cylinder pressure. In addition, it was possible to control the sealed air-fuel mixture so that it would not be discharged unburned.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a compression pressure control mechanism for preventing a knocking phenomenon during a compression process in an internal combustion engine.

[0002]

[Prior Art]

 As a conventional knocking phenomenon preventing means of this type, as shown in FIGS. 7 and 8, a knocking detection sensor 2 mounted on an engine body 1, a cooling water temperature detection sensor 3 and an intake air amount sensor for detecting an engine operating state. 4, the throttle valve opening detection sensor 5 and the ignition timing control device 6 based on these information controls the ignition retard of the spark plug 7.

[0003]

[Problems to be solved by the device]

 However, with this conventional knocking prevention mechanism, there is a problem that exhaust temperature rises due to ignition retard control during the compression process, and exhaust system components deteriorate accordingly. Since the exhaust temperature was controlled by making the concentration darker than usual, there were the problems of lowering fuel consumption and increasing air pollution components in the exhaust gas.

The present invention has been made to solve the above-mentioned conventional problems, and a compression pressure control mechanism for an internal combustion engine capable of solving the above problems by arbitrarily controlling the compression pressure during a compression process. It is intended to provide.

[0005]

[Means for Solving the Problems]

 In order to solve the above technical problems, the present invention provides a compression pressure adjusting chamber in a combustion chamber of an internal combustion engine, which communicates with the combustion chamber through a communicating hole, and opens and closes the communicating hole between the combustion chamber and the compression pressure adjusting chamber. It consists of a judgment part that can control the solenoid valve arbitrarily depending on the operating condition in the compression process.The compression pressure can be adjusted arbitrarily by opening and closing the communication hole of the compression pressure adjustment chamber in the compression process. Therefore, the air-fuel mixture stored in the compression pressure control chamber ends at the end of the explosion / exhaust process, enters the next intake process, closes the exhaust valve, and then reaches the intake bottom dead center. It can be opened / closed to release the compressed mixture in the compression pressure control chamber to control the pressure in the compression pressure control chamber to the same pressure as the cylinder pressure, and the sealed mixture for adjusting the compression pressure is not burned. Control so that it is not discharged as it is It consists in the compression pressure control mechanism for an internal combustion engine configured to capacity.

[0006]

[Action]

 A compression pressure adjusting chamber is provided through a conduction hole that communicates with the combustion chamber, and the compression pressure can be arbitrarily adjusted by opening and closing the conduction hole in the compression process by the operating state determination unit.

[0007]

【Example】

 A first embodiment of the present invention will now be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic sectional view of the cylinder body 1, and FIG. A conduction hole 10 is formed at a predetermined position on the cylinder head 9 side, and a compression pressure adjusting chamber 11 having a predetermined volume is provided so as to communicate with the combustion chamber 8 through the conduction hole 10. An electromagnetic valve 12 is provided on the upper side of 10 so as to open and close the conduction hole 10. The solenoid valve 12 operates by operating the solenoid valve 12 at any stage in the compression process depending on the operating state of the engine, that is, the outside air temperature, the cooling water temperature, the presence or absence of knocking, the load, and the like. It is connected to the conduction time determination unit 14 that determines whether or not the electricity is transmitted to the power transmission unit 8.

In the engine configured as described above, the electromagnetic valve 12 is actuated by the determination of the conduction timing determination unit 14 during the compression process (the intake / exhaust valves 15 and 16 are fully closed), and the conduction hole 10 is opened. As a result, the combustion chamber 8 and the compression pressure adjusting chamber 11 are electrically connected to each other, so that the air-fuel mixture is introduced into the compression pressure adjusting chamber 11. Since there is a difference in the compressed pressure between the bottom dead center and the top dead center in this compression process, a difference in the mass of the air-fuel mixture entering the compression pressure adjusting chamber 11 causes a difference in the final compression pressure. An appropriate compression pressure (which can prevent knocking) can be obtained by a signal from the conduction timing determination unit 14 at that time.

The compression pressure adjusting chamber 11 that has once been conducted during the compression process is closed again before being ignited, and the explosion / exhaust process is performed.

After the completion of the explosion / exhaust process, at the time of shifting to the intake process again, that is, after the exhaust valve 16 is fully closed, the solenoid valve 12 is operated by the closing detection sensor (not shown) of the exhaust valve 16. Upon activation, the communication hole 10 is opened, the compression pressure adjusting chamber 11 and the combustion chamber 8 are connected to each other, the compressed air-fuel mixture sealed in the compression pressure adjusting chamber 11 is released, and the adjustment chamber 11 and the cylinder pressure are changed. Will be the same pressure. The exhaust valve closing detection sensor discharges the unburned air-fuel mixture sealed in the compression pressure adjusting chamber 11 from the exhaust valve 16 to prevent deterioration of the catalyst and the like due to HC components.

Then, during the suction process, the air-fuel mixture in the compression pressure adjusting chamber 11 is discharged to the cylinder side, and the compression pressure adjusting chamber 11 having the same pressure as in the cylinder is opened for a certain period of time after opening. That is, by the end of the suction process, the solenoid valve 12 is actuated, the conduction hole 10 is closed, the process proceeds to the compression process again, and the above process is repeated.

As described above, the solenoid valve 12 is operated by the signal of the conduction timing determination unit 14 at the determination timing corresponding to the operating state of the engine in the compression process to electrically connect the compression pressure adjusting chamber 11 and the combustion chamber 8. A part of it is introduced into the compression pressure adjusting chamber 11 to lower the compression pressure, that is, the final compression pressure is arbitrarily adjusted in the operating state of the engine to prevent the knocking phenomenon without performing ignition retard control or the like. In addition, it is possible to prevent deterioration of exhaust system components due to rise in exhaust temperature due to ignition retard control, decrease of fuel efficiency due to air-fuel rich control to prevent it, and increase of air pollutant components in exhaust gas. It can be prevented.

Next, a second embodiment of the present invention will be described with reference to FIGS. 3 and 4. FIG. 3 is a schematic sectional view of the cylinder body 1, and FIG. 4 is a bottom view of the combustion chamber. A conducting hole 10 is formed at a predetermined position on the side of the cylinder head 9 forming the cylinder 8 in the same manner as in the first embodiment, and the compression hole having a predetermined volume is communicated with the combustion chamber 8 through the conducting hole 10. A pressure adjusting chamber 11 is provided, and an electromagnetic valve 22 is provided on the upper side of the conduction hole 10 to open and close the conduction hole 10. A volume adjusting device 17 is attached to the compression pressure adjusting chamber 11. The volume adjusting device 17 is composed of an actuator 18, a rod 19, a partition wall 20 and a spring 21, and the actuator 18 adjusts the pressure force of the partition wall 20. It is slid along the chamber 11 so that its volume can be changed. Further, the solenoid valve 12 of the first embodiment operates the solenoid valve 12 at any stage during the compression process depending on the operating state of the engine, that is, the outside air temperature, the cooling water temperature, the presence or absence of knocking, the load, etc. Although it was connected to the conduction timing determination unit 14 that determines whether the chamber 11 and the combustion chamber 8 are electrically connected, the compression pressure adjusting chamber 11 and the combustion chamber 8 are operated by the operation of the solenoid valve 22 of the second embodiment. The timing of opening and closing the conduction is set to be performed at a certain time during the compression process, and the volume adjusting device 17 determines the volume based on the operating state of the engine, that is, the outside air temperature, the cooling water temperature, the presence or absence of knocking, the load, and the like. It is connected to the volume determination unit 23 and is designed to adjust the final compression pressure to a pressure suitable for the operating condition of the engine by a change in volume. The basic operation is similar to that of the first embodiment. Therefore, the same effect as that of the first embodiment is obtained.

Next, a third embodiment of the present invention will be described with reference to FIGS. 5 and 6. At a predetermined position on the cylinder head 9 side that constitutes the combustion chamber 8, a through hole 1 is formed at a predetermined position as in the first embodiment. 0 is formed, and a compression pressure adjusting chamber 11 having a predetermined volume is provided so as to communicate with the combustion chamber 8 through the conduction hole 10. The conduction hole 10 can be opened and closed on the upper side of the conduction hole 10. Is provided with a solenoid valve 25. Further, the tip of the valve 26 provided in the solenoid valve 25 is provided so as to face the conduction hole 10 so that the conduction hole 10 can be opened and closed and the passage area of the conduction hole 10 can be opened and closed. Is operated at a certain time during the compression process depending on the operating condition of the engine, that is, the outside air temperature, the cooling water temperature, the presence or absence of knocking, the load, etc., to connect the compression pressure adjusting chamber 11 and the combustion chamber 8 to each other and to operate the engine. It is connected to a continuity determination unit 27 that maintains the passage diameter according to the state, and is provided so as to adjust the final compression pressure to a pressure suitable for the operating condition of the engine. The basic operation is the same as in the first embodiment. Therefore, the same effect as the first embodiment is obtained.

[0015]

[Effect of the device]

 As described above, the compression pressure adjusting chamber is provided through the conduction hole that communicates with the combustion chamber, and the compression unit is configured to arbitrarily adjust the compression pressure by opening and closing the conduction unit during the compression process by the operating state determination unit. , It is possible to prevent the knocking phenomenon by arbitrarily controlling the compression pressure suitable for the operating condition of the engine, and also to prevent the deterioration of exhaust system parts due to the exhaust temperature rise due to the ignition retard control and the air fuel consumption to prevent it. It is possible to prevent a decrease in fuel cost due to the rich control and further an increase in air pollutant components in the exhaust gas. In addition, when the knocking phenomenon is unlikely to occur, the compression pressure can be raised above the normal level by controlling the compression pressure arbitrarily. Therefore, the increase in the combustion efficiency due to the high compression pressure increases the output and fuel consumption. It is possible to improve.

[Brief description of drawings]

FIG. 1 is a schematic sectional view of a cylinder body of a first embodiment of the present invention.

FIG. 2 is a bottom view of FIG.

FIG. 3 is a schematic sectional view of a cylinder body according to a second embodiment of the present invention.

FIG. 4 is a bottom view of FIG.

FIG. 5 is a schematic sectional view of a cylinder body according to a third embodiment of the present invention.

FIG. 6 is a bottom view of FIG.

FIG. 7 is a schematic sectional view of a conventional cylinder body.

8 is a bottom view of FIG. 7. FIG.

[Explanation of symbols]

 8 Combustion chamber 10 Conduction hole 11 Compression pressure adjustment chamber 12, 22, 25 Solenoid valve 14 Conduction timing determination unit 17 Volume adjustment device 23 Volume determination unit

Claims (1)

[Scope of utility model registration request] 1. A combustion chamber of an internal combustion engine is provided with a compression pressure adjusting chamber which communicates with the combustion chamber through a communicating hole, and an electromagnetic valve which opens and closes the communicating hole of the compressing pressure adjusting chamber is arbitrarily set according to an operating state in a compression process. The control unit can control the compression pressure in the compression process by opening and closing the communication hole of the compression pressure control chamber in the compression process, and the mixture stored in the compression pressure control chamber for adjusting the compression pressure. After the explosion / exhaust process is completed and the next intake process is started and the exhaust valve is closed, the compression pressure control chamber is opened and closed arbitrarily until the intake bottom dead center, and the compressed mixture in the compression pressure control chamber Of the internal pressure of the internal combustion engine so that the pressure in the compression pressure adjustment chamber can be controlled to the same pressure as the cylinder pressure and that the air-fuel mixture that has been sealed for compression pressure adjustment is not discharged as unburned. Compressed pressure controller Structure.