JPS60150467A - Torch ignition type internal-combustion engine - Google Patents
Torch ignition type internal-combustion engineInfo
- Publication number
- JPS60150467A JPS60150467A JP59261508A JP26150884A JPS60150467A JP S60150467 A JPS60150467 A JP S60150467A JP 59261508 A JP59261508 A JP 59261508A JP 26150884 A JP26150884 A JP 26150884A JP S60150467 A JPS60150467 A JP S60150467A
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- main
- intake
- air
- exhaust
- 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/50—Arrangements or methods for preventing or reducing deposits, corrosion or wear caused by impurities
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)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
Description
【発明の詳細な説明】
＃挙上の利用分野
この発明は、主燃焼室と、この主燃焼室に噴口金倉して
連通された点火栓金偏える副燃焼室とが形成され、上記
副燃焼室内混合気を点火栓で着火させ、その燃焼火炎を
噴口金倉して主燃焼室へ伝播させることＫよシ、上記主
燃焼室内混合気全着火燃焼させるトーチ点火式内燃機関
に関する。Detailed Description of the Invention #Field of Application of the Invention The present invention is characterized in that a main combustion chamber and an auxiliary combustion chamber in which an ignition plug is connected to the main combustion chamber through a nozzle chamber are formed, and the auxiliary combustion The present invention relates to a torch-ignited internal combustion engine in which the air-fuel mixture in the room is ignited by a spark plug and the combustion flame is propagated to the main combustion chamber through a nozzle, and the air-fuel mixture in the main combustion chamber is completely ignited and burned.
従来の技術
トーチ点火式内燃機関は一般に副燃焼室には空燃比（重
量比）４〜８の小量の濃厚混合気を供給し、主燃焼室に
は空燃比（重量比）１８〜２２の希薄混合気全供給して
、全体の総合空脆比葡理論空燃比よりも希薄〆にするこ
とによシ、燃焼ピーク温度を低くして、 ＮＯｘの発生
を防止し、かつ主燃焼室内の燃焼音ゆるやかにしてＯＱ
、）（Ｏの発生を防止するものである。また主・副燃焼
室に同一空燃比の混合気全供給するようにした例（例え
ば特公昭４６−６６４９号公報）もある。Conventional torch-ignited internal combustion engines generally supply a small amount of rich air-fuel mixture with an air-fuel ratio (weight ratio) of 4 to 8 to the auxiliary combustion chamber, and supply an air-fuel ratio (weight ratio) of 18 to 22 to the main combustion chamber. By fully supplying a lean air-fuel mixture and making it leaner than the overall total air-brittle ratio and stoichiometric air-fuel ratio, the combustion peak temperature is lowered, NOx generation is prevented, and combustion in the main combustion chamber is reduced. Make the sound gentle and OQ
, ) (This is to prevent the generation of O. There is also an example (for example, Japanese Patent Publication No. 46-6649) in which all the air-fuel mixtures having the same air-fuel ratio are supplied to the main and auxiliary combustion chambers.
一方、このようなトーチ点火式内燃機関において、更に
排気還流装置と組み合せ、不活性ガスである還流排気を
主燃焼室側の混合気に混入して一層の排気清浄化を行う
ようにしたものがあり、例えば特開昭４８−７５９８８
号公報において、主燃焼室に燃料を供給する主気化器の
ベンチュリ部に、アクセルに連動する排気絞弁を介して
還流排気を導入する構成が開示されている。On the other hand, such a torch ignition internal combustion engine is further combined with an exhaust gas recirculation device to mix the recirculated exhaust gas, which is an inert gas, into the air-fuel mixture in the main combustion chamber to further purify the exhaust gas. Yes, for example, JP-A-48-75988
The publication discloses a configuration in which recirculated exhaust gas is introduced into a venturi section of a main carburetor that supplies fuel to a main combustion chamber via an exhaust throttle valve that is linked to an accelerator.
発明が解決しようとする問題点
しかし、上記特開昭４８−７５９８３号公報に記載の構
成では気化器の絞弁や燃料ボート等に排気中の水分やカ
ーボン等が付着し、気化器の空燃比精度等全ｔｑう膚れ
がある。また多気筒機関の場合に、各気筒に均一にセト
気を分配することが難しく、ＮＯｘの低下が一部気筒で
十分に達成できなかったり、あるいは一部気筒で燃焼が
不安定化し、失火金招く欠点がある。これは特に主燃焼
室内の空燃比を非常に薄くした鳴今や、多量の排気遼ｂ
１ｆを行った場合に顕著となる。Problems to be Solved by the Invention However, in the configuration described in JP-A-48-75983, moisture, carbon, etc. in the exhaust gas adhere to the throttle valve of the carburetor, the fuel boat, etc., and the air-fuel ratio of the carburetor decreases. There are some imperfections in accuracy, etc. In addition, in the case of multi-cylinder engines, it is difficult to distribute the set air evenly to each cylinder, and NOx reduction may not be achieved sufficiently in some cylinders, or combustion may become unstable in some cylinders, causing misfires. There are some drawbacks. This is especially true in modern times when the air-fuel ratio in the main combustion chamber is extremely thin, resulting in a large amount of exhaust gas.
This becomes noticeable when 1f is performed.
問題点全解決するための手段
上記の問題点を解決するために、この発明に係るトーチ
点火式内燃機関は、還流排気が導かれる排気還流通路を
、吸気マニホールドの側部に沿って略水平に延設すると
ともに、吸気マニホールドの気化器取付部下流位置から
機関長手方向に対称に分岐形成し、かつその先Ｉｎｋ吸
気マニホールドの主吸気路に連通させて構成したこと全
特徴としている。Means for Solving All Problems In order to solve the above-mentioned problems, the torch ignition internal combustion engine according to the present invention has an exhaust gas recirculation passage through which recirculated exhaust gas is guided approximately horizontally along the side of the intake manifold. It is characterized by being extended, branching symmetrically in the longitudinal direction of the engine from the position downstream of the carburetor attachment part of the intake manifold, and communicating with the main intake passage of the Ink intake manifold.
作用
主燃焼室への混合気全希釈する還流排気は、上記排気還
流通路により気化器下流の吸気マニホールド内に流入す
るので、気化器の汚損金招くことがなく、かつ対称に分
岐形成された排気還流通路に沿って各気筒に均一に分配
される。また上記通路が略水平に形成されているので、
排気中の水分やカーボン等も一方に片寄ることがなく、
一方の通路のみを塞いでしまったシせずに、円滑に汚れ
て行くことになる。The recirculated exhaust gas that completely dilutes the air-fuel mixture to the main combustion chamber flows into the intake manifold downstream of the carburetor through the exhaust recirculation passage, so it does not cause pollution of the carburetor, and the exhaust gas is symmetrically branched. It is evenly distributed to each cylinder along the reflux passage. In addition, since the passage is formed approximately horizontally,
Moisture and carbon in the exhaust are not concentrated to one side,
The dirt will flow smoothly without blocking only one passage.
実施例
以下、図面に示す一実施例により本発明の詳細な説明す
る。EXAMPLE Hereinafter, the present invention will be explained in detail with reference to an example shown in the drawings.
第１図〜第３図において、／はシリン・ダλが形彫され
たシリンダブロックである。３は上記シリンダλ内を往
復動するピストンである。弘は上記ンダヘッド弘には主
燃焼室！の主要部を構成する凹部！ａと、この主燃焼室
タヘ主吸気弁４５介して連通された主吸気ボート７と、
前記主燃焼室タヘ噴口Ｉｆ介して連通された副燃焼室り
と、この副燃焼室タヘ副吸気弁１０ｆ介して連通された
副吸気ボート／／ｌ、上記主燃焼室！へ排気弁／ユを介
して連通されプζ排気ボート／３とが形成されている。In FIGS. 1 to 3, / is a cylinder block in which a cylinder λ is carved. 3 is a piston that reciprocates within the cylinder λ. Hiro is the main combustion chamber in the da head Hiro mentioned above! The concave part that constitutes the main part of! a, and a main intake boat 7 that communicates with this main combustion chamber via a main intake valve 45,
The auxiliary combustion chamber communicates with the main combustion chamber via the nozzle If, and the auxiliary intake boat communicates with the auxiliary combustion chamber via the auxiliary intake valve 10f, the main combustion chamber! An exhaust boat/3 is connected to the exhaust valve/yu via an exhaust valve/yu.
ｌｌは上記副燃焼室りに備えられた点火栓である。11 is an ignition plug provided in the auxiliary combustion chamber.
／！；ａ、／！ｂは上記排気ボート１３に空間層／Ａｉ
有するように回込まれた外側内筒と内側内筒である。/! ;a,/! b is a space layer/Ai in the exhaust boat 13.
There is an outer inner cylinder and an inner inner cylinder that are rotated so as to have the same shape.
／７は上記ｖト気ボート１３の内側内筒ｉｓｂ内へ排気
風′＠ｈを利用して二次空気金（１１，給する二次空気
供給装置で、この二次空気供給装置１７（ｄ、ノズル／
Ｉｔと、このノズル／ざへ二次空気全供給する二次空気
分配通路／ｑと、この分配通路１９に備えた一方向弁（
図示すず）または圧縮エアーポンプ（図示、？ず）とか
ら構成されている。２０は上記主吸気ボート７と連通す
る主吸気路７ノと上記副吸気ボー） ／／と連通する副
１１′７ｉ気路、７２とが形成された吸気マニホールド
で。/7 is a secondary air supply device that supplies secondary air (11, ,nozzle/
It, a secondary air distribution passage /q that supplies all of the secondary air to this nozzle / area, and a one-way valve (
(not shown) or a compressed air pump (not shown). Reference numeral 20 denotes an intake manifold in which a main intake passage 7 communicating with the main intake boat 7 and a sub 11'7i air passage 72 communicating with the sub intake boat 7 are formed.
この吸り、マニホールド２０には伎管隼合部、２０ａの
底部に形成した受熱部２Ｊが形成されるとともに、−次
側と二次側を有する気化器、７１が取付けられている。This suction manifold 20 is provided with a heat receiving part 2J formed at the bottom of the tube fitting part 20a, and a vaporizer 71 having a negative side and a secondary side is attached.
この気化器２Ｑは混合気の空燃比を理論空燃比に略等し
く設定するとともに比較的低負荷および中負荷時は１４
±２の空燃比となるように設定されている。ｊは上記排
気ボート／３に連通された再燃焼空間：１Ａａｆ有する
排気路、２４が形成された排気マニホールドで、この排
気マニホールドＪｊ内には空間を有するように内側内筒
、２７ａと外側内筒、２７ｂがボルト、７，１′、ナツ
ト２９により固定され上記再燃焼空間、２４ａの上面と
対応する位置の上記内側内筒ニアａに開口部、１０が形
成されている。また上記吸気マニホールド２０の受熱部
力と対応する位置の上記外側内筒、２７ｂにも該受熱部
刀を効率加熱できるように開口部、？／が形成され１い
る。、？ユは上記排気マニホールドＪに取付けられた排
気管である。This carburetor 2Q sets the air-fuel ratio of the air-fuel mixture approximately equal to the stoichiometric air-fuel ratio, and at relatively low and medium loads, the air-fuel ratio of the air-fuel mixture is set to 14
The air-fuel ratio is set to be ±2. j is an exhaust manifold in which an exhaust passage 24 having a reburning space: 1Aaf is formed, which is communicated with the exhaust boat/3, and an inner inner cylinder, 27a, and an outer inner cylinder are arranged so as to have a space in this exhaust manifold Jj. , 27b are fixed by bolts 7, 1' and nuts 29, and an opening 10 is formed in the inner inner cylinder near a at a position corresponding to the upper surface of the reburning space 24a. Also, the outer inner cylinder 27b at a position corresponding to the heat receiving part of the intake manifold 20 has an opening so as to efficiently heat the heat receiving part. / is formed and 1 is present. ,? Y is an exhaust pipe attached to the exhaust manifold J.
、？３は排気マニホールドコｊの排気路ユｔから上記吸
気マニホールド、７０の主吸気路、２／へ還１＃排気を
供給する排気還流装置であって、この排気還流装置？３
は、ダイヤスラムで構成された排気還流弁３ｓと、上記
排気路五から上記排気還流弁３Ｓに接続された排気還流
装置と、上記排気還流弁、？５で流量制御された還流排
気全上記主吸気路、２／へ導く排気還流通路？Ａとから
構成されている。上記排気還流通路？Ａけ、吸気マニホ
ールド、７０の側部に固着された通路用部利、７７と吸
気マニホールド２０とに亘って形成されたもので、通路
用部材４？７内に、上記排気還流弁、？δカラ吸気マニ
ホールド２０の気化器取付部：ｒ、ｏ １） 下流位置
にまで延設された通路？Ａａと、この通路１にａに連通
孔ＩＡ ｂ ｉ介して連通するとともに、上記通路用部
制、？７内に略水平に、かつ上記連通孔、ＩＡ Ｉ）
全中心にして機関長手方向に対称に分岐形成された通路
ＩＡ ｃと、その先端から略直角に屈曲し、かつ略水平
方向に延びるとともに、先端が夫々吸気マニホールド２
０の主吸気路２／に連通した通路Ｍ（ｌとから構成され
ている。尚、排気還流装置の作動は、機関９荷に見合っ
た還流■とすべく１機関の排出ガス圧力または気化器の
負圧などを作動信号として制御される。また、これは低
、中負荷運転時、主炉焼室夕に供給される主吸気の体積
の最大１０〜２５チの排気全供給できるようになってい
る。,? 3 is an exhaust gas recirculation device that supplies exhaust gas from the exhaust path unit t of the exhaust manifold coj to the intake manifold, the main intake path 70, and 2/, and this exhaust gas recirculation device ? 3
is an exhaust gas recirculation valve 3s configured with a diaphragm, an exhaust gas recirculation device connected from the exhaust path 5 to the exhaust gas recirculation valve 3S, and the exhaust gas recirculation valve, ? The recirculated exhaust gas whose flow rate is controlled in 5 is the main intake passage above, and the exhaust recirculation passage leading to 2/? It is composed of A. The above exhaust recirculation passage? A is formed between the passage member 77 fixed to the side of the intake manifold 70 and the intake manifold 20, and the exhaust recirculation valve, ? Carburetor attachment part of δ empty intake manifold 20: r, o 1) Passage extending to downstream position? Aa communicates with this passage 1 through the communication hole IA b i, and the passage system, ? 7, approximately horizontally, and the above-mentioned communication hole, IA I)
A passage IA c is formed to branch symmetrically in the longitudinal direction of the engine around the entire center, and the passage IA c is bent at a substantially right angle from its tip and extends in a substantially horizontal direction.
It is composed of a passage M (l) that communicates with the main intake passage 2/ of the engine. It is controlled using the negative pressure of the main furnace as an operating signal.In addition, during low to medium load operation, it is possible to supply all the exhaust gas up to a maximum of 10 to 25 inches, which is the volume of the main intake air supplied to the main furnace combustion chamber. ing.
上記構成にあっては気化器護から理論空燃比に略等しい
混合気が吸気マニホールド２０の受熱部幻で加熱気化さ
れ、主・副吸気路、７．／、、υへ流れる。In the above configuration, an air-fuel mixture substantially equal to the stoichiometric air-fuel ratio is heated and vaporized from the carburetor at the heat receiving portion of the intake manifold 20, and the air-fuel mixture is heated and vaporized through the main and sub-intake passages. ／、、Flows to υ.
このため、該副吸気路、２．２よシ、副吸気ボートｌ／
を通り副吸気弁１０を介して副燃焼室ヂヘ理論空燃比に
略等しい混合気が供給される。また主吸気路−２７には
、排気還流装置、？３より排気が還流されるため希薄混
合気となり主吸気ボート７全通り、主吸気弁６を介して
主燃焼室タヘ供給される。したがって、点火栓／μによ
って副燃焼室？内の着火容易な混合気全着火燃焼させる
と、その強力な燃焼火炎は噴口ｒ２介して主燃焼室！の
排気で希釈された多量の混合気に伝播し、これを着火溶
焼する。したがって、主燃焼室ｊ内の排気で希釈された
多用の混合気は点火栓ｌ弘で直接混合気全着火する場合
より一段と燃焼可能とな勺、排気還流を多量におこなっ
ているからその燃焼ピーク温度を低く制御できる。この
ため、 ＮＯＸの発生を効力よく防止できる。For this reason, the sub-intake passage, 2.2, sub-intake boat l/
An air-fuel mixture having a ratio substantially equal to the stoichiometric air-fuel ratio is supplied to the auxiliary combustion chamber through the auxiliary intake valve 10. Also, in the main intake passage-27, there is an exhaust gas recirculation device? 3, the exhaust gas is recirculated, resulting in a lean air-fuel mixture that is supplied to the main combustion chamber via the main intake boat 7 and the main intake valve 6. Therefore, the auxiliary combustion chamber by spark plug/μ? When the easy-to-ignite air-fuel mixture inside is completely ignited and burned, the powerful combustion flame enters the main combustion chamber through the nozzle R2! It propagates into a large amount of air-fuel mixture diluted by the exhaust gas, which ignites and burns. Therefore, the air-fuel mixture diluted by the exhaust gas in the main combustion chamber can be more combustible than when all the air-fuel mixture is ignited directly by the spark plug.Since a large amount of exhaust gas recirculation is performed, the combustion peak Temperature can be controlled low. Therefore, the generation of NOX can be effectively prevented.
ここで、排気還流は、上述した排気還流通路１Ａを介し
て行われるので、各気筒に均一に排気を分配でき、また
排気中の水分やカーボン等も一方に片寄ることがなく、
通路の詰まり等全学じずに円滑に流れる。Here, since the exhaust gas recirculation is performed via the exhaust gas recirculation passage 1A mentioned above, the exhaust gas can be distributed uniformly to each cylinder, and moisture, carbon, etc. in the exhaust gas will not be concentrated to one side.
It flows smoothly without any blockages in the passage.
また主燃焼室ｊ内で完全に燃焼できなかった未燃焼ガス
は二次空気供給装置１７によって再燃焼する０
尚、上記実施例では副吸気路２ユへ排気″、ｕ Ｒをし
ないものについて説、明したが点火に悪影響を与えない
程度の少惜の排気還流ならば行っても良いＯまた。気イ
ヒ器、７１１としては主副燃焼室！、″？に夫々異なる
空燃比の混合気を供給する構成であっても良く、かつ総
合空炉比を一層希薄化することも可能である。In addition, the unburned gas that has not been completely combusted in the main combustion chamber j is re-combusted by the secondary air supply device 17.In addition, in the above embodiment, the explanation is given of the case where the gas is not exhausted to the sub-intake passage 2u. , but as long as it is a small amount of exhaust gas recirculation that does not adversely affect ignition, it is OK. It is also possible to supply air-fuel mixtures with different air-fuel ratios to each of the air-fuel ratios, and it is also possible to make the overall air-furnace ratio even leaner.
発明の効果
以上の説明で明らかなように、この発明に係るトーチ点
火式内燃機関においては、気化器全還流排気で汚損する
ことがない。また各気筒に排気をＪＪ−１＋八Ｊ＋］、
、Ｊ−フシ １−ユ・４九 戻句銚ＩＦも１八イ＋昼な
ＮＯｘの低減が図れるとともに、一部気筒の燃焼の不安
定化や失火全防止できる。Effects of the Invention As is clear from the above explanation, in the torch ignition internal combustion engine according to the present invention, there is no contamination due to the exhaust gas completely recirculated from the carburetor. Also, exhaust to each cylinder JJ-1+8J+],
, J-FUSHI 1-YU-49 IF is also able to reduce daytime NOx by 18+, and can completely prevent combustion instability and misfires in some cylinders.
第１図は本発明の一実施例を示す概略説明図、第２図は
第１図のｎ−＋を線拡大断面図、第３ ｉｌｌは第１図
のト」線拡大断面図である。
ｌ・・・シリンダブロック、λ・・・シリンダ、３・・
・ピストン、弘・・・シリンダヘッド、ｊ・・・主燃焼
室、乙・・・主吸気弁、７・・・主吸気ボート、ｇ・・
・噴口、？・・・副燃焼室、 −−〜′−弁ｉ−工ρコ
４艶秦鴻鴫キ１０・・・副吸気弁、 ｔｊ・・・副吸気
ボート、／２・・・排気弁、１３・・・排気ボー）、／
１７・・・点火栓、／３ ａ・・・外側内筒、ｉｓｂ・
・・内側内筒、 ／４・・・空間層、／７・・・二次空
気供給装置、１ｇ・・・ノズル、／９・・・二次空気分
配通路１．２０・・・吸気マニホールド、２／・・・主
吸気路、ｎ・・・副吸気路、刀・・・受熱部％メ・・・
気化器、２５Ｊ・・排気マニホールド、ユ６・・・排気
路１．）、ＡＡ・・再燃焼空間、２７ａ・・・内側内筒
、２７ｂ・・・外側内筒１．２Ｆ・・・ボルト、ユヂ・
・・ナツト、ｊｌｌ）・・・開口部１、？／・・・開口
部、７．２・・・排気管１．７３・・・排気還流装置、
、ｔｌＩ・・・排気還流管、３Ｓ・・・排気還流弁、
？に・・・排気還流通路、３７・・・通路用部材。1 is a schematic explanatory diagram showing one embodiment of the present invention, FIG. 2 is an enlarged sectional view taken along the line n-+ in FIG. 1, and FIG. 3 is an enlarged sectional view taken along the line T'' in FIG. l...Cylinder block, λ...Cylinder, 3...
・Piston, Hiroshi...Cylinder head, J...Main combustion chamber, Otsu...Main intake valve, 7...Main intake boat, G...
・Spout,? ...Sub-combustion chamber, --~'-valve i-works ρko4 10...Sub-intake valve, tj...Sub-intake boat, /2...Exhaust valve, 13.・・Exhaust bow), /
17... Spark plug, /3 a... Outer inner cylinder, isb.
...Inner inner cylinder, /4...Space layer, /7...Secondary air supply device, 1g...Nozzle, /9...Secondary air distribution passage 1.20...Intake manifold, 2/...Main intake path, n...Sub-intake path, sword...Heat receiving part % me...
Carburetor, 25J...Exhaust manifold, U6...Exhaust path 1. ), AA... Reburning space, 27a... Inner inner cylinder, 27b... Outer inner cylinder 1.2F... Bolt, Yuji...
...Natsuto, jll)...Opening 1,? /...opening, 7.2...exhaust pipe 1.73...exhaust recirculation device,
, tlI...exhaust recirculation pipe, 3S...exhaust recirculation valve,
? N... Exhaust recirculation passage, 37... Passage member.
Claims (1)
し、かつ点火栓を備えた副燃焼室とで燃焼室全構成する
とともに、上記主燃焼室に供給される混合気に排気還流
弁を介して還流排気？導入するようにしたトーチ点火式
内燃機関において、上記還流排気が導かれる排気還流通
路を、吸気マニホールドの側部に沿って略水平に延設す
るとともに、吸気マニホールドの気化器取付部下流位置
から機関長手方向に対称に分岐形成し、かつその先Ｑ’
２吸気マニホールドの主吸気路に連通させて構成したこ
と１に特徴とするトーチ点火式内燃機関。(1) The entire combustion chamber consists of a main combustion chamber and an auxiliary combustion chamber that communicates with the main combustion chamber via a gasket and is equipped with an ignition plug, and the air-fuel mixture supplied to the main combustion chamber is Exhaust recirculation through the exhaust recirculation valve? In the torch-ignited internal combustion engine, the exhaust gas recirculation passage through which the recirculated exhaust gas is guided extends approximately horizontally along the side of the intake manifold, and is connected to the engine from a position downstream of the carburetor mounting part of the intake manifold. Branches are formed symmetrically in the longitudinal direction, and Q'
1. A torch-ignited internal combustion engine characterized by 1 having a configuration in which two intake manifolds are connected to a main intake passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59261508A JPS60150467A (en) | 1984-12-10 | 1984-12-10 | Torch ignition type internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59261508A JPS60150467A (en) | 1984-12-10 | 1984-12-10 | Torch ignition type internal-combustion engine |
Related Parent Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP50045553A Division JPS5916087B2 (en) | 1975-04-15 | 1975-04-15 | Torch-ignited internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS60150467A true JPS60150467A (en) | 1985-08-08 |
| JPS6143545B2 JPS6143545B2 (en) | 1986-09-27 |
Family
ID=17362875
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59261508A Granted JPS60150467A (en) | 1984-12-10 | 1984-12-10 | Torch ignition type internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS60150467A (en) |
-
1984
- 1984-12-10 JP JP59261508A patent/JPS60150467A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6143545B2 (en) | 1986-09-27 |
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