JPH066191Y2 - Direct injection internal combustion engine - Google Patents
Direct injection internal combustion engineInfo
- Publication number
- JPH066191Y2 JPH066191Y2 JP1987011512U JP1151287U JPH066191Y2 JP H066191 Y2 JPH066191 Y2 JP H066191Y2 JP 1987011512 U JP1987011512 U JP 1987011512U JP 1151287 U JP1151287 U JP 1151287U JP H066191 Y2 JPH066191 Y2 JP H066191Y2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- auxiliary
- piston
- air
- communication hole
- 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
Description
【考案の詳細な説明】 〔産業上の利用分野〕 本考案は内燃機関、特に燃焼室に直接燃料を噴射する形
式の直接噴射式内燃機関に関する。DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to an internal combustion engine, and more particularly to a direct injection internal combustion engine of the type in which fuel is directly injected into a combustion chamber.
直接噴射式エンジンでは短時間に混合気を効率的に生成
する必要があり、混合気の生成効率がエンジンの燃焼性
に大きな影響がある。直接噴射式ディーゼルエンジンの
燃焼を改善する方法として、シリンダヘッドに補助シリ
ンダを形成し、この中に往復移動可能に設けた補助ピス
トンにより、燃料噴射の末期に燃焼室内に空気を押し込
んで空気流動を生成する方法が既に提案されている（特
開昭59-110829号）。しかしながら、この方法では、空
気を燃焼室内に押し込む力は補助ピストンの移動によっ
てのみ得られるものであり、補助ピストンのスピードは
限界があるため燃焼室内に生ずる空気流動は弱く、従っ
て充分な燃焼改善が得られないという問題点があった。In the direct injection type engine, it is necessary to efficiently generate the air-fuel mixture in a short time, and the production efficiency of the air-fuel mixture greatly affects the combustibility of the engine. As a method of improving the combustion of a direct injection diesel engine, an auxiliary cylinder is formed in the cylinder head, and an auxiliary piston that is reciprocally movable in this cylinder is used to push air into the combustion chamber at the end of fuel injection and to cause air flow. A method for producing the same has already been proposed (Japanese Patent Laid-Open No. 59-110829). However, in this method, the force for pushing the air into the combustion chamber is obtained only by the movement of the auxiliary piston, and since the speed of the auxiliary piston is limited, the air flow generated in the combustion chamber is weak, and therefore sufficient combustion improvement can be achieved. There was a problem that I could not get it.
そこで、本願の出願人は先願である実願昭61-154369号
において、シリンダヘッド内に補助シリンダを形成する
と共に、該補助シリンダ内に往復摺動可能に補助ピスト
ンを設け、該補助ピストンの上死点付近及び下死点付近
でのみ連通しかつ補助ピストンのストロークの途中では
遮断される通路手段により補助シリンダの作動室を燃焼
室に連通し、機関の行程に同期して補助ピストンを往復
させることにより、補助シリンダの作動室に蓄積された
圧縮空気を高速度で一気に燃焼室へ押し込むようにした
直接噴射式内燃機関を提案した。Therefore, the applicant of the present application, in Japanese Patent Application No. 61-154369, which is a prior application, forms an auxiliary cylinder in a cylinder head and provides an auxiliary piston in the auxiliary cylinder so that the auxiliary piston can slide back and forth. The working chamber of the auxiliary cylinder communicates with the combustion chamber by the passage means that communicates only near the top dead center and near the bottom dead center and is blocked during the stroke of the auxiliary piston, and reciprocates the auxiliary piston in synchronization with the stroke of the engine. By doing so, a direct injection internal combustion engine has been proposed in which compressed air accumulated in the working chamber of the auxiliary cylinder is pushed into the combustion chamber at a high speed at a high speed.
しかしながら、この実願昭61-154369号で提案した直接
噴射式内燃機関では、燃料噴射の末期に単に空気流動を
生じせしめるのみであり、燃料噴霧の性状の悪い機関で
ある場合は燃焼性改善の充分な効果を生じにくいという
問題がある。However, in the direct injection type internal combustion engine proposed in this Japanese Utility Model Application No. 61-154369, only the air flow is generated at the end of fuel injection, and in the case of an engine with poor fuel spray properties, the combustibility is improved. There is a problem that it is difficult to produce a sufficient effect.
このような問題点を解決するために、本考案によれば、
上記のような直接噴射式内燃機関において、シリンダヘ
ッド内に設けた補助シリンダと、該補助シリンダ内で摺
動する補助ピストンと、上記噴射ノズルの先端周囲に該
噴射ノズルを囲むように形成されかつ燃焼室側へ開口さ
せた空気噴出孔と、該空気噴出孔と補助シリンダの作動
室との間を、上記補助ピストンの上死点付近及び下死点
付近でのみ連通しかつ補助ピストンのストロークの途中
では遮断する通路手段と、機関の行程に同期して補助ピ
ストンを往復させる駆動手段とを備え、補助ピストンの
ストロークの一端側で作動室に吸引した空気をストロー
クの他端側へ移動する間に圧縮し、該他端側で開口する
前記通路手段を介して燃料噴射の末期に前記空気噴射口
より燃焼室へ空気を噴出するようにした直接噴射式内燃
機関が提供される。In order to solve such problems, according to the present invention,
In the direct injection internal combustion engine as described above, an auxiliary cylinder provided in the cylinder head, an auxiliary piston that slides in the auxiliary cylinder, and a tip of the injection nozzle are formed so as to surround the injection nozzle and The air ejection hole opened to the combustion chamber side and the air ejection hole and the working chamber of the auxiliary cylinder communicate with each other only near the top dead center and the bottom dead center of the auxiliary piston, and the stroke of the auxiliary piston A passage means for shutting off in the middle and a driving means for reciprocating the auxiliary piston in synchronization with the stroke of the engine are provided, and while the air sucked into the working chamber at one end of the stroke of the auxiliary piston is moved to the other end of the stroke. There is provided a direct injection internal combustion engine in which the air is jetted from the air injection port to the combustion chamber at the end of fuel injection through the passage means that is compressed to the other end side.
補助ピストンの上死点付近では燃焼室内の空気が通路手
段を介して補助シリンダの作動室へ流入し、補助ピスト
ンの下降中は作動室内の空気が圧縮され下死点付近にな
ると圧縮された作動室内の空気が燃料噴霧を取囲むよう
に一気に高速度で燃焼室内へ流入し、燃料噴霧にせん断
力を生じ、噴霧の微粒化及び空気との混合を促進する。Near the top dead center of the auxiliary piston, the air in the combustion chamber flows into the working chamber of the auxiliary cylinder through the passage means, and while the auxiliary piston is descending, the air in the working chamber is compressed, and when it is near the bottom dead center, the compressed operation is performed. The air in the chamber flows into the combustion chamber at a high speed so as to surround the fuel spray, and a shear force is generated in the fuel spray to promote atomization of the spray and mixing with the air.
以下、添付図面を参照して本考案の実施例について詳細
に説明する。Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
第１図において、ディーゼルエンジンのシリンダブロッ
ク１にシリンダ２が形成され、この中にクランク機構
（図示せず）により往復摺動するピストン３が配置され
る。シリンダブロック１の上部にはシリンダヘッド４が
取付けられ、ピストン３の頂部とシリンダヘッド４との
間に燃焼室５が形成される。シリンダヘッド４側から燃
焼室５に向けて燃料を直接噴射する燃料噴射ノズル６が
シリンダヘッド４に装着される。なお、７は燃料噴射ノ
ズル６に燃料を供給する噴射パイプ、８は排気ポートを
開閉する排気バルブ、９は燃焼ガスを排気する排気ポー
トで、燃焼室５に新気を導入するための吸気ポートは図
示省略してある。また、吸気ポートを開閉する吸気バル
ブも図示省略してある。In FIG. 1, a cylinder 2 is formed in a cylinder block 1 of a diesel engine, in which a piston 3 that is reciprocally slid by a crank mechanism (not shown) is arranged. A cylinder head 4 is attached to the upper part of the cylinder block 1, and a combustion chamber 5 is formed between the top of the piston 3 and the cylinder head 4. A fuel injection nozzle 6 for directly injecting fuel from the cylinder head 4 side toward the combustion chamber 5 is attached to the cylinder head 4. In addition, 7 is an injection pipe for supplying fuel to the fuel injection nozzle 6, 8 is an exhaust valve for opening and closing an exhaust port, 9 is an exhaust port for exhausting combustion gas, and an intake port for introducing fresh air into the combustion chamber 5. Are not shown. Further, an intake valve that opens and closes the intake port is also omitted in the drawing.
本考案ではシリンダヘッド４の内部に補助シリンダ１１
を形成し、この補助シリンダ１１内に往復摺動可能に補
助ピストン１２を配置する。補助ピストン１２の下側の
補助シリンダ１１は作動室11aとして規定される。補助
ピストン１２のロッド12aは上方へ延びていて軸１３に
摺動可能に取付けられたロッカーアーム１４の一端に接
触している。このロッカーアーム１４の他端はブッシュ
ロッド１５に当接しており、カム軸（図示せず）の動作
が伝えられる。なお、補助ピストン１２を上方へ付勢し
常時ロッカーアーム１４との接触を維持するためにスプ
リング１７が設けられる。In the present invention, the auxiliary cylinder 11 is provided inside the cylinder head 4.
The auxiliary piston 12 is disposed in the auxiliary cylinder 11 so as to be capable of reciprocating sliding. The auxiliary cylinder 11 below the auxiliary piston 12 is defined as a working chamber 11a. The rod 12a of the auxiliary piston 12 extends upward and contacts one end of a rocker arm 14 slidably attached to the shaft 13. The other end of the rocker arm 14 is in contact with the bush rod 15, and the operation of the cam shaft (not shown) is transmitted. A spring 17 is provided for urging the auxiliary piston 12 upward so as to maintain constant contact with the rocker arm 14.
補助ピストン１２の内部に形成された第１連通孔２２は
一端が補助ピストン１２の下面、即ち補助シリンダ１１
の作動室11aに開口し他端が補助ピストン１２の側面に
開口している。また、シリンダヘッド４の内部に設けら
れた第２連通孔２３は、一端が燃料噴射ノズル６の先端
周囲にこのノズル６の先端を取囲むように形成された空
気噴出口２４において燃焼室５に開口し、他端が補助シ
リンダ１１の側面に開口している。そして、この第２連
通孔２３は、第１図に示すように補助ピストン１２が上
死点付近の位置にある時、燃焼室５と補助シリンダ１１
の作動室11aとの間を連通させ、また補助ピストン１２
の下死点付近で第２図に示すように補助ピストン１２内
の第１連通孔２２と相互に位置が合わさるようになって
いる。なお、補助シリンダ１１の作動室11aはピストン
リング１６によりシールされている。また、空気噴出口
２４が燃焼室５に開口する環状開口部の断面積は第１連
通孔２２の通路断面積より小さくしてある。One end of the first communication hole 22 formed inside the auxiliary piston 12 has one end on the lower surface of the auxiliary piston 12, that is, the auxiliary cylinder 11
Of the auxiliary piston 12 and the other end of the auxiliary piston 12 is opened. In addition, the second communication hole 23 provided inside the cylinder head 4 is connected to the combustion chamber 5 at an air ejection port 24 whose one end is formed around the tip of the fuel injection nozzle 6 so as to surround the tip of the nozzle 6. The auxiliary cylinder 11 is open at the other end. The second communication hole 23 is formed in the combustion chamber 5 and the auxiliary cylinder 11 when the auxiliary piston 12 is located near the top dead center as shown in FIG.
Of the auxiliary piston 12 and the working chamber 11a of the
As shown in FIG. 2, the first communication hole 22 in the auxiliary piston 12 is aligned with the first communication hole 22 near the bottom dead center. The working chamber 11a of the auxiliary cylinder 11 is sealed by a piston ring 16. The cross-sectional area of the annular opening where the air ejection port 24 opens into the combustion chamber 5 is smaller than the cross-sectional area of the passage of the first communication hole 22.
エンジンの吸気行程において、ピストン３は下方へ移動
し図示しない吸気バルブが開き、図示しない吸気ポート
よりシリンダ２内へ新気が導入される。新気は直接噴射
式ディーゼルエンジンにおいて通常行なわれる通り、吸
気ポートの形状により旋回運動（スワール）を与えられ
ている。この吸気行程において補助ピストン１２は、ス
プリング１６とロッカーアーム１４の動きにより、ゆっ
くりと上方へ移動し、補助シリンダ１１の下部作動室11
aへも第１連通孔２１を通して新気が流入する。During the intake stroke of the engine, the piston 3 moves downward, an intake valve (not shown) opens, and fresh air is introduced into the cylinder 2 through an intake port (not shown). Fresh air is given a swirling motion (swirl) due to the shape of the intake port, as is normally done in direct injection diesel engines. During this intake stroke, the auxiliary piston 12 slowly moves upward due to the movements of the spring 16 and the rocker arm 14, and the lower working chamber 11 of the auxiliary cylinder 11 moves.
Fresh air also flows into a through the first communication hole 21.
圧縮行程に入り、吸気バルブ（図示せず）が閉じると、
ピストン３の上昇により、エンジンシリンダ２内の圧力
は上昇しはじめる。補助ピストン１２はこの圧縮行程期
間中は上死点の位置に止まっている。このためシリンダ
２内の圧力上昇に伴い補助シリンダ１１の作動室11a内
の圧力も上昇する。圧力値は第１連通孔２３があるた
め、シリンダ２内の圧力値よりも若干低いがほゞシリン
ダ２内の圧力に等しい値となる。ピストン３が上昇しき
る直前、適当なクランク角度にて、噴射ノズル６より図
示しない噴射パイプ７を通って圧送された高圧の燃料が
燃焼室５内へ噴射される。この時、これとほぼ同期して
空気噴出口２４より高圧の空気を噴射するべく、補助ピ
ストン１２を、図示しないカムの作用によりロッカーア
ーム１４の動きを通して下降せしめる。すなわち、この
とき第２連通孔２３を補助ピストン１２により塞ぎ、補
助シリンダ１１の作動室11a内に蓄えた高圧の空気を更
に圧縮し、続いて補助ピストン１２が更に下降すると、
補助ピストン１２に設けられた第１連通孔２２と前述の
第２連通孔２３とが連通し、圧縮された空気を勢いよく
空気噴出口より燃焼室５内へ噴射する。When the compression stroke is entered and the intake valve (not shown) is closed,
As the piston 3 rises, the pressure inside the engine cylinder 2 begins to rise. The auxiliary piston 12 remains at the position of the top dead center during this compression stroke. Therefore, as the pressure in the cylinder 2 rises, the pressure in the working chamber 11a of the auxiliary cylinder 11 also rises. Since there is the first communication hole 23, the pressure value is slightly lower than the pressure value in the cylinder 2, but is almost equal to the pressure in the cylinder 2. Immediately before the piston 3 is fully raised, the high-pressure fuel pressure-fed from the injection nozzle 6 through the injection pipe 7 (not shown) is injected into the combustion chamber 5 at an appropriate crank angle. At this time, the auxiliary piston 12 is lowered through the movement of the rocker arm 14 by the action of a cam (not shown) in order to inject high-pressure air from the air ejection port 24 almost in synchronization with this. That is, at this time, the second communication hole 23 is closed by the auxiliary piston 12, the high-pressure air stored in the working chamber 11a of the auxiliary cylinder 11 is further compressed, and then the auxiliary piston 12 further descends.
The first communication hole 22 provided in the auxiliary piston 12 communicates with the above-mentioned second communication hole 23, and the compressed air is vigorously injected from the air ejection port into the combustion chamber 5.
噴出した空気は、燃料の噴射と同期しつつこれに覆いか
ぶさり、かつ燃料噴霧との間で相対速度をもつように噴
出されるので、噴霧にせん断力を与え、噴霧の微粒化及
び空気との混合が促進される。The ejected air is ejected so as to cover the fuel in synchronism with the fuel injection and to have a relative velocity with the fuel spray, so that a shear force is applied to the spray, atomization of the spray and formation of air Mixing is promoted.
以上の作用行程において、噴出される空気の圧力は燃焼
室５内の圧力より高くなければならないが、第２の連通
孔２３は、圧縮行程の終わり近くまで補助シリンダ11a
と連通しており、また、補助シリンダ11aが充分圧縮さ
れてから第１連通孔２２と第２連通孔２３が連通するよ
うになっているので、これが可能となる。In the above operation stroke, the pressure of the jetted air must be higher than the pressure in the combustion chamber 5, but the second communication hole 23 has the auxiliary cylinder 11a close to the end of the compression stroke.
This is possible because the first communication hole 22 and the second communication hole 23 communicate with each other after the auxiliary cylinder 11a is sufficiently compressed.
例えば、主燃焼室５の圧力が最高で６０kg／cm2である
場合、圧縮圧力が３０kg／cm2になるまで第２連通孔２
３と補助シリンダ11aが連通しており、その後補助ピス
トン１２が下降する。このときこの補助圧縮機構の圧縮
比を２とすれば、すなわち補助シリンダ12aの容積が半
分の時点で第１連通孔２２と第２連通孔２３とが連通す
るとすると、空気噴出口２４から噴き出される際の空気
圧力が３０kg／cm2×２1.3≒73.9kg／cm2となり、充分
な空気噴射を行なうことができる。なお、ここで空気の
比熱比を1.3とする。For example, if the pressure in the main combustion chamber 5 is the highest at 60 kg / cm 2, the second communication hole to a compressed pressure is 30kg / cm 2 2
3 and the auxiliary cylinder 11a communicate with each other, and then the auxiliary piston 12 descends. At this time, if the compression ratio of the auxiliary compression mechanism is set to 2, that is, if the first communication hole 22 and the second communication hole 23 communicate with each other when the volume of the auxiliary cylinder 12a is half, then the air is ejected from the air ejection port 24. The air pressure at the time of spraying is 30 kg / cm 2 × 2 1.3 ≈73.9 kg / cm 2 , and sufficient air injection can be performed. The specific heat ratio of air is 1.3 here.
第２図は空気噴出口２４から噴射された空気と燃料との
混合の様子を示す。噴出空気ａにより燃料噴霧ｂの周辺
部が剥ぎ取られ微粒化(c)される様子を示す。FIG. 2 shows how the air injected from the air outlet 24 and the fuel are mixed. The state where the peripheral portion of the fuel spray b is stripped off by the jet air a and atomized (c) is shown.
以上のように、本考案によると、補助ピストンのストロ
ークの端部で圧縮された空気が補助シリンダの作動室か
ら高速・高圧で空気噴射口へ送られ、更にこの空気噴射
口から燃焼室へ一気に噴射されるため、十分な量の補助
空気を確保でき、噴射された空気により燃料の微粒化が
促進されるため、燃料噴射ポンプは、通常のエンジンで
要求されるような高圧（通常500kg／cm2以上）のもので
なく、もっと低圧（300kg／cm2以下）のもので良い、こ
のためコストが低減し信頼性が向上する。燃料と空気が
直接ぶつかり混合するため始動性が良く、特に青・白
煙、臭いの発生が減少する。燃料をゆっくり噴射して空
気と混合させることができ、また着火遅れも短いので、
騒音、ＮＯｘ生成量が減る。同様の理由で燃焼最高圧力
を低くエンジンの信頼性、耐久性が増す。As described above, according to the present invention, the air compressed at the end of the stroke of the auxiliary piston is sent from the working chamber of the auxiliary cylinder to the air injection port at high speed and high pressure, and further from this air injection port to the combustion chamber at a stroke. Since it is injected, a sufficient amount of auxiliary air can be secured, and atomization of the fuel is promoted by the injected air. Therefore, the fuel injection pump has a high pressure (usually 500 kg / cm) that is required by a normal engine. (2 or more), but lower pressure (300 kg / cm 2 or less), which reduces cost and improves reliability. Since the fuel and air directly collide and mix, the startability is good, and in particular, the generation of blue / white smoke and odor is reduced. Fuel can be slowly injected and mixed with air, and because the ignition delay is short,
Noise and NO x production are reduced. For the same reason, lowering the maximum combustion pressure increases engine reliability and durability.
第１図は本考案は直接噴射式内燃機関の燃焼室周囲の断
面図、第２図は補助ピストン下降時に燃焼室内に空気が
噴き出される状態を示す図である。 ２…シリンダ、３…ピストン、 ４…シリンダヘッド、５…燃焼室、 ６…燃料噴射ヘッド、１１…補助シリンダ、 １２…補助ピストン、22,23…連通孔、 ２４…空気噴出口。FIG. 1 is a sectional view of a combustion chamber of a direct injection type internal combustion engine according to the present invention, and FIG. 2 is a diagram showing a state in which air is ejected into the combustion chamber when the auxiliary piston is lowered. 2 ... Cylinder, 3 ... Piston, 4 ... Cylinder head, 5 ... Combustion chamber, 6 ... Fuel injection head, 11 ... Auxiliary cylinder, 12 ... Auxiliary piston, 22,23 ... Communication hole, 24 ... Air ejection port.
Claims (3)
ダ内で摺動するピストンと、上記シリンダの上部に取付
けられたシリンダヘッドと、上記シリンダ、ピストン、
シリンダヘッドにより形成される燃焼室に新気を導入す
るための吸気ポートと、上記燃焼室内へ向けて燃料を噴
射するようにシリンダヘッド内に設けた噴射ノズルと、
燃焼ガスを排気するための排気ポートと、これらポート
を開閉するためのバルブと、該バルブを駆動するための
駆動装置とを備えた直接噴射式内燃機関において、上記
シリンダヘッド内に設けた補助シリンダと、該補助シリ
ンダ内で摺動する補助ピストンと、上記噴射ノズルの先
端周囲に該噴射ノズルを囲むように形成されかつ燃焼室
側へ開口させた空気噴出口と、該空気噴出口と補助シリ
ンダの作動室との間を、上記補助ピストンの上死点付近
及び下死点付近でのみ連通しかつ補助ピストンのストロ
ークの途中では遮断する通路手段と、機関の行程に同期
して補助ピストンを往復させる駆動手段とを備え、補助
ピストンのストロークの一端側で作動室に吸引した空気
をストロークの他端側へ移動する過程で圧縮し、該他端
側で開口する前記通路手段を介して燃料噴射の末期に前
記空気噴出口より燃焼室へ空気を噴出するようにした直
接噴射式内燃機関。1. A cylinder, a piston that slides in the cylinder by a crank mechanism, a cylinder head mounted on an upper portion of the cylinder, the cylinder, the piston,
An intake port for introducing fresh air into the combustion chamber formed by the cylinder head, and an injection nozzle provided in the cylinder head for injecting fuel toward the combustion chamber,
In a direct injection internal combustion engine equipped with an exhaust port for exhausting combustion gas, a valve for opening and closing these ports, and a drive device for driving the valve, an auxiliary cylinder provided in the cylinder head An auxiliary piston that slides in the auxiliary cylinder, an air ejection port that is formed around the tip of the injection nozzle and surrounds the injection nozzle, and that opens toward the combustion chamber, the air ejection port and the auxiliary cylinder. And the working chamber of the auxiliary piston are communicated only near the top dead center and the bottom dead center of the auxiliary piston, and are cut off during the stroke of the auxiliary piston, and the auxiliary piston reciprocates in synchronization with the stroke of the engine. A driving means for causing the air sucked into the working chamber on one end side of the stroke of the auxiliary piston to be compressed in the process of moving to the other end side of the stroke, and to open on the other end side. Direct injection type internal combustion engine so as to eject air through the road section to the combustion chamber from the air ejection port at the end of fuel injection.
開口し他端がピストン側面に開口したピストン内部に形
成した第１連通孔と、一端が空気噴出口に連通し他端が
補助シリンダの側面に開口したシリンダヘッド内部に形
成した第２連通孔とから成り、前記第２連通孔は補助ピ
ストンの上死点付近で直接補助シリンダ作動室に連通
し、下死点付近で前記第１連通孔を介して補助シリンダ
作動室に連通するようにした実用新案登録請求の範囲第
１項記載の内燃機関。2. The passage means has a first communication hole formed inside the piston, one end of which is opened to the auxiliary cylinder working chamber and the other end of which is opened to the side surface of the piston, and one end is connected to the air ejection port and the other end is the auxiliary cylinder. A second communication hole formed inside the cylinder head opened on the side surface of the auxiliary cylinder, the second communication hole directly communicating with the auxiliary cylinder working chamber near the top dead center of the auxiliary piston, and the first communication hole near the bottom dead center. The internal combustion engine according to claim 1, wherein the auxiliary cylinder working chamber communicates with the auxiliary cylinder working chamber through a communication hole.
口が燃焼室に開口する開口断面積は上記第１連通孔の断
面積より小さい実用新案登録請求の範囲第２項記載の内
燃機関。3. The internal combustion engine according to claim 2, wherein the opening cross-sectional area of the air injection port formed around the tip of the injection nozzle to the combustion chamber is smaller than the cross-sectional area of the first communication hole.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987011512U JPH066191Y2 (en) | 1987-01-30 | 1987-01-30 | Direct injection internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1987011512U JPH066191Y2 (en) | 1987-01-30 | 1987-01-30 | Direct injection internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS63119829U JPS63119829U (en) | 1988-08-03 |
| JPH066191Y2 true JPH066191Y2 (en) | 1994-02-16 |
Family
ID=30798797
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1987011512U Expired - Lifetime JPH066191Y2 (en) | 1987-01-30 | 1987-01-30 | Direct injection internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH066191Y2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59110829A (en) * | 1982-12-17 | 1984-06-26 | Mazda Motor Corp | Direct injection type diesel engine |
| JPS608470B2 (en) * | 1977-04-19 | 1985-03-02 | カシオ計算機株式会社 | Timekeeping method |
| JPS608469B2 (en) * | 1979-09-19 | 1985-03-02 | ハンス・ウルリツヒ・クリンゲンベルグ | analog clock |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS608469U (en) * | 1983-06-30 | 1985-01-21 | 株式会社小松製作所 | Air injection combustion equipment for internal combustion engines |
| JPS608470U (en) * | 1983-06-30 | 1985-01-21 | 株式会社小松製作所 | Air injection combustion equipment for internal combustion engines |
-
1987
- 1987-01-30 JP JP1987011512U patent/JPH066191Y2/en not_active Expired - Lifetime
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS608470B2 (en) * | 1977-04-19 | 1985-03-02 | カシオ計算機株式会社 | Timekeeping method |
| JPS608469B2 (en) * | 1979-09-19 | 1985-03-02 | ハンス・ウルリツヒ・クリンゲンベルグ | analog clock |
| JPS59110829A (en) * | 1982-12-17 | 1984-06-26 | Mazda Motor Corp | Direct injection type diesel engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS63119829U (en) | 1988-08-03 |
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