JPH08312350A - Indirect injection engine - Google Patents

Abstract

PURPOSE: To aim at the fruition of good combustibility in almost all the driving state of an engine by installing an antechamber member provided with a sub combustion chamber on the inside so as to be turnable around an axis to be contained in a plane almost orthogonal with a cylinder axis. CONSTITUTION: In time of a low speed of rotation, making an antechamber member 20 turn as far as an angle θb around an axis 0-0, and angle to be made between the center of a nozzle hole 28 and a piston top face is turned to α1 and thereby it is decreased more than in time of a high speed of rotation, and thus the nozzle hole 28 points to an inward part in the radial direction of a combustion chamber 16. At this time, since an end edge 30' of an opening 30 of a cylinder 18 interferes with an opening of an outlet of the nozzle hole 28, a passage area of combustion gas flowing into a main combustion chamber 16 from a sub combustion chamber 22 is decreased in proportion to the turning angle θb of the antechamber member 20. With this constitution, a speed of the combustion gas flowing into the main combustion chamber 16 from the sub combustion chamber 22 is increased, and also at this time, the center line of a jet is the same in substance, so it will not partially flow into the main combustion chamber 16 at all and, and also the diffusion range of a combustion gas jet in a cylinder 14 becomes widened, and this gas jet is diffusedly burned in an effectively manner.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a subchamber engine.

[0002]

2. Description of the Related Art Conventionally, a spherical vortex chamber made of a ceramic material is housed in a cylinder head, and the vortex flow is generated by a rotary shaft coaxially arranged with a fuel injection valve for injecting fuel into the vortex flow chamber. A sub-chamber engine in which the effective opening area of the injection hole is changed by rotating the chamber according to the operating state of the engine is known. (See, for example, JP-A-62-282121)

A schematic structure of the above-mentioned proposed sub-chamber engine will be described with reference to FIGS. 10 to 12. In the figure, reference numeral 01 is a crankcase 02 of the sub chamber type diesel engine.
The main combustion chamber 04 is recessed at the top of the piston 01 which is fitted in the cylinder 03 formed in 1. On the other hand, a spherical spherical sub-chamber member 06 is housed in a cylinder head 05 mounted on the crankcase 02, and a spherical sub-chamber or swirl chamber 08 is concentric inside the sub-chamber member 06. Has been formed.

A hollow cylindrical rotary shaft 010 is obliquely provided on the upper side of the spherical sub-chamber member 06 so as to be directed toward the center of the swirl chamber 08, and the lower end of the rotary shaft 010 is inside the wall of the sub-chamber member 06. It is embedded and fixed. Further, a fuel injection valve 012 is concentrically inserted inside the rotary shaft 010, and a tip end portion of the injection valve 012 provided with a fuel injection hole is inside a through hole 014 formed in a peripheral wall of the sub chamber member 06. positioned.

Further, a nozzle hole 016 directed toward the main combustion chamber 04 is obliquely provided on the lower peripheral wall of the sub chamber member 06, and the nozzle hole 016 is capable of rotatably moving the sub chamber member 06 in the cylinder head 05. Opening 0 provided in the sheet member 018 supported inside
It communicates with the main combustion chamber 04 via 20. The seat member 018 is formed by dividing the seat member 018 into upper and lower parts, and a cushion ring 022 is provided between the upper and lower seat dividing parts.
Is interposed.

In the engine having the above construction, the rotary shaft 010 is rotated according to the engine speed and load, and at the time of low speed and low load operation, as shown in the bottom view of FIG. Cylinder head 05 side opening 02
0 and the outlet end 016 ′ of the injection hole 016 of the sub chamber member 06 are
Partially overlapping to form a narrowed cross-section combustion gas passage. On the other hand, during high load operation of the engine,
As shown in the bottom view of FIG. 11, the opening 020 on the cylinder head side and the opening end 0 of the injection hole 016 of the sub chamber member 06 are zero.
16 'and 16' overlap substantially coaxially to form a combustion gas passage having a large cross-sectional area.

During low engine speed and low load operation of the engine, by making the swirl chamber 08 and the main combustion chamber 04 communicate with each other through a combustion gas passage having a small cross-sectional area, combustion stability and good startability are achieved to some extent. Further, during high-load operation of the engine, as described above, the swirl chamber 08 and the main combustion chamber 04 are communicated with each other through the combustion gas passage having a large cross-sectional area, so that the intake air amount and the fuel injection amount can be appropriately adjusted. Combustion is obtained. However, in this proposed configuration, the center of the passage for supplying the combustion gas from the swirl chamber 08 to the main combustion chamber 04 at the time of low rotation and low load operation shown in FIG. 12 is the center of the cylinder 03 or the piston 01. Distance e to the line (or the center line of the combustion gas jet that is preferable for combustion)
Even in the partial load state, the state becomes an intermediate state between FIG. 11 showing the full load state and FIG. 12 at the time of low rotation, the center of the combustion gas passage is still biased, and the direction of the combustion gas jet flow Is shifted from the preferred direction, so after all, low rotation,
In a low load operation state and a partial load operation state, sufficiently good combustion cannot be obtained, and the smoke exhaust performance is deteriorated especially at low rotation speed.
However, there is a drawback that the white smoke generation at the time of cold start cannot be effectively reduced.

[0008]

SUMMARY OF THE INVENTION The present invention overcomes the drawbacks of the previously proposed subchamber engine so that good combustion can be achieved in almost all operating conditions of the engine, especially at low revolutions. A main object of the present invention is to provide a sub-chamber engine capable of efficiently achieving further reduction of smoke exhaust concentration during cold start and reduction of white smoke during cold start.

[Means for Solving the Problems]

The present invention was devised to achieve the above object, and is arranged in a cylinder head of an engine so as to be rotatable about an axis contained in a plane substantially orthogonal to the cylinder axis. And a sub-combustion chamber that is formed inside the sub-chamber member and communicates with the main combustion chamber at the top of the piston through an injection hole. A fuel injection valve for injecting fuel into the auxiliary combustion chamber through a hole, a drive device for rotating the auxiliary chamber member around its axis to change the directivity angle of the injection hole with respect to the main combustion chamber, and the engine It is an object of the present invention to provide a sub-chamber engine including a control unit that controls the drive unit according to an operating state.

In the present invention, the cylinder head is formed with a storage recess for storing the sub chamber member so as to be rotatable about its axis and a portion of the storage recess adjacent to the main combustion chamber. It is preferable to provide an opening that cooperates with the main combustion chamber side opening of the injection hole to form an orifice having a variable area. Further, in the present invention, the control unit controls the drive device such that, in an engine operating state in which the temperature of the cooling water of the engine is lower than a set temperature, the injection hole is directed to a portion of the main combustion chamber near the center of the cylinder. Furthermore, in the engine operating state in which the cooling water temperature of the engine is equal to or higher than the set temperature, the control unit preferably has the injection hole near the center of the cylinder of the main combustion chamber when the engine speed is lower than the set speed. It is preferable that the drive device be controlled so that the injection hole is directed to a portion far from the cylinder center of the main combustion chamber when the engine rotation speed is equal to or higher than the set rotation speed. Further, it is preferable that the auxiliary combustion chamber in the auxiliary chamber member has a bell shape having a dome portion communicating with the through hole through which fuel is injected from the fuel injection valve.

[0011]

According to the present invention, the sub-chamber member having the sub-combustion chamber therein is provided so as to be rotatable around the axis contained in the plane substantially orthogonal to the cylinder axis.
A variable area orifice is formed by the main combustion chamber side opening of the injection hole provided in the sub chamber member and the opening formed in the portion of the cylinder head adjacent to the main combustion chamber. The position of the center line projected on the plane orthogonal to the cylinder axis of the combustion gas jet does not substantially change even when the engine is changed, and as a result, it is superior to the conventional one in all operating conditions of the engine. Combustion can be secured. Further, due to the shape of the sub-combustion chamber formed inside the sub-chamber member and an appropriate relational arrangement with the fuel injection valve with respect to the sub-combustion chamber, the fuel spray injected from the sub-combustion chamber is not It is possible to control the combustion in the auxiliary combustion chamber to a preferable state by changing the distance to reach the peripheral wall surface (hereinafter, referred to as spray arrival distance in some cases) by the rotation of the auxiliary chamber member. The change in the spray reach distance is effectively achieved by forming the auxiliary combustion chamber in a so-called bell shape and disposing the fuel injection valve in the dome portion.

[0012]

Embodiments of the present invention will be specifically described below with reference to FIGS. 1 to 9. First, in the cross-sectional views of the main parts shown in FIGS. 1 and 2, reference numeral 10 is a piston slidably fitted in a cylinder 14 formed in a crankcase 12 of a diesel engine. The main combustion chamber 16 is recessed at the top. Crankcase 12
A sub-chamber member 20 having a cylindrical outer shape is arranged in a cylinder head 18 mounted on the vehicle so that the sub-chamber member 20 can freely rotate around its axis OO (extending in a direction perpendicular to the plane of the drawing). Has been done.

A so-called bell-shaped auxiliary combustion chamber 22 is formed inside the auxiliary chamber member 20, and the auxiliary combustion chamber 22 has an axis O ₁ -O ₁ (see FIG. 1) orthogonal to the rotation axis OO. ), Which has a hemispherical upper dome portion 22
a and a cylindrical portion 22 connected below the dome portion 22a
b, and a frustoconical portion 22c having a low height connected to the lower side of the cylindrical portion 22b. Further, a through hole 24 is provided in the peripheral wall of the sub chamber member near the top of the dome portion 22a, and in the cylinder head 18 adjacent to the through hole 24,
A fuel injection valve 26 known per se is arranged so as to be inclined with respect to the axis O ₁ -O ₁ , and the injection port portion of the injection valve 26 has a through hole 24.
It is located facing the outside entrance of the. Furthermore, an injection hole 28 that is inclined with respect to the axis O ₁ -O ₁ is provided on the peripheral wall of the auxiliary chamber member 20 at the bottom of the frustoconical portion of the auxiliary combustion chamber 22, and the injection hole 28 is the piston hole. When 10 is located near the top dead center in the figure, it communicates with the main combustion chamber 16 via an opening 30 provided in the lower end portion of the cylinder head 18 facing the main combustion chamber 16.

FIG. 1 shows a state where the engine is rotating at a high speed, and FIG. 2 shows a state where the engine is rotating at a low speed. At the time of high rotation of FIG. 1, the angle formed by the center line of the injection hole 28 of the sub chamber member 20 with respect to the plane orthogonal to the cylinder axis, in other words, the top surface of the piston 10 is α _0.
That is, the injection hole 28 is directed to the piston top surface radially outward of the main combustion chamber 16, that is, a portion far from the center of the cylinder. Further, at this time, as shown in the bottom view of FIG. 3, the injection hole 28 (which is formed in an oval shape in this embodiment) and the opening 30 of the cylinder head 18 do not interfere with each other and the injection is performed. The total cross-sectional area of the holes 28 is from the auxiliary combustion chamber 22 to the main combustion chamber 1
A passage for combustion gas flowing toward 6 is formed. Further, the spray arrival distance until the fuel spray injected from the fuel injection valve 26 reaches the inner wall surface of the auxiliary combustion chamber 22 is L ₀ as illustrated.

Meanwhile, the auxiliary combustion chamber member 20, when the low rotation is Mawarido clockwise by an angle theta _b around its axis O-O from the state of FIG. 1, as shown in FIG. 2, The angle formed by the center line of the injection hole 28 and the piston top surface becomes α ₁ , which is smaller than that at the time of high rotation in FIG. 1, and the injection hole 28 is located radially inward of the main combustion chamber 16, that is, near the cylinder center. Direct the part.
At this time, the edge 30 ′ of the opening 30 of the cylinder head 18
However, as well shown in the bottom view of FIG.
Since it interferes with the opening of the outlet of the sub-combustion chamber 22, the passage area of the combustion gas flowing from the sub-combustion chamber 22 to the main combustion chamber 16 is reduced substantially in proportion to the rotation angle θ _b of the sub-chamber member 20. And the opening 30 allow the rotation angle θ _{b of the} sub-chamber member 20.
A variable orifice whose passage area changes in accordance with the above is formed. At this time, the spray reach distance until the fuel spray injected from the fuel injection valve 26 reaches the inner wall surface of the auxiliary combustion chamber 22 is L ₁ as shown in FIG. 2, and L _{0 of} FIG. Increase more.

At high engine speed, the intake amount is large and the amount of fuel injected from the fuel injection valve 26 is also large. Therefore, the shape and volume of the auxiliary combustion chamber 22 in the auxiliary chamber member 20 and the sectional area of the injection hole 28 are large. The inclination angle α ₀ and the like are adjusted so that good combustion is performed in a high rotation state and desired output, fuel consumption, and exhaust gas performance are obtained. However, if the high speed state of FIG. 1 is maintained, the amount of fuel injected from the injection valve 26 is small at low speed, and the combustion gas generated in the auxiliary combustion chamber 22 (of course, the combustion gas in the main combustion chamber 16 is burned). (Including the unburned fuel spray to be sprayed) has a relatively small velocity, and the combustion gas flow having a low velocity has a large inclination angle α from the injection hole 28 having a wide cross-sectional area.
_{At 0} , the gas flows into the radially outer portion of the main combustion chamber 16, so that the diffusion combustion in the cylinder 14 becomes insufficient, and oxygen is locally insufficient in a narrow range around the combustion gas inflow portion. Exhaust gas performance (particularly HC, CO and smoke) deteriorates due to combustion. Further, at the time of low temperature starting, since the spray reaching distance L ₀ in the sub combustion chamber 22 is small, the spray adheres to the wall surface of the sub combustion chamber at low temperature, which causes a problem that white smoke increases.

However, as shown in FIG. 2, by rotating the sub-chamber member 20 around its axis O--O, the combustion gas is first cooperated with the injection hole 28 and the opening 30. Since the cross-sectional area of the passage is reduced, the velocity of the combustion gas flowing from the auxiliary combustion chamber 22 into the main combustion chamber 16 is increased, and at this time, as is clear from FIGS. The lines are substantially the same, and do not flow into the main combustion chamber 16 in a biased manner. Further, since the inclination angle α _{1 of the} injection hole 28 with respect to the piston top surface is sufficiently smaller than α ₀ , the combustion gas in the cylinder 14 is The diffusion range of the jet flow is widened, and effective diffusion combustion is performed in a state where sufficient oxygen can be supplied. As a result, the exhaust gas performance at low rotation speed (in particular, HC, CO and smoke are reduced) is significantly improved. In addition, at the time of low temperature startup, the amount of fuel spray adhering to the wall surface of the combustion chamber decreases due to the increase of the spray reach distance (L ₁ > L ₀ ) in the auxiliary combustion chamber 22, and the generation of white smoke is effectively reduced. There is an advantage.

Next, FIGS. 5 and 6 show an example of a drive device for rotating the sub-chamber members 20 of the plurality of cylinders 14 of the multi-cylinder diesel engine around the axis O--O. Reference numeral 32 in the drawing denotes a sub-chamber member 2 having a plurality of cylinders.
0 is a driving rod, 34 is a driven gear fixed to one end of the driving rod 32, 36 is an actuator such as a stepping motor that drives the driven gear 34 via a driving gear 38, and 40 is a cooling water temperature T of the engine. It is a control unit or a control device which receives the output signal of the temperature sensor 42 for detecting _w and the output signal of the rotation speed sensor 44 for detecting the crankshaft rotation speed N _e of the engine and provides a drive output to the actuator 36. In FIG. 6, reference numeral 46 conceptually indicates the cylinder-side opening end of the intake port, and reference numeral 48 conceptually indicates the cylinder-side opening end of the exhaust port.

The sub-chamber member 20 is, of course, a storage recess in the cylinder head 18, for example, a cylindrical storage recess formed by a vertically divided sheet member similar to that shown in FIG. And the sub chamber member 20
The upper portion of the drive rod 32 between them is preferably closed by a suitable gap member 46 made separately from the body of the cylinder head 18, as shown by the chain double-dashed line in FIG. . As another method, the plurality of sub-chamber members 20 are integrally cast together with the gap filling member as a columnar member, and the columnar member is inserted into the accommodating recess previously prepared in the cylinder head 18. In this case, the driven gear 34 is mounted on one end of the cylindrical member.

The control unit or control device 4
An example of the operation mode of 0 is shown in the flowchart of FIG. The program starts, and in step S ₀ , the sub chamber member 20 is held at the rotation angle θ _b = 0, that is, in the high rotation state of FIG. In step S ₁ , the engine cooling water temperature T _w is read, and in step S ₂ , the engine cooling water temperature T _w is compared with the set temperature T ₁ (for example, 75 ° C. indicating a warm-up completion state). If the cooling water temperature T _w is lower than the set temperature, the program proceeds to S ₃ , the drive output is supplied to the actuator 36, and the drive shaft 32 is rotated by the rotation angle θ _b via the drive gear 38 and the driven gear 34. It is rotated clockwise in FIG. In this embodiment, the rotation angle theta _b is defined as an inverse proportional function of the coolant temperature T _w, the cooling water temperature T _w
Is set to be low when is low, and is set to be low when the cooling water temperature T _w is close to the set temperature T ₁ .

Next, in step S ₂ , the cooling water temperature T
_{When w} is equal to or higher than the set temperature T _1, the engine speed N _e (step S ₄ ) read as the output signal of the speed sensor 44 is compared with the set speed N ₁ . (Step S
₅ ) If the engine speed N _e is lower than the set speed N ₁ , the step proceeds to S ₆ and the actuator 36
The drive output is supplied to the drive shaft 32 and the drive shaft 32 rotates by the rotation angle θ _b ,
It is rotated clockwise in FIG. In this example,
Rotation angle theta _b is defined as the inverse proportional function of the engine speed, when the rotation speed N _e is small large rotation angle theta _b is set to be smaller as the speed N _e approaches the set rotational speed Has been done. If in step S ₅ ,
When the engine speed N _e is equal to or higher than the set speed, the program returns to S ₀ , and steps S ₃ and S _{6 respectively} return to step S ₁ . The operation and effects or advantages described with reference to FIGS. 1 and 2 can be obtained by the operation of the control unit or the control device 40.
it is obvious. In the above flowchart, without proportional control steps _{S 3} and S _{S 6,} as a certain rotation angle theta _0, and theta _b = 0 at the time of high rotation, theta in steps _{S 3} and _{S 6 b} = A two-step control with a constant angle can also be used, and substantially the same effect or advantage as described above can be obtained.

Next, in FIGS. 7 and 8, the axis O--O of the sub chamber member 20 is not parallel to the engine center plane A--A including the center lines of the plurality of cylinders of the multi-cylinder engine, and is inclined. It is an example of a sub-chamber member drive device in the case of. In this configuration, a plurality of cylinders 14 (in the figure, 1
From the outer peripheral surface of the sub-chamber member 20 (only one of which is shown and the others are omitted) is radially outwardly directed to the pin 50 having an axis passing through the rotation axis O-O and parallel to the engine center plane A-A. Projecting on the drive rod 5
It is slidably fitted in the slanted groove 54 provided in 2. A rack 56 is provided at one end of the drive rod 54, and a pinion 60 driven by an actuator 58 such as a stepping motor is meshed with the rack 56.

The actuator 58 is rotated counterclockwise in FIG. 7 to move the drive rod 52 rightward from the position shown in the drawing, whereby the sub chamber member 20 is moved by the cooperative operation of the pin 50 and the inclined groove 54. It can be rotated about the axis O-O. At this time, the operation mode of the actuator 58 may be as shown in the flowchart of FIG. 9 above, and it is clear that the above-mentioned effects and advantages can be obtained by this configuration. It should be noted that the drive rod 52 needs a bearing that allows its smooth sliding, and the cylinder head 18 naturally needs a groove or notch that allows the pin 50 to rotate, but it is not shown. Has been done. )

In the above embodiment, the case where the sub-chamber member 20 has a cylindrical shape has been described. However, a rotating body that can rotate about an axis O--O included in a plane substantially orthogonal to the cylinder axis. For example, the shape may be a barrel shape, a drum shape, or the like. The auxiliary combustion chamber 22 formed in the auxiliary chamber member 20 is most preferably the bell-shaped combustion chamber illustrated above, but may be, for example, a spherical shape. In the case of a spherical shape, the combustion chamber 20 may be used.
By rotating the lens around its own axis OO,
Since the spray reaching distance cannot be changed, the white smoke reduction effect at the time of cold start cannot be obtained as in the case of the bell shape, but the exhaust gas performance and the fuel consumption improvement effect at the low rotation speed can be obtained almost at the same level. Further, the sub chamber member 20 may be made of a ceramic material as a whole to improve the thermal efficiency,
It may also be made of a normal heat-resistant alloy.

[0025]

As described above, the sub-chamber engine according to the present invention is arranged in the cylinder head of the engine so as to be rotatable about an axis contained in a plane substantially orthogonal to the cylinder axis. A sub-chamber member provided therein, a sub-combustion chamber formed inside the sub-chamber member and communicating with a main combustion chamber at the top of the piston through an injection hole, and a transparent chamber provided in the sub-chamber member mounted on the cylinder head. A fuel injection valve for injecting fuel into the auxiliary combustion chamber through a hole, a drive device for rotating the auxiliary chamber member around its axis to change the directivity angle of the injection hole with respect to the main combustion chamber, and the engine It is characterized by being equipped with a control unit that controls the above-mentioned drive device according to the operating state, and can ensure excellent combustion in almost the entire operating region of the engine. Direction And, and there is an advantage capable of achieving the white smoke reduction of cold start effectively.

[Brief description of drawings]

FIG. 1 is a sectional view of an essential part showing a state of high rotation in an embodiment of the present invention.

FIG. 2 is a cross-sectional view of an essential part showing a low rotation speed of the device of FIG.

FIG. 3 is a bottom view of a main part of FIG. 1;

FIG. 4 is a bottom view of a main part of FIG.

FIG. 5 is a schematic configuration diagram showing a drive device for a plurality of sub chamber members in a multi-cylinder engine.

6 is a schematic cross-sectional view taken along a plane including the center line of the drive rod 32 of FIG. 5 and perpendicular to the cylinder axis.

FIG. 7 is a schematic configuration diagram showing another drive device for a plurality of sub chamber members in a multi-cylinder engine.

FIG. 8 is a partial front view seen from the direction of arrow VIII in FIG.

9 is a flowchart showing an operation mode of the control unit 40 in FIG.

FIG. 10 is a sectional view of a main part of a conventional sub-chamber engine.

11 is a bottom view of an essential part of the engine shown in FIG. 10 when the engine rotates at high speed.

FIG. 12 is a bottom view of a main part when the engine shown in FIG. 10 is operating at low speed.

[Explanation of symbols]

10 ... Piston, 12 ... Crank case, 14 ... Cylinder, 16 ... Main combustion chamber, 18 ... Cylinder head, 20 ... Sub chamber member, 22 ... Sub combustion chamber, 24 ... Through hole, 26 ... Fuel injection valve, 28 ... Injection Hole, 30 ... Opening, 32 and 52 ... Driving rod, 36 ... Actuator, 40 ... Control unit (control device).

Claims (6)

[Claims] 1. A sub-chamber member disposed inside a cylinder head of an engine so as to be rotatable about an axis included in a plane substantially orthogonal to the cylinder axis, and inside the sub-chamber member. A sub-combustion chamber that communicates with the main combustion chamber at the top of the piston through injection holes, a fuel injection valve that is attached to the cylinder head and injects fuel into the sub-combustion chamber through a through hole provided in the sub-chamber member. A drive unit that rotates the sub chamber member around its axis to change the directivity angle of the injection hole with respect to the main combustion chamber; and a control unit that controls the drive unit according to the operating state of the engine. The sub-chamber engine, which is characterized by that. 2. An injection hole formed in the cylinder head, the accommodating recess for accommodating the auxiliary chamber member so as to be rotatable about its axis, and the part of the accommodating recess adjacent to the main combustion chamber. 2. The sub-chamber engine according to claim 1, further comprising an opening that forms a variable area orifice in cooperation with the main combustion chamber side opening of the sub chamber engine. 3. The control unit controls the drive device so that the injection hole is directed toward a portion of the main combustion chamber near the center of the cylinder in an engine operating state in which the temperature of the cooling water of the engine is lower than a set temperature. The subchamber engine according to claim 1 or 2. 4. The control unit, when the engine cooling speed is lower than the set speed in an engine operating state in which the engine coolant temperature is equal to or higher than the set temperature.
In the state where the injection hole is directed toward the cylinder center of the main combustion chamber, and the engine speed is equal to or higher than the set speed, the injection hole is directed toward a portion far from the cylinder center of the main combustion chamber, The subchamber engine according to claim 1 or 2, wherein the drive device is controlled. 5. The auxiliary combustion chamber in the auxiliary chamber member has a bell shape having a dome portion communicating with the through hole for injecting fuel from the fuel injection valve. The subchamber engine according to claim 1 or claim 2. 6. The tip end of the fuel injection valve, wherein the fuel injection valve is arranged to be inclined with respect to the axis of the bell-shaped auxiliary combustion chamber, and the auxiliary chamber member is rotated around the axis. The auxiliary chamber engine according to claim 5, wherein the distance between the auxiliary combustion chamber wall surface and the auxiliary combustion chamber wall surface is changed.