JPS58206821A - Reciprocating internal-combustion engine - Google Patents
Reciprocating internal-combustion engineInfo
- Publication number
- JPS58206821A JPS58206821A JP57091538A JP9153882A JPS58206821A JP S58206821 A JPS58206821 A JP S58206821A JP 57091538 A JP57091538 A JP 57091538A JP 9153882 A JP9153882 A JP 9153882A JP S58206821 A JPS58206821 A JP S58206821A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- cylinder head
- piston
- predetermined direction
- projections
- 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.)
- Pending
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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
-
- 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
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
Description
【発明の詳細な説明】
この発明σ４サイクルガソリンエンジンのような往復動
内燃機関に関するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a reciprocating internal combustion engine such as a σ4 cycle gasoline engine.
往復動内燃機関における燃焼室内の燃焼用ガスに旋１１
１１１を与えると、′ｔ！を量燃睨遂良が向上１し、火
花点火エンジンの重合は空燃比のｓ薄化、アイドルの安
定化、高凡ＧＲ（排ガス再循環）化が可能となり、また
、耐ノツク性も向上する事か広く知られている。、：ｆ
たーディーゼルエンジンの場合ｆ′ｉ、窒気杓用率も向
上する。The combustion gas in the combustion chamber of a reciprocating internal combustion engine is
If you give 111, 't! The fuel efficiency of the spark ignition engine has been improved, and the polymerization of the spark ignition engine has enabled thinning of the air-fuel ratio, stabilization of the idle, and high-performance GR (exhaust gas recirculation), as well as improved knock resistance. or widely known. , :f
In the case of a diesel engine, f'i and nitrogen ladle utilization rate are also improved.
そこで従来、特開昭５５−１０１７２４号公報にも開示
されているように、４サイクルエンジンの吸気通路とは
別に、この吸気通路刀・ら分岐して、吸気の一部’ｋｇ
Ｌ気弁の近傍から燃焼室内へ吹き込ませる枝Ｖ全設け、
この枝管から吹き込まれた吸気により燃焼室内に旋回流
（渦流）を生じさせるようにしたものが知られている。Therefore, as disclosed in Japanese Unexamined Patent Application Publication No. 55-101724, in addition to the intake passage of a 4-cycle engine, this intake passage is branched off, and a part of the intake air is
Fully equipped with a branch V that blows into the combustion chamber from the vicinity of the L air valve.
A combustion engine is known in which a swirling flow (vortex) is generated in the combustion chamber by intake air blown from the branch pipe.
ところが、この画成では、高負荷時の充填効率の低下は
少ないが吸入行程で吸気に旋回を与えているので、さら
に圧縮行程を経て吸気、すなわち燃焼用ガスが燃焼する
際には、上記旋回の一部ないしは大部分が消滅し、てし
まい、予期した旋回流による効果が得られにくい。また
、装置も複雑なものになる。However, with this definition, although the reduction in charging efficiency at high loads is small, swirling is imparted to the intake air during the intake stroke, so when the intake air, that is, the combustion gas, is combusted through the compression stroke, the swirling Part or most of the flow disappears, making it difficult to obtain the expected effect of the swirling flow. Moreover, the device also becomes complicated.
この発明は上記従来の欠点を解消するためになさねたも
ので、圧縮行程の終わり、上死点付近に得ることを目的
とする。This invention was made in order to eliminate the above-mentioned conventional drawbacks, and its purpose is to obtain a position near the top dead center at the end of the compression stroke.
以下、この発明の実施例を図面にしたがって説明する。Embodiments of the present invention will be described below with reference to the drawings.
第１図は往復動内燃機関の一種として、吸気バルブ１１
および排気バルブ１２をぞれぞね２つずつ有する４バル
ブ型の４サイクルエンジンｒ示す。Figure 1 shows an intake valve 11 as a type of reciprocating internal combustion engine.
A four-valve type four-cycle engine r having two exhaust valves 12 each is shown.
胸囲において、上記吸気バルブ１１とＪｉバルブ１２は
シリンダヘッド１３に取り付けられて、それぞれ吸気通
路１４と排気通赫１５を開閉する。At the chest circumference, the intake valve 11 and Ji valve 12 are attached to the cylinder head 13 to open and close the intake passage 14 and the exhaust vent 15, respectively.
シリンダ１６にづ・入されたピストン１７の上方には燃
焼室１８が形成されており、この燃焼室１８の上部内面
に位置して、この発明の突出部１９かシリンダヘッド１
６に形成されている。２０は点火プラグ、２１はピスト
ン１７の上面に設けられたバルブ逃げである。A combustion chamber 18 is formed above the piston 17 inserted into the cylinder 16, and a protrusion 19 or cylinder head 1 of the present invention is located on the upper inner surface of the combustion chamber 18.
6. 20 is a spark plug, and 21 is a valve relief provided on the upper surface of the piston 17.
上紀矢出部１９は、第２図に示すように、２つの吸気バ
ルブ１１の間と、２つの排気バルブ１２の間とにそれぞ
れ１つずつ設けられている。これら１対の突出部１９．
１９は左右非対称形・を呈しており、圧縮行程において
第１図のピストン１７の上昇に工り圧縮された混合気（
ディーゼルの場合は壁気）−すなわち燃焼用ガスを、燃
焼室１８の軸心まわりに、第２図（こ示す所定の方向Ａ
へ押圧して、この方向Ａへ旋回させるようになってい上
記構成によれば、第１図の吸気バルブ１１および排気バ
ルブ１２が閉じてピストン１７が上昇する比縮行櫛にお
いて、突出部１９により燃焼用ガスか第２図の所定の方
向Ａへ押圧されて旋回するから、この圧縮行程の終りに
点火プラグ２０で点火したのち、ひき続く膨張行程にお
いて燃焼する際、上記旋回流がまだ十分残るので、旋回
流による種々の効果が得られる。As shown in FIG. 2, one of the upper arrow portions 19 is provided between two intake valves 11 and one between two exhaust valves 12. These pair of protrusions 19.
19 has a left-right asymmetrical shape, and during the compression stroke, the compressed air-fuel mixture (
In the case of diesel, the combustion gas is moved around the axis of the combustion chamber 18 in a predetermined direction A shown in FIG.
According to the above structure, in the ratio contraction comb in which the intake valve 11 and the exhaust valve 12 are closed and the piston 17 rises in FIG. Since the combustion gas is pressed in the predetermined direction A in Fig. 2 and swirls, the swirling flow still remains sufficiently when it is ignited by the spark plug 20 at the end of this compression stroke and then combusted in the subsequent expansion stroke. Therefore, various effects can be obtained by the swirling flow.
また、従来の流入渦流方式に比べ吸気抵抗は増大プラグ
２０で点火された火炎の伝播速度が旋回流の流速分だけ
増大するので一息速燃焼が寮現される。したがって、従
来は、点火プラグによる点火後、燃焼イ周辺部の燃焼用
ガスに火炎が伝播する前に、この周辺部葛燃焼用ガスが
燃焼室壁面の品熱を受けて目発火し、異常燃焼ｒ起こし
、てノッキングの原因となることがあったが、この発明
では急速燃焼するから、点火プラグ２０からの火炎〃・
上記目発火の前に急速に撚睨至１８の周辺部にまで伝播
し７て燃焼させるので、端ガスの異常燃焼しこ起因する
ノンキングが防止され扁±縮比、品過ボｄ化が可能とな
る。In addition, compared to the conventional inflow vortex flow system, the intake resistance is increased.The propagation speed of the flame ignited by the plug 20 is increased by the flow speed of the swirling flow, so that one-breath speed combustion is realized. Therefore, conventionally, after ignition by the spark plug, before the flame propagates to the combustion gas in the surrounding area of the combustion chamber, the combustion gas in the surrounding area receives heat from the combustion chamber wall and ignites, leading to abnormal combustion. However, in this invention, the flame from the spark plug 20 is reduced due to rapid combustion.
Before the above-mentioned ignition occurs, it rapidly propagates to the periphery of the twisting strand 18 and burns it, preventing non-king caused by abnormal combustion of the end gas, making it possible to reduce the compression ratio and reduce the number of oversized bodies. becomes.
第６図はこの発明の第２の実施例を示すもので・ピスト
ン１７の上面にシュラウド２６が設けられてεす、ピス
トン１７が上死点付近に達したとき、上記シュラウド２
６が、第４図に示すように、シリンダヘッド１３の突出
部１９の一側に位置して、この突出部１９により押圧さ
れて所定の方向Ａと逆の方向Ｂへ旋回しようとする流れ
を５１止めるようにしている。これにより、所定の方向
Ａへの強い旋１１２１流が得られる。FIG. 6 shows a second embodiment of the present invention. A shroud 26 is provided on the upper surface of the piston 17. When the piston 17 reaches near the top dead center, the shroud 26
6 is located on one side of the protrusion 19 of the cylinder head 13, as shown in FIG. 51 I try to stop it. As a result, a strong swirl 1121 flow in the predetermined direction A is obtained.
第５図は第６の実施例を示すもので、突出部１９か吸気
バルブ１１と排気バルブ１２との間に設けられており、
上記第１の要施例と同僚な効果を奏する。FIG. 5 shows a sixth embodiment, in which a protrusion 19 is provided between the intake valve 11 and the exhaust valve 12,
This provides similar effects to the first embodiment described above.
第６図は第４の実施例を示し、突出部１？が４つ設けら
れている。FIG. 6 shows a fourth embodiment, in which the protrusion 1? There are four.
第７図は第５の笑馳例を示し、吸気バルブ１１および排
気バルブ１２をそれぞれ１つずつ有する・２パルプ型の
エンジンに適用した例である。この実施例では、第１な
いし第４の実施例における右：回りとは異なり、左回り
の所定の方向Ａへ旋回流ケ生じさせるように、突出部１
９の形状が数示されている。FIG. 7 shows a fifth example, which is applied to a two-pulp type engine having one intake valve 11 and one exhaust valve 12. In this embodiment, unlike the clockwise rotation in the first to fourth embodiments, the protrusion 1 is
9 shapes are shown.
なお、この発明げ４サイクルガソリンエンジンのほか、
２サイクルガソリンエンジンやディーゼルエンジンにも
適用できることはいうまでもない。In addition to this invented 4-stroke gasoline engine,
Needless to say, it can also be applied to two-stroke gasoline engines and diesel engines.
以上説明し、たまうに、この発明は、圧縮行程において
燃焼用ガスを燃焼室の軸心まわりに所定の方向へ押圧し
てこの左回へ旋Ｆｇｌさせる突出部を設けたから、燃焼
中ガスが燃焼する際に旋回が十分残り、燃焼速度が向上
し、全燃比の希薄化、アイドルの安定、高ＥＧＲ化、高
圧縮比による熱効率の向上が比較的簡単な構造で央現で
きる。As explained above, the present invention provides a protrusion that presses the combustion gas in a predetermined direction around the axis of the combustion chamber during the compression stroke and causes it to rotate counterclockwise. With a relatively simple structure, there is sufficient swirl remaining when the engine is running, the combustion speed is improved, the total fuel ratio is leaner, the idle is more stable, the EGR is increased, and the thermal efficiency is improved due to the higher compression ratio.
第１図はこの発明の一実施例を示す縦断面図−第２図は
第１図の２−２方向から見たシリンダヘッド′の下面図
、第６図は第２の’ｊｌｆｆ例金示すピストンの側１ｆ
ｌ凶〜第４図は同実施例を示すシリンダヘッドの下面図
、第５図は第５の突施例倉示すシリンダヘッドの下面図
、第６図は第４の実施例を示すシリンダヘッドの下回図
、第７図は第５の実施例を示すシリンダヘッドの下面図
である。
１３・・・ンリンダヘッド、１６・・・シリンダ、１７
・・・ピストン、１８・・・燃焼室、１９・・・突出部
、Ａ・・・所定の方向。
特許出願人 川崎恵工業株式会社
代理人 弁理士 難 波 国 英
（外１名）
第１図
第２図
第３図
第４図
第５図
第６図
第７図Fig. 1 is a vertical sectional view showing one embodiment of the present invention - Fig. 2 is a bottom view of the cylinder head as seen from the direction 2-2 in Fig. 1, and Fig. 6 shows an example of the second cylinder head. Piston side 1f
Fig. 4 is a bottom view of the cylinder head showing the same embodiment, Fig. 5 is a bottom view of the cylinder head showing the fifth embodiment, and Fig. 6 is a bottom view of the cylinder head showing the fourth embodiment. The lower figure, FIG. 7, is a bottom view of a cylinder head showing a fifth embodiment. 13... cylinder head, 16... cylinder, 17
...Piston, 18...Combustion chamber, 19...Protrusion, A...Predetermined direction. Patent applicant Kawasaki Megumi Kogyo Co., Ltd. Agent Patent attorney Kunihiro Namba (1 other person) Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7
Claims (1)
の上昇により圧縮された燃焼用ガスを燃焼室の軸心チわ
りに所定の方向へ押圧してこの方向へ旋回させる突出部
を設けたこと全特徴とする往復動内燃機関、(1) A protrusion is provided on the inner surface of the upper part of the melting chamber to press the combustion gas compressed by the rise of the piston during the compression stroke in a predetermined direction around the axis of the combustion chamber and to rotate it in this direction. Reciprocating internal combustion engine with all features,
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57091538A JPS58206821A (en) | 1982-05-28 | 1982-05-28 | Reciprocating internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57091538A JPS58206821A (en) | 1982-05-28 | 1982-05-28 | Reciprocating internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58206821A true JPS58206821A (en) | 1983-12-02 |
Family
ID=14029242
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57091538A Pending JPS58206821A (en) | 1982-05-28 | 1982-05-28 | Reciprocating internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58206821A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59158319A (en) * | 1983-02-26 | 1984-09-07 | Toyota Motor Corp | Combustion chamber structure for internal-combustion engine |
| DE102007027787A1 (en) * | 2007-06-16 | 2008-12-18 | GM Global Technology Operations, Inc., Detroit | Internal combustion engine with charge turbulence |
| CN102102556A (en) * | 2009-12-16 | 2011-06-22 | 通用汽车环球科技运作公司 | Engine intake port arrangement for camshaft with differential valve lift |
| CN102102555A (en) * | 2009-12-16 | 2011-06-22 | 通用汽车环球科技运作公司 | Engine combustion chamber features for camshaft with differential valve lift |
-
1982
- 1982-05-28 JP JP57091538A patent/JPS58206821A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59158319A (en) * | 1983-02-26 | 1984-09-07 | Toyota Motor Corp | Combustion chamber structure for internal-combustion engine |
| DE102007027787A1 (en) * | 2007-06-16 | 2008-12-18 | GM Global Technology Operations, Inc., Detroit | Internal combustion engine with charge turbulence |
| CN102102556A (en) * | 2009-12-16 | 2011-06-22 | 通用汽车环球科技运作公司 | Engine intake port arrangement for camshaft with differential valve lift |
| CN102102555A (en) * | 2009-12-16 | 2011-06-22 | 通用汽车环球科技运作公司 | Engine combustion chamber features for camshaft with differential valve lift |
| US8397686B2 (en) | 2009-12-16 | 2013-03-19 | GM Global Technology Operations LLC | Engine intake port arrangement for camshaft with differential valve lift |
| US8550051B2 (en) | 2009-12-16 | 2013-10-08 | GM Global Technology Operations LLC | Engine combustion chamber features for camshaft with differential valve lift |
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