JPH0619802Y2 - Subchamber diesel engine combustion chamber - Google Patents
Subchamber diesel engine combustion chamberInfo
- Publication number
- JPH0619802Y2 JPH0619802Y2 JP1985123489U JP12348985U JPH0619802Y2 JP H0619802 Y2 JPH0619802 Y2 JP H0619802Y2 JP 1985123489 U JP1985123489 U JP 1985123489U JP 12348985 U JP12348985 U JP 12348985U JP H0619802 Y2 JPH0619802 Y2 JP H0619802Y2
- Authority
- JP
- Japan
- Prior art keywords
- chamber
- sub
- combustion chamber
- auxiliary
- nozzle
- 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 - Lifetime
Links
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- Combustion Methods Of Internal-Combustion Engines (AREA)
Description
【考案の詳細な説明】 〔産業上の利用分野〕 本考案は副室式ディーゼル機関の燃焼室に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial application] The present invention relates to a combustion chamber of a sub-chamber diesel engine.
第５図に従来の副室式ディーゼル機関の燃焼室を示す。
副燃焼室２はシリンダヘッド４内に凹設されている。副
燃焼室２の形状は上部が半球形下部の円錐台のもの、あ
るいは円柱形のものなどがあるが、図では下部が円錐台
のものを示している。副燃焼室２に燃料噴射弁５及び機
関の始動時に副燃焼室２内を予熱するグロープラグ６を
必要に応じて設置している。副燃焼室２は副室噴口３を
介してピストン７の頂面、シリンダ８、シリンダヘッド
４の下面から構成される主燃焼室１と連通している。副
燃焼室中心線Ａ−Ａとシリンダ中心線Ｂ−Ｂを含む平面
による副室噴口３の切断面での副室噴口３の稜線は平行
であり、副室噴口３の主燃焼室側開口部通路断面積ｆ１
は、副燃焼室側開口断面積ｆ２と同一である。FIG. 5 shows a combustion chamber of a conventional sub-chamber diesel engine.
The sub combustion chamber 2 is recessed in the cylinder head 4. The auxiliary combustion chamber 2 may have a hemispherical lower truncated cone shape or a cylindrical shape, but the lower portion has a truncated cone shape in the figure. A fuel injection valve 5 and a glow plug 6 for preheating the inside of the auxiliary combustion chamber 2 when starting the engine are installed in the auxiliary combustion chamber 2 as required. The sub-combustion chamber 2 communicates with the main combustion chamber 1 including the top surface of the piston 7, the cylinder 8 and the lower surface of the cylinder head 4 through the sub-chamber injection port 3. The ridge lines of the auxiliary chamber injection port 3 at the cutting plane of the auxiliary chamber injection port 3 formed by a plane including the auxiliary combustion chamber center line AA and the cylinder center line BB are parallel to each other, and the auxiliary combustion chamber side opening portion of the auxiliary chamber injection port 3 is formed. Cross-sectional area f 1
Is the same as the auxiliary combustion chamber side opening cross-sectional area f 2 .
次に前記従来例の作用について説明する。Next, the operation of the conventional example will be described.
機関運転時の圧縮行程でピストン７により主燃焼室１内
の空気が圧縮され、副室噴口３をへて副燃焼室２内に流
入し、渦流Ｓを生成する。渦流Ｓの方向に沿って燃料噴
射弁５より燃料を噴射すると、燃料は渦流Ｓと共に副燃
焼室２内を旋回し、燃料と空気との混合が行われ着火燃
焼する。副燃焼室２内の燃焼ガス、未燃燃料は副室噴口
３を通って主燃焼室１内に噴出し、ピストンに仕事をす
ると同時に、主燃焼室１内の空気との混合燃焼を行わし
める。即ち副燃焼室２から流出した噴流は、シリンダ中
心線Ｂ−Ｂに対し副燃焼室２と反対側のシリンダ壁まで
到達し壁面に衝突し、衝突後はシリンダ壁８の壁面に沿
って分解する。Air in the main combustion chamber 1 is compressed by the piston 7 during the compression stroke during engine operation, flows into the auxiliary combustion chamber 2 through the auxiliary chamber injection port 3, and generates a swirl S. When fuel is injected from the fuel injection valve 5 along the direction of the vortex S, the fuel swirls in the auxiliary combustion chamber 2 together with the vortex S, and the fuel and air are mixed and ignited and burned. Combustion gas and unburned fuel in the sub-combustion chamber 2 are jetted into the main combustion chamber 1 through the sub-chamber injection port 3 to work on the piston and simultaneously perform mixed combustion with air in the main combustion chamber 1. . That is, the jet flowing out from the sub combustion chamber 2 reaches the cylinder wall on the side opposite to the sub combustion chamber 2 with respect to the cylinder center line BB and collides with the wall surface, and after the collision, is decomposed along the wall surface of the cylinder wall 8. .
ところが主燃焼室１内での燃料と空気の混合気形成及び
燃焼を良好にするには、短時間で噴流が上記シリンダ壁
まで到達せねばならない。一般に小形副室式ディーゼル
機関の場合、吸，排気弁等の配置のため、構造的に副燃
焼室２をシリンダ中心線に寄せて設置するのには限度が
ある。そのため副室噴口を小さくすると、副燃焼室２か
ら主燃焼室１へガスが流出しにくくなり、副室噴口３の
絞り損失が大きくなると共に、副燃焼室２内が空気不足
となるため燃費及び吐煙が悪化する。However, in order to improve the formation and combustion of the fuel-air mixture in the main combustion chamber 1, the jet flow must reach the cylinder wall in a short time. Generally, in the case of a small sub-chamber type diesel engine, since the intake and exhaust valves are arranged, it is structurally limited to install the sub-combustion chamber 2 close to the center line of the cylinder. Therefore, if the sub-chamber injection port is made smaller, it becomes difficult for gas to flow from the sub-combustion chamber 2 to the main combustion chamber 1, the throttle loss of the sub-chamber injection port 3 increases, and air in the sub-combustion chamber 2 becomes insufficient. Exhaled smoke worsens.
本考案の目的は、前記従来装置の欠点を解消し、副室噴
口の絞り損失を低減し、副燃焼室、主燃焼室内の燃料と
空気の混合燃焼を改善するため、副燃焼室内の渦流を確
保し、副燃焼室から主燃焼室へのガス流を容易にする副
室式ディーゼル機関の燃焼室を提供するにある。The object of the present invention is to eliminate the vortex flow in the auxiliary combustion chamber in order to solve the drawbacks of the conventional device, reduce the throttling loss of the auxiliary chamber injection port, and improve the mixed combustion of fuel and air in the auxiliary combustion chamber and the main combustion chamber. It is to provide a combustion chamber of a sub-chamber diesel engine that secures and facilitates gas flow from the sub-combustion chamber to the main combustion chamber.
本考案に係る副室式ディーゼル機関の副室噴口３の主燃
焼室側開口部通路面積をｆ１とし、副燃焼室側開口部面
積をｆ２とする。副燃焼室中心線Ａ−Ａと、シリンダ中
心線Ｂ−Ｂとを含む平面による副室噴口通路の切断面の
うち、上記シリンダ中心線から離れて位置する副室噴口
通路壁の主燃焼室壁に凸部１１にを設け、該副室噴口通
路壁の副燃焼室側に凹部１２を配置するとともに、前記
凸部及び凹部を直線部と二つの円弧で接続してなる段差
部とで構成し、かつ前記凹部の前記直線部をシリンダ中
心線側に位置する副室噴口通路壁に平行に形成すること
により、前記副室噴口３の通路面積をｆ１＜ｆ２となる
ように構成したものである。The main combustion chamber side opening passage area of the sub chamber injection port 3 of the sub chamber type diesel engine according to the present invention is defined as f 1 , and the sub combustion chamber side opening area is defined as f 2 . The main combustion chamber wall of the auxiliary chamber nozzle passage wall located away from the cylinder center line among the cutting planes of the auxiliary chamber nozzle passage formed by the plane including the auxiliary combustion chamber center line AA and the cylinder center line BB. Is provided on the auxiliary combustion chamber side of the injection chamber passage wall of the auxiliary chamber, and the concave portion is formed by connecting the convex portion and the concave portion with a straight line portion and two arcs. The passage area of the sub chamber injection port 3 is configured to be f 1 <f 2 by forming the straight portion of the recess in parallel with the sub chamber injection port passage wall located on the cylinder center line side. Is.
前記のように副室噴口を構成したので圧縮行程時の副燃
焼室２内の渦流Ｓが強くなる。また膨張行程時の副燃焼
室２内から主燃焼室１内へのガス流出が容易になると共
に副室噴口３における流動損失が低減する。Since the auxiliary chamber injection port is configured as described above, the vortex flow S in the auxiliary combustion chamber 2 during the compression stroke becomes strong. Further, the outflow of gas from the sub-combustion chamber 2 into the main combustion chamber 1 during the expansion stroke is facilitated and the flow loss at the sub-chamber injection port 3 is reduced.
以下第１〜４図を参照して本考案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 FIGS.
第１図は本考案による第１実施例の燃焼室を示す断面
図、第２図は同第１実施例の副室噴口の詳細図、第３図
は圧縮、膨張行程時の副室噴口通路面積比を示す細図、
第４図は第２実施例の副室噴口詳細部である。FIG. 1 is a sectional view showing a combustion chamber of a first embodiment according to the present invention, FIG. 2 is a detailed view of a sub chamber nozzle of the first embodiment, and FIG. 3 is a sub chamber nozzle passage at the time of compression and expansion strokes. A detailed view showing the area ratio,
FIG. 4 is a detailed portion of the auxiliary chamber nozzle of the second embodiment.
(a)第１実施例（第１〜３図） 副燃焼室２はシリンダヘッド４内に凹設されている。副
燃焼室２の形状は上部が半球形、下部が円錐台のもの、
あるいは円柱形のもの等があるが、第１図のものは下部
が円錐台のものを示す。副燃焼室２には燃料噴射弁５及
び機関始動時に副燃焼室２内を予熱するグロープラグ６
を必要に応じて設置する。副燃焼室２は副室噴口３を介
してピストン７の頂面、シリンダ８、シリンダヘッド４
の下面から構成される主燃焼室１と連通している。副室
噴口３の主燃焼室開口部通路面積ｆ１とし、副燃焼室側
通路面積をｆ２とする。(a) First Embodiment (FIGS. 1 to 3) The auxiliary combustion chamber 2 is recessed in the cylinder head 4. The sub-combustion chamber 2 has a hemispherical upper part and a truncated cone lower part.
Alternatively, there is a cylindrical shape, etc., but the one shown in FIG. The auxiliary combustion chamber 2 has a fuel injection valve 5 and a glow plug 6 for preheating the inside of the auxiliary combustion chamber 2 when the engine is started.
Are installed as required. The sub combustion chamber 2 is connected to the top surface of the piston 7, the cylinder 8 and the cylinder head 4 through the sub chamber injection port 3.
Communicates with the main combustion chamber 1 composed of the lower surface of The main combustion chamber opening passage area f 1 of the sub chamber injection port 3 is defined as the sub combustion chamber side passage area f 2 .
副燃焼室中心線Ａ−Ａとシリンダ中心線Ｂ−Ｂとを含む
平面による副室噴口通路の切断面のうち、上記シリンダ
中心線Ｂ−Ｂから離れて位置する副室噴口通路壁の主燃
焼室側に凸部１１、同副室噴口通路壁の副燃焼室側に凹
部１２を設置し、前記凸部及び凹部を直線部と二つの円
弧で接続してなる段差部とで構成し、かつ前記凹部の前
記直線部をシリンダ中心線側に位置する副室噴口通路壁
に平行に形成することにより、前記副室噴口３の通路面
積をｆ１＜ｆ２としている。Main combustion of the sub-chamber nozzle passage wall located away from the cylinder center line BB among the cut surfaces of the sub-chamber nozzle passage formed by a plane including the sub-combustion chamber center line AA and the cylinder center line BB. A convex portion 11 is provided on the chamber side, and a concave portion 12 is provided on the auxiliary combustion chamber side of the auxiliary chamber injection passage wall, and the convex portion and the concave portion are constituted by a step portion formed by connecting a straight portion and two arcs, and The passage area of the sub chamber injection port 3 is set to f 1 <f 2 by forming the straight portion of the recess in parallel with the sub chamber injection port passage wall located on the cylinder center line side.
次に第１実施例の作用効果について説明する。Next, the function and effect of the first embodiment will be described.
第２図に示すような直線と円弧よりなる副室噴口３にす
ると基礎試験の結果、圧縮行程時の副室噴口有効通路面
積fe1（＝副室噴口通路面積ｆ１×圧縮行程時の副室噴
口流量係数Ca1）が小さくなり、膨張行程時の副室噴口
有効通路面積fe2（＝副室噴口面積ｆ２×膨張行程時の
副室噴口流量係数Ca2）が大きくなり、これらの比fe2／
fe1が大きくなる。即ち圧縮行程中ピストン７による主
燃焼室１内ガスの圧縮により生ずる主燃焼室１内ガスが
副燃焼室２内へ流入の際、副室噴口有効面積fe1が小さ
いため副燃焼室２内の渦流Ｓが強くなり、副燃焼室２内
の燃料と空気の混合燃焼が促進される。また膨張行程
時、副室噴口有効通路面積fe2が大きいので、副燃焼室
２内の燃焼ガス、未燃燃料は主燃焼室１内へ流出し易く
なると共に、副室噴口通路形状が滑めらかに形成されて
いるためガス流動損失が低減し、副室噴口３の絞り損失
が低減すると共に、副燃焼室２内での空気不足による燃
焼悪化を防止できる。As shown in FIG. 2, when the sub chamber nozzle 3 composed of straight lines and circular arcs is used, the basic test results show that the sub chamber nozzle effective passage area f e1 (= sub chamber nozzle passage area f 1 × compression stroke sub The chamber outlet flow rate coefficient C a1 ) becomes smaller, and the sub chamber outlet effective passage area f e2 (= sub chamber outlet area f 2 × sub chamber outlet flow coefficient C a2 during the expansion stroke) becomes larger. Ratio f e2 /
f e1 becomes large. That is, when the gas in the main combustion chamber 1 generated by the compression of the gas in the main combustion chamber 1 by the piston 7 during the compression stroke flows into the sub combustion chamber 2, the sub chamber injection port effective area f e1 is small, so The vortex flow S becomes stronger, and the mixed combustion of the fuel and air in the auxiliary combustion chamber 2 is promoted. Further, during the expansion stroke, since the sub-chamber nozzle effective passage area f e2 is large, the combustion gas and unburned fuel in the sub-combustion chamber 2 easily flow into the main combustion chamber 1, and the sub-chamber nozzle passage shape is smooth. Since it is formed to be small, the gas flow loss is reduced, the throttle loss of the auxiliary chamber injection port 3 is reduced, and the deterioration of combustion due to the lack of air in the auxiliary combustion chamber 2 can be prevented.
また前記副燃焼室２内の燃焼促進および主燃焼室１内へ
のガスの流出促進により主燃焼室１内の空気と未燃燃焼
との混合が十分行われ、燃焼を促進することができる。Further, by promoting the combustion in the sub-combustion chamber 2 and promoting the outflow of the gas into the main combustion chamber 1, the air in the main combustion chamber 1 and the unburned combustion are sufficiently mixed, and the combustion can be promoted.
以上より第２図に示すような第１実施例の副室噴口３と
することにより、主、副燃焼室内の燃焼を促進し、副室
噴口３での絞り損失を低減し、燃費、吐煙が改善される
と共に機関の高速化、始動性の向上を図ることができ
る。As described above, by using the auxiliary chamber injection port 3 of the first embodiment as shown in FIG. 2, combustion in the main and auxiliary combustion chambers is promoted, throttling loss at the auxiliary chamber injection port 3 is reduced, and fuel consumption and smoke emission are reduced. The engine speed can be improved and the startability can be improved.
(b)第２実施例（第４図） 第１実施例の副室噴口３の凸部１１を第４図のように変
形することにより、該噴口通路面積ｆ１をf1<f′1<f2と
したものである（第４図で部分ｆ１′は第１実施例のｆ
２と同一である）。(b) Second embodiment (Fig. 4) By deforming the convex portion 11 of the sub chamber injection port 3 of the first embodiment as shown in Fig. 4, the injection port passage area f 1 is changed to f 1 <f ' 1 <f 2 (the part f 1 ′ in FIG. 4 is f in the first embodiment)
2 is the same).
その作用効果は第１実施例とほぼ同様であるが、副室噴
口通路面積ｆ１が第１実施例より更に小さくなるので圧
縮行程時の副燃焼室２内の渦流Ｓおよび膨張行程時の主
燃焼室１内へのガス流出速度が大きくなり、主、副燃焼
室内の空気の混合、燃焼が更に促進される。The operation and effect are almost the same as those of the first embodiment, but since the sub-chamber injection passage area f 1 is smaller than that of the first embodiment, the vortex flow S in the sub-combustion chamber 2 during the compression stroke and the main flow during the expansion stroke The outflow rate of the gas into the combustion chamber 1 is increased, and the mixing and combustion of air in the main and auxiliary combustion chambers are further promoted.
前述のとおり本考案の副室式ディーゼル機関の燃焼室の
副室噴口を採用することにより、圧縮行程時間燃焼室内
の渦流Ｓが確保され、副燃焼室内の燃料と空気の混合燃
焼が促進される。また膨張行程時主燃焼室内へ燃焼ガ
ス、未燃燃料が流出し易くなり、ガス流動損失が低減し
副室噴口の絞り損失が低減すると共に、副燃焼室内での
空気不足による燃焼悪化が防止できる。更に主燃焼室内
の空気と未燃燃料との混合、燃焼を促進でき、機関の燃
費、吐煙を改善すると共に高速化、始動性の向上を図る
ことができる。As described above, by adopting the sub-chamber nozzle of the combustion chamber of the sub-chamber type diesel engine of the present invention, the vortex flow S in the combustion chamber during the compression stroke is secured, and the mixed combustion of fuel and air in the sub-chamber is promoted. . Further, combustion gas and unburned fuel easily flow out into the main combustion chamber during the expansion stroke, reducing gas flow loss and reducing throttling loss of the auxiliary chamber injection port, and preventing combustion deterioration due to lack of air in the auxiliary combustion chamber. . Furthermore, the mixing and combustion of the air and unburned fuel in the main combustion chamber can be promoted, the fuel efficiency and smoke emission of the engine can be improved, and the speed and startability can be improved.
第１図は本考案に係る第１実施例の燃焼室を示す断面
図、第２図は同第１実施例の副室噴口の詳細図、第３図
は圧縮、膨張行程時の副室噴口通路面積比を示す細部、
第４図は第２実施例の副室噴口詳細図、第５図は従来例
の燃焼室断面図である。 １……主燃焼室、２……副燃焼室、３……副室噴口、１
１……凸部、１２……凹部。FIG. 1 is a sectional view showing a combustion chamber of a first embodiment according to the present invention, FIG. 2 is a detailed view of a sub chamber injection port of the first embodiment, and FIG. 3 is a sub chamber injection port during compression and expansion strokes. Details showing the passage area ratio,
FIG. 4 is a detailed view of the auxiliary chamber nozzle of the second embodiment, and FIG. 5 is a sectional view of the conventional combustion chamber. 1 ... Main combustion chamber, 2 ... Sub combustion chamber, 3 ... Sub chamber injection port, 1
1 ... convex part, 12 ... concave part.
Claims (1)
を有する副室式ディーゼル機関の燃焼室において、前記
副室噴口の主燃焼室側開口部通路断面積をｆ１、副燃焼
室側開口部通路断面積をｆ２とし、副燃焼室中心線Ａ−
Ａとシリンダ中心線Ｂ−Ｂとを含む平面による副室噴口
通路の切断面のうち、前記シリンダ中心線から離れて位
置する副室噴口通路壁の主燃焼室側に凸部を設置し、前
記副室噴口通路壁の副燃焼室側に凹部を設置すると共
に、前記凸部及び凹部の直線部を二つの円弧よりなる段
差部を介して接続し、かつ前記凹部の前記直線部をシリ
ンダ中心線側に位置する副室噴口通路壁に平行に形成す
ることにより、前記副室噴口の通路断面積をｆ１＜ｆ２
としたことを特徴とする副室式ディーゼル機関の燃焼
室。1. In a combustion chamber of a sub-chamber diesel engine having a sub-chamber nozzle communicating with the main combustion chamber and the sub-chamber, a cross-sectional area of the main chamber side opening of the sub-chamber nozzle is f 1 , The cross-sectional area of the passage of the combustion chamber side opening is f 2 , and the auxiliary combustion chamber center line A-
Among the cutting planes of the auxiliary chamber nozzle passage formed by a plane including A and the cylinder center line BB, a convex portion is installed on the main combustion chamber side of the auxiliary chamber nozzle passage wall located away from the cylinder center line, A concave portion is installed on the auxiliary combustion chamber side of the auxiliary chamber injection passage wall, and the linear portions of the convex portion and the concave portion are connected via a step portion formed of two arcs, and the linear portion of the concave portion is connected to the cylinder center line. By forming it parallel to the passage wall of the sub chamber nozzle located on the side, the passage cross-sectional area of the sub chamber nozzle is f 1 <f 2
The combustion chamber of the sub-chamber diesel engine characterized by the above.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985123489U JPH0619802Y2 (en) | 1985-08-13 | 1985-08-13 | Subchamber diesel engine combustion chamber |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1985123489U JPH0619802Y2 (en) | 1985-08-13 | 1985-08-13 | Subchamber diesel engine combustion chamber |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS6231727U JPS6231727U (en) | 1987-02-25 |
| JPH0619802Y2 true JPH0619802Y2 (en) | 1994-05-25 |
Family
ID=31014638
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1985123489U Expired - Lifetime JPH0619802Y2 (en) | 1985-08-13 | 1985-08-13 | Subchamber diesel engine combustion chamber |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0619802Y2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003097270A (en) * | 2001-09-26 | 2003-04-03 | Kubota Corp | Vortex type combustion chamber for diesel engine |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59201922A (en) * | 1983-04-30 | 1984-11-15 | Mazda Motor Corp | Construction of auxiliary combustion chamber of diesel engine |
-
1985
- 1985-08-13 JP JP1985123489U patent/JPH0619802Y2/en not_active Expired - Lifetime
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003097270A (en) * | 2001-09-26 | 2003-04-03 | Kubota Corp | Vortex type combustion chamber for diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6231727U (en) | 1987-02-25 |
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