JPS60147526A - Direct-injection type diesel engine - Google Patents
Direct-injection type diesel engineInfo
- Publication number
- JPS60147526A JPS60147526A JP59003324A JP332484A JPS60147526A JP S60147526 A JPS60147526 A JP S60147526A JP 59003324 A JP59003324 A JP 59003324A JP 332484 A JP332484 A JP 332484A JP S60147526 A JPS60147526 A JP S60147526A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- main combustion
- nozzle
- fuel
- swirl chamber
- 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
- F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
- F02B23/04—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition the combustion space being subdivided into two or more chambers
-
- 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
-
- 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】
[産業上の利用分野]
本発明は、直噴式ディーゼルエンジンに関Jるものであ
り、さらに詳しくは、ディーゼルエンジンの燃焼室に関
するものである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a direct injection diesel engine, and more particularly to a combustion chamber of a diesel engine.
[従来技術]
直噴式ディーゼルエンジンにおける燃焼室は従来、シリ
ンダヘッドは平らで、ピストンクラウンノ形状は第1図
(a)、 (b)、 (c)に示されるような形状、あ
るいは類似のものが多く知られている。しかしこれらの
燃焼室は、燃料の全てを1つの燃焼室内に噴射させるの
で、着火遅れ期間中の燃料が一廉に燃焼することによる
予混合燃焼量が多く、シリンダ内の圧力の上昇率が非常
に高くなり、騒音を発するという欠点があった。[Prior Art] Conventionally, the combustion chamber in a direct injection diesel engine has a flat cylinder head and a piston crown shape as shown in Fig. 1 (a), (b), (c), or something similar. is widely known. However, since these combustion chambers inject all of the fuel into one combustion chamber, there is a large amount of premixed combustion due to the cheap combustion of fuel during the ignition delay period, and the rate of increase in pressure within the cylinder is extremely high. They had the disadvantages of being high and making noise.
さらに、熱効率を向上させるために高圧縮比にすること
によって改善する技術も公知であるが、反面、高圧縮比
を採用することによる最高圧力が高くなり、一層騒音が
大ぎくなるという問題が生じていた。Furthermore, there is a known technology that improves thermal efficiency by increasing the compression ratio, but on the other hand, the problem arises that the maximum pressure increases due to the adoption of a high compression ratio, making the noise even louder. was.
さらに、上記の問題点を改善するために特開昭49−1
13911M公報等に示されているように、シリンダヘ
ッドに凸部を設【プて副燃焼室を設け、ノズルを主副各
々の燃焼室に設(プて副燃焼室の燃焼のタイミングを主
燃焼室よりも早くする技術も公知である。しかしこれら
の技術においては、シリンダヘッドとピストンクラウン
との形状の組合せで副燃焼室を形成するものであるため
製作が難しく、また、別系統に作動する類似のノズルを
設けなければならない等の問題点があった。Furthermore, in order to improve the above problems,
As shown in Publication No. 13911M, etc., a convex part is installed on the cylinder head to provide an auxiliary combustion chamber, and nozzles are installed in each of the main and auxiliary combustion chambers to adjust the timing of combustion in the auxiliary combustion chamber to the main combustion chamber. Techniques to make the combustion chamber faster than the combustion chamber are also known.However, in these techniques, the auxiliary combustion chamber is formed by a combination of the shapes of the cylinder head and piston crown, so it is difficult to manufacture, and the combustion chamber operates in a different system. There were problems such as the need to provide similar nozzles.
[発明の目的]
本発明の目的は、上述の欠点および問題点を改善し、ピ
ストン頂部の加工だけなので製作が容易であり、しかも
1つのノズルだけで作動し、騒音が少ない直噴式ディー
ゼルエンジンを提供することにある。[Object of the Invention] The object of the present invention is to improve the above-mentioned drawbacks and problems, and to provide a direct injection diesel engine that is easy to manufacture since only the top of the piston is processed, operates with only one nozzle, and has low noise. It is about providing.
[発明の構成]
本発明の構成は、上述の目的を達成づるために、ピスト
ン頂部に主燃焼室と渦流室と゛を設け、シリンダヘッド
には2つの噴孔を有する燃料ノズルを設け、渦流室側の
噴孔を小さく、主燃焼室側の噴孔を大きくしたことを特
徴とするものである。[Configuration of the Invention] In order to achieve the above-mentioned object, the configuration of the present invention is such that a main combustion chamber and a swirl chamber are provided at the top of the piston, a fuel nozzle having two injection holes is provided in the cylinder head, and a swirl chamber is provided at the top of the piston. It is characterized by having smaller nozzle holes on the side and larger nozzle holes on the main combustion chamber side.
[実茄例]
本発明の一実施例を、第2図〜第4図に基づいて説明す
る。[Fruit Example] An embodiment of the present invention will be described based on FIGS. 2 to 4.
ピストン1の頂部11には、主燃焼室2ど渦流室3が設
けられている。この渦流室3は、主燃焼室2に比べて小
さい容積であり、混合渦流が生じ易いように球状を呈し
ている。そして渦流室3の上面には、開口31を有する
ホットプラグ5が取付ネジ51により固着されている。At the top 11 of the piston 1, a main combustion chamber 2 and a swirl chamber 3 are provided. The vortex chamber 3 has a smaller volume than the main combustion chamber 2, and has a spherical shape so that mixing vortex is likely to occur. A hot plug 5 having an opening 31 is fixed to the upper surface of the swirl chamber 3 with a mounting screw 51.
このホットプラグ5は、熱保温性の良い耐熱性のある材
料より成り、シリンダヘッド6に対して傾斜していて、
上記渦流室3の開口31がら主燃焼室2の縁21まで延
びている。The hot plug 5 is made of a heat-resistant material with good heat retention, and is inclined with respect to the cylinder head 6.
It extends from the opening 31 of the swirl chamber 3 to the edge 21 of the main combustion chamber 2 .
また主燃焼室2は、上方を大き(開口した椀形状をして
おり、燃料の大部分を燃焼する。The main combustion chamber 2 has a bowl shape with a large opening at the top, and burns most of the fuel.
シリンダヘッド6には、2つの噴孔71.72を有する
燃料ノズル7が設置)られており、これらの噴7(,7
1,72は渦流室3と主燃焼室2とに向いている。A fuel nozzle 7 having two injection holes 71 and 72 is installed in the cylinder head 6.
1 , 72 faces the swirl chamber 3 and the main combustion chamber 2 .
そして渦流室3側の噴孔71は小さく、主燃焼室2側の
噴孔72は大ぎく、従って渦流室3側に噴射される燃料
の指は、主燃焼室2側に噴射される燃料よりも少ない。The nozzle holes 71 on the swirl chamber 3 side are small, and the nozzle holes 72 on the main combustion chamber 2 side are large. There are also few.
また噴射の方向は、渦流室3側の噴孔71はホットプラ
グ孔31の壁面に自重)、主燃焼室2側の噴孔72は主
燃焼室2の壁面22に燃料が付着するように設定する。The injection direction is set so that the nozzle hole 71 on the swirl chamber 3 side is attached to the wall surface of the hot plug hole 31), and the nozzle hole 72 on the main combustion chamber 2 side is set so that the fuel adheres to the wall surface 22 of the main combustion chamber 2. do.
次に本実施例の作用を説明すると、ピストン1の上昇と
共に、ホットプラグ孔31に新気が流入して渦流室3内
で渦流どなる。そしてピストン1が更に上昇して上死点
に近づくと、渦流中に燃料ノズル7の噴孔71から燃料
が噴射されるが、燃料は渦流により攪拌されて良好に混
合されるので着火遅れは短縮され、直ちに着火して燃焼
する。なお、ホットプラグ5の存在により着“火付は一
層良好になる。Next, the operation of this embodiment will be explained. As the piston 1 rises, fresh air flows into the hot plug hole 31 and a vortex is created in the vortex chamber 3. When the piston 1 further rises and approaches top dead center, fuel is injected from the injection hole 71 of the fuel nozzle 7 into the vortex, but the vortex stirs the fuel and mixes it well, reducing the ignition delay. and immediately ignites and burns. Note that the presence of the hot plug 5 makes ignition even better.
一方、主燃焼室2のイ面22に燃料ノズル7の噴孔72
より噴射された燃料は、 n”!面22に付着した後す
ぐに気化するが、リッチであるために燃焼に至る状態で
ない。そして先に燃焼した前記渦流室3内の圧力は、主
燃焼室2内の圧力よりも高圧になり、主燃焼室2に向っ
て高速で火炎が噴出して主壁面22の燃料Aを攪拌し、
渦流室3からの火・炎伝播により主燃焼室2で燃焼が行
なわれる。On the other hand, the nozzle hole 72 of the fuel nozzle 7 is located on the side 22 of the main combustion chamber 2.
The injected fuel vaporizes immediately after adhering to the n''! surface 22, but because it is rich, it is not in a state that leads to combustion. The pressure becomes higher than the pressure inside the main combustion chamber 2, and flame jets out at high speed toward the main combustion chamber 2, stirring the fuel A on the main wall surface 22,
Combustion occurs in the main combustion chamber 2 due to the propagation of fire and flame from the swirl chamber 3.
従って、渦流室3の燃焼時と、主燃焼室2の燃焼時の時
期がずれて2段階の燃焼となるため、シリンダ内の最大
圧力(イ)は、第4図に示すように従来エンジンの最大
圧力(ロ)に比べて低く、滑らかで静かな燃焼となる。Therefore, the timing of combustion in the swirl chamber 3 and the combustion in the main combustion chamber 2 are shifted, resulting in two-stage combustion, so the maximum pressure in the cylinder (A) is lower than that of the conventional engine, as shown in Figure 4. It is lower than the maximum pressure (b), resulting in smooth and quiet combustion.
[発明の効果]
本発明は上述したように、先ず渦流室で燃焼を行ない、
続いて主燃焼室で燃焼を行なう′2段階の燃焼なので、
従来エンジンに比べてシリンダ内の最大圧力が低くなり
、しがも、シリンダ内圧力の立上りがなだらか和なるの
でエンジン騒音が少なくなるという効果が得られ、さら
に、ピストン頂部に2つの室を設りる構成であるのでそ
の設計や製作が容易であり、燃料ノズルも1個で良いの
で噴射のための装置も簡略化される等の効果も得られる
。[Effects of the Invention] As described above, the present invention first performs combustion in a swirl chamber,
This is a 2-stage combustion in which combustion is then carried out in the main combustion chamber.
Compared to conventional engines, the maximum pressure in the cylinder is lower, and the rise in pressure in the cylinder becomes gentler and smoother, resulting in less engine noise.Furthermore, two chambers are provided at the top of the piston. Since the configuration is simple, it is easy to design and manufacture, and since only one fuel nozzle is required, effects such as the simplification of the injection device can also be obtained.
第1図は従来のピストンクラウンの断面図、第2図は本
発明の一実施例の断面図、第3図は第2図のI−I[線
における矢視図、第4図はクランク角度と圧力との関係
を示した図である。
1・・・ピストン、2・・・主燃焼室、3・・・渦流室
、6・・・シリンダヘッド、7・・・燃料ノズル、11
・・・ピストン頂部。
第 1 図
(a) 市)(C)
第2図
一クラ〉り#I/IJlFig. 1 is a sectional view of a conventional piston crown, Fig. 2 is a sectional view of an embodiment of the present invention, Fig. 3 is a view taken along the line I-I in Fig. 2, and Fig. 4 is a crank angle view. It is a figure showing the relationship between and pressure. DESCRIPTION OF SYMBOLS 1...Piston, 2...Main combustion chamber, 3...Swirl chamber, 6...Cylinder head, 7...Fuel nozzle, 11
...Top of the piston. Figure 1 (a) City) (C) Figure 2 Ikura #I/IJl
Claims (1)
ッドには2つの噴孔を有する燃料ノズルを設け、渦流室
側の噴孔を小さく、主燃焼室側の噴孔を大ぎくしたこと
を特徴とする直噴式ディーゼルエンジン。A main combustion chamber and a swirl chamber are provided at the top of the piston, and a fuel nozzle with two injection holes is provided in the cylinder head, with the injection hole on the swirl chamber side being small and the injection hole on the main combustion chamber side being large. Features a direct injection diesel engine.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59003324A JPS60147526A (en) | 1984-01-11 | 1984-01-11 | Direct-injection type diesel engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP59003324A JPS60147526A (en) | 1984-01-11 | 1984-01-11 | Direct-injection type diesel engine |
Publications (1)
Publication Number | Publication Date |
---|---|
JPS60147526A true JPS60147526A (en) | 1985-08-03 |
Family
ID=11554174
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP59003324A Pending JPS60147526A (en) | 1984-01-11 | 1984-01-11 | Direct-injection type diesel engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPS60147526A (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0205000A2 (en) * | 1985-05-21 | 1986-12-17 | Isuzu Motors Limited | Combustion chamber for an internal-combustion engine |
JPS6278425A (en) * | 1985-09-30 | 1987-04-10 | Isuzu Motors Ltd | Spark assist diesel engine |
JPS62139920A (en) * | 1985-12-13 | 1987-06-23 | Isuzu Motors Ltd | Combustion chamber of internal combustion engine |
EP0226941A2 (en) * | 1985-12-10 | 1987-07-01 | Isuzu Motors Limited | Combustion chamber for internal combustion engines |
EP0227935A2 (en) * | 1985-11-21 | 1987-07-08 | Isuzu Motors Limited | Combustion chamber in internal combustion engine |
-
1984
- 1984-01-11 JP JP59003324A patent/JPS60147526A/en active Pending
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0205000A2 (en) * | 1985-05-21 | 1986-12-17 | Isuzu Motors Limited | Combustion chamber for an internal-combustion engine |
JPS6278425A (en) * | 1985-09-30 | 1987-04-10 | Isuzu Motors Ltd | Spark assist diesel engine |
EP0227935A2 (en) * | 1985-11-21 | 1987-07-08 | Isuzu Motors Limited | Combustion chamber in internal combustion engine |
EP0226941A2 (en) * | 1985-12-10 | 1987-07-01 | Isuzu Motors Limited | Combustion chamber for internal combustion engines |
JPS62139920A (en) * | 1985-12-13 | 1987-06-23 | Isuzu Motors Ltd | Combustion chamber of internal combustion engine |
JPH0555689B2 (en) * | 1985-12-13 | 1993-08-17 | Isuzu Motors Ltd |
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