JPH0893476A - Large sized and low speed two cycle methanol engine - Google Patents
Large sized and low speed two cycle methanol engineInfo
- Publication number
- JPH0893476A JPH0893476A JP6250191A JP25019194A JPH0893476A JP H0893476 A JPH0893476 A JP H0893476A JP 6250191 A JP6250191 A JP 6250191A JP 25019194 A JP25019194 A JP 25019194A JP H0893476 A JPH0893476 A JP H0893476A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- auxiliary combustion
- auxiliary
- diameter
- fuel
- 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.)
- Granted
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
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
-
- 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
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は燃料にメタノールを使用
する大型ディーゼル機関の燃焼室に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a combustion chamber of a large diesel engine which uses methanol as a fuel.
【0002】[0002]
【従来の技術】図8に従来のメタノール焚き低速大形エ
ンジンの燃料系と燃焼室の断面図を示す。本図は1シリ
ンダに2ケの主燃料弁7a,8aと副燃料弁1a,2a
が装備された一例である。主燃料弁7a,8aがシリン
ダカバーに、副燃料弁1a,2aがシリンダ上部側面に
装着され、前記副燃料弁の近くに着火用グロープラグ3
a,4aが装着されている。2. Description of the Related Art FIG. 8 shows a cross-sectional view of a fuel system and a combustion chamber of a conventional methanol-fired low speed large engine. This figure shows two main fuel valves 7a and 8a and sub fuel valves 1a and 2a in one cylinder.
Is an example equipped with. The main fuel valves 7a and 8a are mounted on the cylinder cover, and the auxiliary fuel valves 1a and 2a are mounted on the upper side surface of the cylinder. The ignition glow plug 3 is provided near the auxiliary fuel valve.
a and 4a are attached.
【0003】副燃焼室1a,2aは同噴口部5a,6a
を通じて主燃焼室Aと連通している。主燃料は主燃料弁
7a,8aから主燃焼室Aに噴射される。副燃料弁1
a,2aから副燃焼室Bへ燃料ガスが噴射され、着火用
グロープラグ3a,4aの火花で燃料が着火燃焼する
と、噴口部5a,6aから主燃焼室Aへ燃焼ガスが噴出
し、主燃料弁7a,8aから噴射された主燃料を着火,
燃焼させる。The sub-combustion chambers 1a and 2a have the same nozzle holes 5a and 6a.
Through the main combustion chamber A. The main fuel is injected into the main combustion chamber A from the main fuel valves 7a and 8a. Sub fuel valve 1
When the fuel gas is injected from the a, 2a to the auxiliary combustion chamber B and the fuel is ignited and burned by the sparks of the ignition glow plugs 3a, 4a, the combustion gas is ejected from the injection ports 5a, 6a to the main combustion chamber A, and the main fuel is ejected. Ignition of the main fuel injected from the valves 7a and 8a,
To burn.
【0004】上述のような主燃焼室Aにおいて、副燃焼
室Bの容積は通常上死点で形成される全燃焼室容積VC
の中に占める割合で定められる。 (副燃焼室の容積)/(上死点での全燃焼室容積) を容積比ηと定義した場合、従来は副燃焼室Bの容積比
η=5〜10%であり、副燃焼室は2ケあるので合計の
容積比η=10〜20%となっていた。In the main combustion chamber A as described above, the volume of the auxiliary combustion chamber B is usually the total combustion chamber volume V C formed at the top dead center.
It is determined by the ratio of the When (volume of sub-combustion chamber) / (total combustion chamber volume at top dead center) is defined as a volume ratio η, conventionally, the volume ratio η of the sub-combustion chamber B is 5 to 10%, and the sub-combustion chamber is Since there are two, the total volume ratio η was 10 to 20%.
【0005】[0005]
【発明が解決しようとする課題】メタノールディーゼル
エンジンにおいて、副燃焼室Bの容積が大きくなる程、
副燃料弁1a,2aからのメタノール噴霧への着火は容
易となり、冷態時起動性は改善される。また排気公害と
いう面からも未燃炭化水素の排出濃度が低減する等の利
点がある。In the methanol diesel engine, the larger the volume of the auxiliary combustion chamber B,
Ignition of the methanol spray from the sub fuel valves 1a and 2a becomes easy, and the startability in the cold state is improved. Also, from the viewpoint of exhaust pollution, there is an advantage that the emission concentration of unburned hydrocarbons is reduced.
【0006】しかし、副燃焼室Bの容積比が大きくなる
と、燃焼室全体の比表面積が増加し、燃料消費率(以下
燃費率と略称)が悪化するという欠点を有する。さらに
信頼性が低下したりコストアップの要因となる。このた
め容積比を大幅に低減させることが求められている。However, when the volume ratio of the sub-combustion chamber B increases, the specific surface area of the entire combustion chamber increases, and the fuel consumption rate (hereinafter abbreviated as fuel consumption rate) has a drawback. Further, the reliability is lowered and the cost is increased. Therefore, it is required to significantly reduce the volume ratio.
【0007】本発明の目的は100%メタノール燃焼を
可能とする大型低速エンジンにおいて、起動性と低燃費
率に優れたメタノールディーゼルエンジンを提供するに
ある。An object of the present invention is to provide a large-sized low-speed engine capable of 100% methanol combustion, and a methanol diesel engine excellent in startability and low fuel consumption rate.
【0008】[0008]
【課題を解決するための手段】本発明の大形低速2サイ
クルメタノールエンジンは副燃焼室内にグロープラグを
有する大形低速メタノールエンジンに於て、上記副燃焼
室の上部副燃焼室直径をd、下部副燃焼室直径をD、グ
ロープラグの軸方向挿入距離をlG 、前記副燃焼室内に
挿入された2本の前記グロープラグの相互の半径方向角
度をθ、副燃料弁の単噴口径をdn 及び前記副燃焼室の
合計容積が上死点で形成される全燃焼室容積の中で占め
る割合を容積比ηとしたとき、前記lG ,θ,D/d,
ηがそれぞれ35dn ≦lG ≦45dn ,23°≦θ≦
30°,1.5≦D/d≦2.25,0.65%≦η≦
2.25%を同時に満足していることを特徴としてい
る。The large-sized low-speed two-cycle methanol engine of the present invention is a large-sized low-speed methanol engine having a glow plug in the auxiliary combustion chamber, wherein the upper auxiliary combustion chamber diameter of the auxiliary combustion chamber is d, the lower auxiliary combustion chamber diameter D, the axial insertion distance of the glow plug l G, the radial angle of the mutual two said glow plug inserted into the auxiliary combustion chamber theta, a single injection aperture of the auxiliary fuel valve when dn and total volume of the auxiliary combustion chamber has a η volume ratio the ratio among all the combustion chamber volume formed by the top dead center, the l G, θ, D / d ,
η is 35 dn ≤l G ≤45 dn, 23 ° ≤θ≤
30 °, 1.5 ≦ D / d ≦ 2.25, 0.65% ≦ η ≦
It is characterized by satisfying 2.25% at the same time.
【0009】[0009]
【作用】前記のとおり副燃焼室形状を(35dn ≦lG
≦45dn ,23°≦θ≦30°及び1.5≦D/d≦
2.25)を保持し、副燃焼室容積比η=0.65%〜
2.25%とすると、図6、7に示すように冷態時起動
と燃費率が良好な結果が得られる。As described above, the shape of the auxiliary combustion chamber is changed to (35dn ≤ l G
≤ 45dn, 23 ° ≤ θ ≤ 30 ° and 1.5 ≤ D / d ≤
2.25) is maintained and the secondary combustion chamber volume ratio η = 0.65% to
When it is set to 2.25%, as shown in FIGS. 6 and 7, good results are obtained in cold start and fuel efficiency.
【0010】[0010]
【実施例】以下図1〜7を参照し本発明の第1実施例に
ついて説明する。図1は本発明のメタノール焚き低速大
形エンジンの燃料系と燃焼室の断面図、図2は本願副燃
焼室の主要寸法を示す説明図、図3〜7は実験結果を示
し、図3はエンジン負荷率と相対HC濃度をx,y軸と
した線図である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described below with reference to FIGS. FIG. 1 is a cross-sectional view of a fuel system and a combustion chamber of a methanol-fueled low-speed large-sized engine of the present invention, FIG. 2 is an explanatory diagram showing main dimensions of a sub-combustion chamber of the present application, FIGS. 3 to 7 show experimental results, and FIG. It is a diagram which made the engine load factor and relative HC concentration into the x and y axis.
【0011】図4は軸方向グロープラグ挿入距離lG と
燃料投入後の完爆開始サイクル数をx,y軸とした線
図、図5は副燃焼室口径比D/dと燃料投入後完爆開始
サイクル数をx,y軸とした線図、図6は副燃焼室容積
比ηと冷却時起動相対時間比をx,y軸とした線図、図
7は副燃焼室容積比ηと相対燃費率をx,y軸とした線
図である。FIG. 4 is a diagram in which the axial glow plug insertion distance l G and the number of complete explosion initiation cycles after fuel injection are plotted on the x and y axes, and FIG. 5 is the auxiliary combustion chamber bore ratio D / d and completion after fuel injection. A diagram with the number of explosion start cycles on the x and y axes, FIG. 6 is a diagram with the auxiliary combustion chamber volume ratio η and the cooling start relative time ratio on the x and y axes, and FIG. 7 is the auxiliary combustion chamber volume ratio η. It is a diagram which made the relative fuel consumption rate the x-axis and the y-axis.
【0012】図1のメタノール焚き低速大形ディーゼル
エンジンにおいて、シリンダカバーの内部には容積比η
を持つ副燃焼室Bが構成されているがその詳細について
は下記のとおりである。In the methanol-fueled low-speed large-sized diesel engine of FIG. 1, the volume ratio η is set inside the cylinder cover.
A sub-combustion chamber B having a structure is formed, and its details are as follows.
【0013】即ち図2に示す副燃焼室の基本形は(a)
図のような下部副燃焼室B2 が長方形のものが一般的で
あるが、(b〜c)図のようにその一部をテーパとした
ものもある。本実施例では容積比ηが3%以下という条
件下で起動性及び低負荷域に着目して実験を実施して副
燃焼室の形を定めたものである。That is, the basic form of the auxiliary combustion chamber shown in FIG. 2 is (a)
The lower sub-combustion chamber B 2 as shown in the figure is generally rectangular, but there is also a part where the part is tapered as shown in FIGS. In this embodiment, the shape of the auxiliary combustion chamber is determined by conducting an experiment focusing on the starting property and the low load region under the condition that the volume ratio η is 3% or less.
【0014】図2に示す副燃焼室の基本形(a)図にお
いて、上部副燃焼室B1 の直径をd、下部副燃焼室B2
の直径をD、副燃料弁の単噴口径をdn 、下部副燃焼室
長さl=40dn 、連絡口5の絞りに入る迄の副燃焼室
の長さをL(Lmax =90dn)、軸方向グロープラグ挿
入距離をlG 及び上部副燃焼室B1 の上端中心Cからグ
ロープラグ3,4迄の半径方向角度をθとする。In the basic shape (a) of the auxiliary combustion chamber shown in FIG. 2, the diameter of the upper auxiliary combustion chamber B 1 is d and the lower auxiliary combustion chamber B 2 is
Is D, the diameter of the single injection port of the auxiliary fuel valve is dn, the length of the lower auxiliary combustion chamber is l = 40dn, the length of the auxiliary combustion chamber before entering the throttle of the communication port 5 is L (Lmax = 90dn), and the axial glow The plug insertion distance is L G, and the radial angle from the upper end center C of the upper auxiliary combustion chamber B 1 to the glow plugs 3 and 4 is θ.
【0015】上記構成のメタノールディーゼルエンジン
において、副燃焼室の形状を色々と変化させて図3は軸
方向のグロープラグ挿入距離lG と半径方向角度θによ
り低負荷時の相対HC濃度を確認したもので、明らかに
θ=23°〜30°がよくて、これらの両サイドは悪化
が認められる。図4は燃料投入開始後の完爆開始サイク
ル数を確認したもので、lG =35dn 〜45dn が1
サイクル目から確実に着火燃焼に至っている。In the methanol diesel engine having the above structure, the shape of the auxiliary combustion chamber was variously changed, and FIG. 3 was used to confirm the relative HC concentration at low load by the axial glow plug insertion distance l G and the radial angle θ. Obviously, θ = 23 ° to 30 ° is good, and deterioration is recognized on both sides. FIG. 4 confirms the number of complete explosion start cycles after the start of fuel injection, and l G = 35dn to 45dn is 1
Ignition and combustion are surely reached from the cycle.
【0016】さらに図5は、副燃焼室口径比D/dと完
爆開始サイクル数を確認したものである。この結果から
燃料投入後2サイクル回転目迄を許容すると1.5≦D
/d≦2.25までなら満足する結果が得られることが
分る。そこでη≦3%を条件にする副燃焼室形状(Lma
x ≦90dn ,l=40dn )で35dn ≦lG ≦45
dn ,23°≦θ≦30°、1.5≦D/d≦2.25
ならば、起動性及び低負荷の燃費率が良好であるので、
これを副燃焼室の基本形として提案した。Further, FIG. 5 confirms the diameter ratio D / d of the auxiliary combustion chamber and the number of complete explosion start cycles. From this result, if the second cycle after fuel injection is allowed, 1.5 ≦ D
It can be seen that a satisfactory result can be obtained if /d≦2.25. Therefore, the shape of the auxiliary combustion chamber (Lma
x ≤ 90 dn, l = 40 dn) and 35 dn ≤ l G ≤ 45
dn, 23 ° ≦ θ ≦ 30 °, 1.5 ≦ D / d ≦ 2.25
Then, since the startability and the fuel efficiency of low load are good,
This was proposed as the basic form of the auxiliary combustion chamber.
【0017】次に前記第1実施例の作用について説明す
る。前記提案の副燃焼室形状(35dn ≦lG ≦45d
n ,23°≦θ≦30°及び1.5≦D/d≦2.2
5)を保持しつつ、η=0.5%〜5%迄変化させた結
果を図6、7に示している。図6は冷態時の起動性を調
査したものである。η=5%での起動操作後25%舶用
特性回転数に到達するに必要な時間をベースとした冷態
起動相対時間比(t/tη=5%)とηとの関係をプロ
ットしたものである。Next, the operation of the first embodiment will be described. Shape of the sub-combustion chamber proposed above (35dn ≤ l G ≤ 45d
n, 23 ° ≦ θ ≦ 30 ° and 1.5 ≦ D / d ≦ 2.2
6 and 7 show the results of changing η = 0.5% to 5% while maintaining 5). FIG. 6 shows a survey of the startability in the cold state. It is a plot of the relationship between η and the cold start relative time ratio (t / t η = 5%) based on the time required to reach the 25% marine characteristic speed after the start operation at η = 5%. is there.
【0018】(t/tη=5%)≦2を許容値とする
と、η≧0.65%が適用可能である。さらにこれらを
定格出力で運転した時の相対燃費率(be /be η=5
%)とηの関係を示したものが図7であり、η=5%時
に比べ0.65%≦η≦1.75%では3%以下の燃費
率の改善が認められる。When (t / t η = 5%) ≦ 2 is an allowable value, η ≧ 0.65% is applicable. Furthermore, the relative fuel consumption rate (be / be η = 5) when these were operated at rated output
%) And η are shown in FIG. 7. When 0.65% ≦ η ≦ 1.75% when η = 5%, an improvement in fuel efficiency of 3% or less is recognized.
【0019】[0019]
【発明の効果】本発明で提案された副燃焼室の形状を採
用すれば、起動性と低燃費率に優れた100%メタノー
ル燃焼を可能とする大形低速2サイクルエンジンを提供
できる。By adopting the shape of the auxiliary combustion chamber proposed by the present invention, it is possible to provide a large-sized low-speed two-cycle engine capable of 100% methanol combustion excellent in startability and low fuel consumption rate.
【図1】本発明の第1実施例に係る燃焼室の断面図。FIG. 1 is a sectional view of a combustion chamber according to a first embodiment of the present invention.
【図2】本願の副燃焼室の基本形を示す説明図。FIG. 2 is an explanatory view showing the basic shape of the auxiliary combustion chamber of the present application.
【図3】エンジン負荷率と相対HC濃度をx,y軸とし
た線図。FIG. 3 is a diagram in which engine load factor and relative HC concentration are plotted on x and y axes.
【図4】軸方向グロープラグ挿入距離lG と燃料投入後
の完爆開始サイクル数をx,y軸とした線図。FIG. 4 is a diagram in which the axial glow plug insertion distance l G and the number of complete explosion start cycles after fuel injection are taken as x and y axes.
【図5】副燃焼室口径比D/dと燃料投入後完爆開始サ
イクル数をx,y軸とした線図。FIG. 5 is a diagram in which the auxiliary combustion chamber aperture ratio D / d and the number of complete explosion start cycles after fuel injection are plotted on the x and y axes.
【図6】副燃焼室容積比ηと冷却時起動相対時間比を
x,y軸とした線図。FIG. 6 is a diagram in which the auxiliary combustion chamber volume ratio η and the cooling start relative time ratio are x and y axes.
【図7】副燃焼室容積比ηと相対燃費率をx,y軸とし
た線図。FIG. 7 is a diagram in which the auxiliary combustion chamber volume ratio η and the relative fuel consumption rate are plotted on the x and y axes.
【図8】従来例の図1応当図。FIG. 8 is a prior art example corresponding to FIG. 1.
A…主燃焼室、B…副燃焼室、B1 …上部副燃焼室、B
2 …下部副燃焼室、Z…主噴霧、1…副燃料弁、3,4
…グロープラグ、5…噴口部、7…主燃料弁、d…上部
副燃焼室直径、dn …副燃料弁の単噴口径、D…下部副
燃焼室直径、lG …グロープラグ軸方向挿入距離、θ…
グロープラグの相互半径角度。A ... main combustion chamber, B ... auxiliary combustion chamber, B 1 ... upper secondary combustion chamber, B
2 ... Lower auxiliary combustion chamber, Z ... Main spray, 1 ... Secondary fuel valve, 3, 4
... glow plugs, 5 ... injection port portion, 7 ... main fuel valve, d ... upper secondary combustion chamber diameter, dn ... single injection aperture of the secondary fuel valves, D ... lower auxiliary combustion chamber diameter, l G ... glow plug axial insertion distance , Θ ...
Mutual radius angle of glow plugs.
Claims (1)
低速メタノールエンジンに於て、上記副燃焼室の上部副
燃焼室直径をd、下部副燃焼室直径をD、グロープラグ
の軸方向挿入距離をlG 、前記副燃焼室内に挿入された
2本の前記グロープラグの相互の半径方向角度をθ、副
燃料弁の単噴口径をdn 及び前記副燃焼室の合計容積が
上死点で形成される全燃焼室容積の中で占める割合を容
積比ηとしたとき、前記lG ,θ,D/d,ηがそれぞ
れ35dn ≦lG ≦45dn ,23°≦θ≦30°,
1.5≦D/d≦2.25,0.65%≦η≦2.25
%を同時に満足していることを特徴とする大形低速2サ
イクルメタノールエンジン。1. In a large-sized low-speed methanol engine having a glow plug in the auxiliary combustion chamber, the upper auxiliary combustion chamber diameter of the auxiliary combustion chamber is d, the lower auxiliary combustion chamber diameter is D, and the glow plug axial insertion distance is set. L G , the mutual radial angle of the two glow plugs inserted in the auxiliary combustion chamber is θ, the single injection port diameter of the auxiliary fuel valve is dn, and the total volume of the auxiliary combustion chamber is formed at the top dead center. When the ratio of the total combustion chamber volume to the total combustion chamber volume is η, the above-mentioned l G , θ, D / d, η are 35 dn ≤ l G ≤ 45 dn, 23 ° ≤ θ ≤ 30 °,
1.5 ≦ D / d ≦ 2.25, 0.65% ≦ η ≦ 2.25
A large-sized low-speed two-cycle methanol engine characterized by satisfying the same percentage at the same time.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25019194A JP3364023B2 (en) | 1994-09-20 | 1994-09-20 | Large low-speed two-cycle methanol engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP25019194A JP3364023B2 (en) | 1994-09-20 | 1994-09-20 | Large low-speed two-cycle methanol engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH0893476A true JPH0893476A (en) | 1996-04-09 |
JP3364023B2 JP3364023B2 (en) | 2003-01-08 |
Family
ID=17204174
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP25019194A Expired - Fee Related JP3364023B2 (en) | 1994-09-20 | 1994-09-20 | Large low-speed two-cycle methanol engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3364023B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0925823A (en) * | 1995-05-08 | 1997-01-28 | Mitsubishi Heavy Ind Ltd | Pre-combustion chamber structure for methanol engine |
JP2013170563A (en) * | 2012-02-23 | 2013-09-02 | Kubota Corp | Auxiliary chamber type combustion chamber of diesel engine |
-
1994
- 1994-09-20 JP JP25019194A patent/JP3364023B2/en not_active Expired - Fee Related
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0925823A (en) * | 1995-05-08 | 1997-01-28 | Mitsubishi Heavy Ind Ltd | Pre-combustion chamber structure for methanol engine |
JP2013170563A (en) * | 2012-02-23 | 2013-09-02 | Kubota Corp | Auxiliary chamber type combustion chamber of diesel engine |
Also Published As
Publication number | Publication date |
---|---|
JP3364023B2 (en) | 2003-01-08 |
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