JPH086589B2 - Direct injection internal combustion engine - Google Patents

Direct injection internal combustion engine

Info

Publication number
JPH086589B2
JPH086589B2 JP61123592A JP12359286A JPH086589B2 JP H086589 B2 JPH086589 B2 JP H086589B2 JP 61123592 A JP61123592 A JP 61123592A JP 12359286 A JP12359286 A JP 12359286A JP H086589 B2 JPH086589 B2 JP H086589B2
Authority
JP
Japan
Prior art keywords
combustion chamber
combustion engine
internal combustion
direct injection
airflow guide
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
Application number
JP61123592A
Other languages
Japanese (ja)
Other versions
JPS62282114A (en
Inventor
隆 槙本
彰一郎 宮下
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP61123592A priority Critical patent/JPH086589B2/en
Publication of JPS62282114A publication Critical patent/JPS62282114A/en
Publication of JPH086589B2 publication Critical patent/JPH086589B2/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
    • F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0621—Squish flow
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0618—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston having in-cylinder means to influence the charge motion
    • F02B23/0624—Swirl flow
    • 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
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F02B23/06—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being arranged in working piston
    • F02B23/0672—Omega-piston bowl, i.e. the combustion space having a central projection pointing towards the cylinder head and the surrounding wall being inclined towards the cylinder center axis
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Description

【発明の詳細な説明】 ［産業上の利用分野］ 本発明は直噴式内燃機関に係り、特にペントルーフ状
のピストン冠面に形成される燃焼室の形状を改良した直
噴式内燃機関に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a direct injection internal combustion engine, and more particularly to a direct injection internal combustion engine in which the shape of a combustion chamber formed on a pentroof-shaped piston crown surface is improved.

［従来の技術］ 一般に内燃機関としては、吸入・排気バルブの数によ
らず、これらの径をより大きくとり、吸入・排気効率を
より良くするために、バルブ軸をＶ字状に傾斜させ、シ
リンダヘッド下面を逆Ｖ字状に形成したいわゆるペント
ルーフ形式のものが知られている。かかる形式を直噴式
の内燃機関に採用する場合、ピストン冠面とシリンダヘ
ッド下面との間に生じる無駄容積部分を最小にし、高い
圧縮比（16以上）を得る必要上、第５図に示すようにピ
ストン冠面１をもペントルーフ状のシリンダヘッド下面
２に対応させて形成する必要がある。尚、上記無駄容積
部分を更に小さくするために、シリンダヘッド下面２の
凹形状及ピストン冠面１の凸形状を加工により精度良く
製作する案が特願昭59−74190号、特願昭59−78336号に
よってなされている。[Prior Art] Generally, as an internal combustion engine, regardless of the number of intake / exhaust valves, the diameters of the intake / exhaust valves are increased, and the valve shaft is inclined in a V shape in order to improve intake / exhaust efficiency. A so-called pent roof type in which the lower surface of the cylinder head is formed in an inverted V shape is known. When such a type is adopted in a direct injection type internal combustion engine, it is necessary to minimize a dead volume portion generated between a piston crown surface and a cylinder head lower surface and obtain a high compression ratio (16 or more). It is also necessary to form the piston crown surface 1 so as to correspond to the lower surface 2 of the cylinder head having a pent roof shape. In order to further reduce the above-mentioned wasted volume, there is a plan to accurately manufacture the concave shape of the cylinder head lower surface 2 and the convex shape of the piston crown surface 1 by machining, as disclosed in Japanese Patent Application No. 59-74190 and Japanese Patent Application No. 59-74190. It is made by No. 78336.

ところで、従来の平坦なピストン冠面を有する内燃機
関においては、吸気ポートによって作り出されたシリン
ダ内のスワールを圧縮行程後期の一様なスキッシュによ
りピストン冠面の略中央に位置する燃焼室（キャビテ
ィ）内へ一様に減衰することなく押し込められ、噴射さ
れた燃料と空気との混合がスムーズに行なわれる。By the way, in the conventional internal combustion engine having a flat piston crown surface, the swirl in the cylinder created by the intake port is uniformly squished in the latter half of the compression stroke to form a combustion chamber (cavity) located approximately at the center of the piston crown surface. It is pushed into the inside without being uniformly damped, and the injected fuel and air are mixed smoothly.

［発明が解決しようとする問題点］ ところが、シリンダヘッド下面２及びピストン冠面１
をペントルーフ状になした内燃機関にあっては、第４図
〜第６図に示す如く燃焼室３の開口周縁部に高低がで
き、ピストン冠面１と燃焼室３の内周壁４とのなす角θ
1,θ２も場所により異なるため、スワールＳに乱れや減
衰を生じ、またスキッシュＱの強さや方向も不均一とな
り、燃焼室３内の押し込まれる空気と噴射される燃料と
の混合が不充分となり易い。また膨張行程時の逆スキッ
シュも周方向で強弱ができてしまうため火炎の伝播にバ
ラツキが生じ易い。従って、全体としてシリンダ内の空
気が有効に活用されないまま燃焼期間が終了し、排出さ
れるため、HC,スモークの増加、出力の低下を招くとい
う問題があった。[Problems to be Solved by the Invention] However, the cylinder head lower surface 2 and the piston crown surface 1
In the pent roof type internal combustion engine, as shown in FIGS. 4 to 6, the height of the opening of the combustion chamber 3 is increased and decreased, and the piston crown surface 1 and the inner peripheral wall 4 of the combustion chamber 3 form. Angle θ
Since 1 and θ 2 also vary depending on the location, the swirl S is disturbed and attenuated, and the strength and direction of the squish Q are also non-uniform, resulting in insufficient mixing between the air pushed in the combustion chamber 3 and the injected fuel. It is easy to become. Further, since the reverse squish during the expansion stroke also becomes stronger and weaker in the circumferential direction, variations in flame propagation are likely to occur. Therefore, as a whole, the combustion period ends and the air is discharged without effectively utilizing the air in the cylinder, which causes a problem that HC and smoke increase and output decreases.

本発明はかかる問題点を解決すべくなされたもので、
空気と燃料とを充分に混合させることができ、HC,スモ
ークの低減、出力の向上が図れる直噴式内燃機関を提供
することを目的とする。The present invention has been made to solve the above problems,
An object of the present invention is to provide a direct-injection internal combustion engine capable of sufficiently mixing air and fuel, reducing HC and smoke, and improving output.

［問題点を解決するための手段］ 本発明は、ペントルーフ状のシリンダヘッド下面と対
応するように形成されたピストン冠面の中央部に、下端
位置が揃った垂直な内周壁を以て開口した燃焼室を設
け、燃焼室の開口周縁部の全周に亘って同じ幅の水平な
気流案内面を形成し、気流案内面と冠面とに落差がある
区間にはこれらを結ぶ傾斜面を設けたものである。[Means for Solving the Problems] The present invention relates to a combustion chamber in which a central portion of a piston crown surface formed so as to correspond to a lower surface of a pentroof-shaped cylinder head is opened with a vertical inner peripheral wall whose lower end positions are aligned. And a horizontal airflow guide surface of the same width is formed over the entire circumference of the opening peripheral edge of the combustion chamber, and an inclined surface connecting these is provided in a section where there is a drop between the airflow guide surface and the crown surface. Is.

［作 用］ 燃焼室の開口周縁部の平坦な気流案内面によってスワ
ールが減衰されることなく燃焼室内に流入するので燃焼
室内には一様なスワールが確保される。また燃焼室の開
口周縁部と内周壁とのなす角が周方向に一定となるた
め、その角をまわり込む気流の条件が等しくなり、スキ
ッシュ及び逆スキッシュの強さや方向と均一化が確保さ
れる。これにより、燃焼室内に押し込まれる空気と噴射
される燃料との混合が充分に行なわれ、火炎の伝播も均
一になりシリンダ内の空気が燃焼時に有効に活用される
ことになる。[Operation] Since the swirl flows into the combustion chamber without being attenuated by the flat airflow guide surface at the peripheral edge of the opening of the combustion chamber, a uniform swirl is secured in the combustion chamber. In addition, since the angle between the peripheral edge of the opening of the combustion chamber and the inner peripheral wall is constant in the circumferential direction, the conditions of the air flow that goes around that angle are equal, and the strength and direction of the squish and the reverse squish are made uniform. . As a result, the air pushed into the combustion chamber and the injected fuel are sufficiently mixed, the flame is evenly propagated, and the air in the cylinder is effectively utilized during combustion.

［実施例］ 以下に本発明の一実施例を添付図面に基づいて詳述す
る。[Embodiment] An embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

第１図において、５は直噴式内燃機関のシリンダヘッ
ドであり、このシリンダヘッド５には吸気・排気バルブ
6,7がそのバルブ軸をＶ字状に傾斜させて設けられ、シ
リンダヘッド下面２はいわゆるペントルーフ状に形成さ
れている。また、シリンダ８内に嵌挿されたピストン９
の冠面１もシリンダヘッド下面２の形状に対応して形成
され、ピストン冠面１の略中央部には第２図に示す如く
平面円形の燃焼室３が窪んで形成されている。In FIG. 1, reference numeral 5 is a cylinder head of a direct injection internal combustion engine, and the cylinder head 5 has intake and exhaust valves.
6, 7 are provided with their valve shafts inclined in a V shape, and the cylinder head lower surface 2 is formed in a so-called pent roof shape. In addition, the piston 9 fitted in the cylinder 8
2 is also formed corresponding to the shape of the lower surface 2 of the cylinder head, and a substantially circular combustion chamber 3 having a flat circular shape is formed in the central portion of the piston crown surface 1 as shown in FIG.

燃焼室３は下端位置が揃った垂直な、すなわちピスト
ン軸と並行な内周壁４を以て開口されている。The combustion chamber 3 is opened with a vertical inner wall 4 whose bottom ends are aligned, that is, parallel to the piston axis.

そして、ピストン冠面１における燃焼室３の開口周縁
部にはその周方向に沿って連続した平坦な気流案内面10
が形成されている。この気流案内面10は、開口周縁部の
全周に亘って同心円状に同じ幅ａ（例えばａ＝5mm程
度）で形成され、その面は水平に、すなわちピストン軸
と直交する向きになっており、内周壁４となす角θ４は
いずれの位置でも90度となっている。また図３に示すよ
うに、気流案内面10と冠面１とに落差がある区間には、
所定の角度（θ３＝45〜60度）を以てこれらを結ぶ傾斜
面11が設けられ、ピストン冠面１をまわり込んできた気
流が気流案内面10に過度に衝突しないど、燃焼室３内へ
流入するようになっている。すなわち傾斜角度θ３が60
度以上であるど、冠面１をまわり込んできた空気が気流
案内面10と衝突し燃焼室３への流入エネルギーが損失し
てしまい、45度以下では必要以上に容積増加を招いてし
まう。尚、気流案内面10及び傾斜面11は第３図中破線で
示すようなカッター12を用いてピストン冠面１を回転切
削することにより座ぐりの如く容易に形成することがで
きる。Then, a flat air flow guide surface 10 is formed along the circumferential direction at the peripheral edge of the opening of the combustion chamber 3 in the piston crown surface 1.
Are formed. The airflow guide surface 10 is formed concentrically with the same width a (for example, about a = 5 mm) over the entire circumference of the opening, and the surface is oriented horizontally, that is, orthogonal to the piston axis. The angle θ 4 formed with the inner peripheral wall 4 is 90 degrees at any position. Further, as shown in FIG. 3, in the section where there is a drop between the airflow guide surface 10 and the crown surface 1,
An inclined surface 11 that connects them at a predetermined angle (θ 3 = 45 to 60 degrees) is provided, and the airflow that has passed around the piston crown surface 1 does not excessively collide with the airflow guide surface 10, but into the combustion chamber 3. It is supposed to flow in. That is, the tilt angle θ 3 is 60
Even if it is above 45 degrees, the air that has flown around the crown surface 1 collides with the airflow guide surface 10 and the energy flowing into the combustion chamber 3 is lost, and if it is below 45 degrees, the volume increases more than necessary. The airflow guide surface 10 and the inclined surface 11 can be easily formed like a counterbore by rotationally cutting the piston crown surface 1 using a cutter 12 as shown by the broken line in FIG.

以上の構成によれば、燃焼室３の開口周縁部に水平で
同じ幅ａの気流案内面10が形成されているので、燃焼室
３の開口周縁部が凹凸のものと異なり、スワールＳが減
衰することなく燃焼室３内に流入することになり、燃焼
室３内には一様なスワールSaが確保されることになる。
すなわち全周に亘って同等な気流案内面10を経ることに
よって、周方向に上り下りがある冠面１のどの部位から
流入してきた空気であっても、その旋回の強弱の差が解
消され、スワールが一様になるものである。また、燃焼
室３の周縁部と内周壁４とのなす角θ４が周方向に一定
であるため、気流がその角θ４をまわり込む条件がいず
れの方向からも等しくなり、スキッシュ及び逆スキッシ
ュの強さや方向の均一化が確保される。According to the above configuration, since the airflow guide surface 10 having the same width a is formed horizontally on the peripheral edge portion of the opening of the combustion chamber 3, the swirl S is attenuated unlike the irregular peripheral edge portion of the combustion chamber 3. It flows into the combustion chamber 3 without doing so, and a uniform swirl Sa is secured in the combustion chamber 3.
That is, by passing through the same airflow guide surface 10 over the entire circumference, the difference in the strength of the swirl is eliminated, regardless of which part of the crown surface 1 that goes up and down in the circumferential direction has flowed in, The swirl is uniform. Further, since the angle θ 4 formed by the peripheral portion of the combustion chamber 3 and the inner peripheral wall 4 is constant in the circumferential direction, the conditions for the airflow to go around the angle θ 4 become equal from both directions, and squish and reverse squish The strength and the uniformity of the direction are secured.

これにより圧縮行程の後期に燃焼室３内に押し込めら
れる空気と噴射される燃料とが充分に混合されることに
なり、燃焼時には火炎の伝播が均一になり、シリンダ８
内の空気が有効に活用されることになる。従って、HC,
スモークの低減及び出力の向上が図れる。また、棚厚さ
ｈが周方向に等しくなるので、燃料噴射ノズルの噴射
角、噴射量等に特別な配慮を必要とすることはない。As a result, the air pushed into the combustion chamber 3 and the injected fuel are sufficiently mixed in the latter part of the compression stroke, and the flame spreads evenly during combustion, and the cylinder 8
The air inside will be used effectively. Therefore, HC,
It is possible to reduce smoke and improve output. Further, since the shelf thickness h is equal in the circumferential direction, it is not necessary to give special consideration to the injection angle, the injection amount, etc. of the fuel injection nozzle.

実施例では燃焼室３が円形の場合について説明した
が、燃焼室３は四角形等であってもよい。In the embodiment, the case where the combustion chamber 3 is circular has been described, but the combustion chamber 3 may be rectangular or the like.

［発明の効果］ 以上要するに本発明によれば次のごとき優れた効果を
発揮する。[Effects of the Invention] In summary, according to the present invention, the following excellent effects are exhibited.

ペントルーフ状のピストン冠面の中央部に垂直な内周
壁を以て開口した燃焼室を設け、その開口周縁部の全周
に亘って同じ幅の水平な気流案内面を形成し、気流案内
面と冠面とに落差がある区間に傾斜面を設けたので、ス
ワール及びスキッシュ、逆スキッシュを均一にすること
ができ、空気と燃料とを充分に混合させることでHC,ス
モークの低減及び出力の向上が達成される。A combustion chamber opened with a vertical inner peripheral wall is provided in the center of the crown surface of the pentroof-shaped piston, and a horizontal airflow guide surface of the same width is formed over the entire circumference of the peripheral edge of the opening. Slope, squish, and reverse squish can be made uniform because a sloped surface is provided in the section where there is a drop between and, HC and smoke are reduced and output is improved by mixing air and fuel sufficiently. To be done.

【図面の簡単な説明】[Brief description of drawings]

第１図は本発明に係る直噴式内燃機関の一実施例を示す
断面図、第２図は第１図Ａ−Ａ矢視図、第３図は第２図
Ｂ−Ｂ断面図、第４図は従来の直噴式内燃機関を示す断
面図、第５図は第４図Ｃ−Ｃ矢視図、第６図は第５図Ｄ
−Ｄ断面図である。図中、１はピストン冠面、２はシリ
ンダヘッド下面、３は燃焼室、10は気流案内面、11は傾
斜面である。FIG. 1 is a sectional view showing an embodiment of a direct injection internal combustion engine according to the present invention, FIG. 2 is a sectional view taken along the line AA in FIG. 1, FIG. 3 is a sectional view taken along the line BB in FIG. FIG. 5 is a sectional view showing a conventional direct injection internal combustion engine, FIG. 5 is a view taken in the direction of arrows CC in FIG. 4, and FIG.
It is a -D sectional view. In the figure, 1 is a piston crown surface, 2 is a cylinder head lower surface, 3 is a combustion chamber, 10 is an air flow guide surface, and 11 is an inclined surface.

───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭60−11626（ＪＰ，Ａ) 実開 昭59−96323（ＪＰ，Ｕ) 実開 昭52−29303（ＪＰ，Ｕ) 実開 昭62−49620（ＪＰ，Ｕ) 実開 昭61−202631（ＪＰ，Ｕ) 米国特許4541377（ＵＳ，Ａ) ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-60-11626 (JP, A) real-opening Sho-59-96323 (JP, U) real-opening Sho-52-29303 (JP, U) real-opening Sho-62- 49620 (JP, U) Actually opened 61-202631 (JP, U) US Patent 4541377 (US, A)

Claims (1)

【特許請求の範囲】[Claims] 【請求項１】ペントルーフ状のシリンダヘッド下面と対
応するように形成されたピストン冠面の中央部に、下端
位置が揃った垂直な内周壁を以て開口した燃焼室を設
け、該燃焼室の開口周縁部の全周に亘って同じ幅の水平
な気流案内面を形成し、該気流案内面と上記冠面とに落
差がある区間にはこれらを結ぶ傾斜面を設けたことを特
徴とする直噴式内燃機関。1. A combustion chamber opened with a vertical inner peripheral wall whose lower end positions are aligned is provided at the center of a piston crown surface formed so as to correspond to a lower surface of a pentroof-shaped cylinder head, and an opening peripheral edge of the combustion chamber is provided. A direct injection type characterized in that a horizontal airflow guide surface having the same width is formed over the entire circumference of the section, and an inclined surface connecting these is provided in a section where there is a drop between the airflow guide surface and the crown surface. Internal combustion engine.
JP61123592A 1986-05-30 1986-05-30 Direct injection internal combustion engine Expired - Lifetime JPH086589B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP61123592A JPH086589B2 (en) 1986-05-30 1986-05-30 Direct injection internal combustion engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP61123592A JPH086589B2 (en) 1986-05-30 1986-05-30 Direct injection internal combustion engine

Publications (2)

Publication Number Publication Date
JPS62282114A JPS62282114A (en) 1987-12-08
JPH086589B2 true JPH086589B2 (en) 1996-01-24

Family

ID=14864418

Family Applications (1)

Application Number Title Priority Date Filing Date
JP61123592A Expired - Lifetime JPH086589B2 (en) 1986-05-30 1986-05-30 Direct injection internal combustion engine

Country Status (1)

Country Link
JP (1) JPH086589B2 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0916019B1 (en) * 1997-06-03 2003-09-03 Nissan Motor Company, Limited Piston for cylinder direct injection spark ignition internal combustion engine
DE102005060547A1 (en) * 2005-12-17 2007-06-28 Mahle International Gmbh Automotive piston for fuel-injected engine has profiled central combustion cavity with rounded edges
JP4851864B2 (en) 2006-06-23 2012-01-11 本田技研工業株式会社 Direct fuel injection diesel engine
JP5920262B2 (en) * 2013-03-21 2016-05-18 トヨタ自動車株式会社 Compression ignition internal combustion engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4541377A (en) 1985-01-23 1985-09-17 Amos Louis A Piston dome

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5229303U (en) * 1975-08-22 1977-03-01
JPS5996323U (en) * 1982-12-18 1984-06-29 マツダ株式会社 engine combustion chamber

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4541377A (en) 1985-01-23 1985-09-17 Amos Louis A Piston dome

Also Published As

Publication number Publication date
JPS62282114A (en) 1987-12-08

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