JPS6019913A - Direct injection type diesel-engine - Google Patents
Direct injection type diesel-engineInfo
- Publication number
- JPS6019913A JPS6019913A JP58127149A JP12714983A JPS6019913A JP S6019913 A JPS6019913 A JP S6019913A JP 58127149 A JP58127149 A JP 58127149A JP 12714983 A JP12714983 A JP 12714983A JP S6019913 A JPS6019913 A JP S6019913A
- Authority
- JP
- Japan
- Prior art keywords
- cavity
- nozzle
- fuel
- injection nozzle
- fuel injection
- 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
- F02B23/06—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
- F02B23/0696—W-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 wall
-
- 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
- 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
- F02B23/0645—Details related to the fuel injector or the fuel spray
- F02B23/0669—Details related to the fuel injector or the fuel spray having multiple fuel spray jets per injector nozzle
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression 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
Abstract
Description
【発明の詳細な説明】
（技術分野）
本発明は、直接噴射式ディーゼルエンジン、特に、ピス
トン頂面に形成されたキャビティ内に燃料を噴射する直
接噴射式ディーゼルエンジンに関する。DETAILED DESCRIPTION OF THE INVENTION (Technical Field) The present invention relates to a direct injection diesel engine, and particularly to a direct injection diesel engine that injects fuel into a cavity formed on the top surface of a piston.
（従来技術）
従来の直接噴射式ディーゼルエンジンとしては、例えば
、第１図に示すようなもの（実開昭５２−３６０７０６
号公報）が知られている。(Prior art) As a conventional direct injection diesel engine, for example, the one shown in Fig.
Publication No.) is known.
第１図ａにおいて、■はシリンダ孔２の形成されたシリ
ンダブロックであり、シリンダ孔２内にはピストン３が
摺動可能に挿入されている。シリンダブロック１の上端
にはシリンダヘッド４が固定されており、これらシリン
ダブロックｌ、ピストン３お、よびシリンダヘット４は
燃焼室５を画成している。ピストン３の頂面には燃焼室
５に開口するキャビティ６が形成されており、シリンダ
ヘッド４にはキャビティ６内に燃料を噴射する燃料噴射
ノズル７が取り付けられている。燃料噴射ノズル７は吸
・排気弁や吸・排気ボート等からの制約により、シリン
ダ孔２の中心軸Ｏ１から偏位して取り付けられており、
この燃料噴射ノズル７の偏位による悪影響（後述する）
を緩和するためにキャビティ６も燃料噴射ノズル７方向
に偏位してキャビティ６の中心軸Ｏ−２はシリンダ孔２
の中心軸ｏＩと燃料噴射ノズル７の間に位置している。In FIG. 1a, ▪ is a cylinder block in which a cylinder hole 2 is formed, and a piston 3 is slidably inserted into the cylinder hole 2. In FIG. A cylinder head 4 is fixed to the upper end of the cylinder block 1, and the cylinder block 1, piston 3, and cylinder head 4 define a combustion chamber 5. A cavity 6 opening into the combustion chamber 5 is formed in the top surface of the piston 3, and a fuel injection nozzle 7 for injecting fuel into the cavity 6 is attached to the cylinder head 4. The fuel injection nozzle 7 is installed offset from the central axis O1 of the cylinder hole 2 due to restrictions from intake/exhaust valves, intake/exhaust boats, etc.
Adverse effects due to this deviation of the fuel injection nozzle 7 (described later)
In order to alleviate the
It is located between the central axis oI of the fuel injection nozzle 7 and the fuel injection nozzle 7.
そして、燃料噴射ノズル７は４個の噴孔を有しており、
各噴孔からは、第１図すに示すように、キャビティ６の
周壁を等分する方向に等量の燃料が噴射される。The fuel injection nozzle 7 has four injection holes,
An equal amount of fuel is injected from each injection hole in a direction that equally divides the peripheral wall of the cavity 6, as shown in FIG.
このように燃料噴射ノズル７の偏位に対してキャビティ
６も燃料噴射ノズル７の偏位方向に偏位させるのは、以
下の理由による。すなわち、直接噴射式ディーゼルエン
ジンにおいては、吸気行程中に燃焼室５内に生成される
スワール、ピストン３の上昇および下降に伴うスキッシ
ュ、および逆スキッシュ、および燃料噴霧の有する運動
エネルギー等を利用して空気と燃料の混合を図り良好な
燃焼を行う。しかしながら、キャビティ６がピストン３
の頂面の中央部に形成され、キャビティ６の中心軸０２
とシリンダ孔２の中心軸Ｏ１が一致している型式から燃
料噴射ノズル７のみを偏位させると、燃料噴射ノズル７
から噴射される燃料がキャビティ６の側壁に衝突するま
での噴霧飛翔距離は、燃料噴射ノズル７の偏位方向にお
いて短くなる。この鳴霧飛翔距離が短くなることによる
燃焼効率に与える悪影響は、キャビティ６の偏位が小さ
いときには無視することができるが、キャビティ６の偏
位が大きいときには、燃料噴射ノズル７の偏位方向に噴
射された燃料が十分霧化、混合されず、キャビティ６周
壁に付着して燃焼効率を悪化させる。そこで、キャビテ
ィ６を、噴霧飛翔距離が短くなることにより燃焼効率に
与える悪影響が無視できる程度まで、燃料噴射ノズル７
の方向に偏位させるのである。The reason why the cavity 6 is also displaced in the direction of displacement of the fuel injection nozzle 7 with respect to the displacement of the fuel injection nozzle 7 is as follows. That is, in a direct injection diesel engine, the swirl generated in the combustion chamber 5 during the intake stroke, the squish and reverse squish caused by the rise and fall of the piston 3, and the kinetic energy of the fuel spray are utilized. Achieves good combustion by mixing air and fuel. However, the cavity 6 is
The central axis 02 of the cavity 6 is formed at the center of the top surface of the cavity 6.
If only the fuel injection nozzle 7 is deviated from a model in which the center axis O1 of the cylinder hole 2 and the cylinder hole 2 coincide with each other, the fuel injection nozzle 7
The flight distance of the spray until the fuel injected from the fuel injection nozzle collides with the side wall of the cavity 6 becomes shorter in the direction of deviation of the fuel injection nozzle 7. The negative effect on combustion efficiency due to the shortening of the flying distance of the singing mist can be ignored when the deviation of the cavity 6 is small, but when the deviation of the cavity 6 is large, the deviation direction of the fuel injection nozzle 7 The injected fuel is not sufficiently atomized and mixed and adheres to the peripheral wall of the cavity 6, deteriorating combustion efficiency. Therefore, the cavity 6 should be closed to the fuel injection nozzle 7 to the extent that the negative effect on combustion efficiency due to the shortening of the spray flight distance can be ignored.
In other words, it is deflected in the direction of .
しかしながら、このような従来の直接噴射式ディーゼル
エンジンにあっては、燃料噴射ノズル７がシリンダ孔２
の中心軸０．から偏位し、この偏位方向にこの偏位置よ
りも小さくキャビティ６を偏位させ、かつ、燃料噴射ノ
ズル７からキャビティ６周壁を等分する方向に等量の燃
料が噴射される構成となっていたため、キャビティ６の
偏位に基づく逆スキッシュがキャビティ６周側で不均一
、特に偏位方向の逆スキッシュが弱くなり、また、キャ
ビ゛ティ６の偏位方向のキャビティ６からシリンダ孔２
周壁までの燃焼室５の半径方向長が短ぐなる。したがっ
て、キャビティ６の偏位方向側に噴射された燃料の燃焼
は火炎内部の混合の悪さと空気利用度の悪さから悪化し
、燃費や出力性能が悪いという問題点があった。However, in such a conventional direct injection diesel engine, the fuel injection nozzle 7 is connected to the cylinder hole 2.
The central axis of 0. The structure is such that the cavity 6 is deviated in the direction of this deviation by a smaller amount than this deviation position, and an equal amount of fuel is injected from the fuel injection nozzle 7 in a direction that equally divides the circumferential wall of the cavity 6. As a result, the reverse squish based on the deflection of the cavity 6 is uneven around the circumference of the cavity 6, and the reverse squish in the deflection direction is particularly weak.
The radial length of the combustion chamber 5 up to the peripheral wall becomes shorter. Therefore, the combustion of the fuel injected toward the deflection direction of the cavity 6 deteriorates due to poor mixing inside the flame and poor air utilization, resulting in a problem of poor fuel efficiency and output performance.
（発明の目的）
そこで、本発明は、燃料噴射ノズルの噴孔を燃料噴射ノ
ズルの偏位方向と反対方向に移行さゼ、または（および
）燃料噴射ノズルの偏位方向と反対側方向に指向する噴
孔の径を偏位側方向に指向する噴孔の径よりも大きくす
ることにより、逆スキッシュ流が強く、空気利用度の大
きい領域への燃料噴射量を多くして燃焼す１率を向上さ
せ、燃費の節減と出方向上を目的とする。(Object of the Invention) Therefore, the present invention aims to move the nozzle hole of the fuel injection nozzle in the direction opposite to the direction of deflection of the fuel injection nozzle, or (and) to direct the nozzle hole in the direction opposite to the direction of deflection of the fuel injection nozzle. By making the diameter of the nozzle hole oriented toward the deflection side larger than the diameter of the nozzle hole oriented toward the deflection side, the amount of fuel injected into the area where the reverse squish flow is strong and the air utilization is high is increased, thereby increasing the combustion rate. The purpose is to improve, reduce fuel consumption and improve direction of output.
（発明の構成）
本発明の直接噴射式ディーゼルエンジンは、シリンダ孔
の形成されたシリンダプロ・７りと、シリンダ孔内に摺
動自在に収納されたピストンと、シリンダブロックの上
端に固定されシリンダブロックおよびピストンとともに
燃焼室を画成するシリンダヘッドと、ピストン頂部に形
成され、燃焼室に開口するキャビティと、シリンダ孔の
中心軸から偏位してシリンダヘッドに取り付けられ、複
数の噴孔よりキャビティ内周壁に燃料を噴射する燃料噴
射ノズルと、を備えた直接噴射式ディーゼルエンジンに
おいて前記燃料噴射ノズルの噴孔の指向方向をキャビテ
ィ内周壁を等分割する方向から燃料噴射ノズルの偏位方
向と反対方向に移行、またはくおよび）燃料噴射ノズル
の偏位方向と反対側方向に指向する噴孔の径を偏位側方
向に指向する噴孔の径よりも大きくすることにより、逆
スキッシュが強く空気利用度の大きい領域への燃料噴射
量を多くして燃焼効率を向上させるものである。(Structure of the Invention) The direct injection diesel engine of the present invention includes a cylinder pro-7 having a cylinder hole formed therein, a piston slidably housed in the cylinder hole, and a cylinder fixed to the upper end of the cylinder block. A cylinder head that defines a combustion chamber together with the block and piston; a cavity formed at the top of the piston and opening into the combustion chamber; A direct injection diesel engine comprising a fuel injection nozzle that injects fuel into an inner circumferential wall, wherein the orientation direction of the nozzle hole of the fuel injection nozzle is opposite to the direction of deviation of the fuel injection nozzle from a direction that equally divides the inner circumferential wall of the cavity. By making the diameter of the nozzle hole oriented in the direction opposite to the direction of deviation of the fuel injection nozzle larger than the diameter of the nozzle hole oriented in the direction of deviation, the reverse squish is stronger and the air This improves combustion efficiency by increasing the amount of fuel injected into areas of high utilization.
（実施例）
以下、図面に従って本発明の詳細な説明する。なお、説
明にあたり従来例と同一部分には同一符号を附す。(Example) Hereinafter, the present invention will be described in detail with reference to the drawings. In the description, the same parts as in the conventional example are given the same reference numerals.
第２図は本発明の第１実施例を示す図である。FIG. 2 is a diagram showing a first embodiment of the present invention.
まず、構成を説明すると、第２図ａにおいて、１はシリ
ンダ孔２の形成されたシリンダブロックであり、シリン
ダ孔２内にはピストン３が摺動可能に挿入されている。First, to explain the structure, in FIG. 2a, 1 is a cylinder block in which a cylinder hole 2 is formed, and a piston 3 is slidably inserted into the cylinder hole 2.
シリンダブロック１の上端にはシリンダヘッド４が固定
されており、これらシリンダブロック１、ピストン３、
およびシリンダへソド４は燃焼室５を画成している。ピ
ストン３の頂面には燃焼室５に開口するキャビティ６が
形成されており、シリンダヘッド４にはキャビティ６内
に燃料を噴射する燃料噴射ノズル１１が取り付けられて
いる。この燃料噴射ノズル１１は、吸・排気弁や吸・排
気ボート等からの制約により、シリンダ孔２の中心軸Ｏ
□から偏位して取り付けられており、この偏位と同一方
向にキャビティ６も偏位して形成されている。しかし、
キャビティ６の偏位量は燃料噴射ノズル１１の偏位量よ
り小さく、第２図すに示すように、キャビティ６の中心
軸０２はシリンダ孔２の中心軸０．と燃料噴射ノズル１
１との間に位置している。そして、燃料噴射ノズル１１
はシリンダ孔２およびキャビティ６の中心軸０、．０２
および燃料噴射ノズル１１を通る平面Ｘ−Ｘに対して各
噴孔が面対称に指向する４噴孔ノズルであり、各噴孔は
キャビティ６の周壁を４等分する各分割点Ｐ、、ｐ２、
Ｐ３ 、ｐ’、。A cylinder head 4 is fixed to the upper end of the cylinder block 1, and these cylinder blocks 1, pistons 3,
The cylinder head 4 defines a combustion chamber 5. A cavity 6 opening into the combustion chamber 5 is formed in the top surface of the piston 3, and a fuel injection nozzle 11 for injecting fuel into the cavity 6 is attached to the cylinder head 4. Due to restrictions from intake/exhaust valves, intake/exhaust boats, etc., this fuel injection nozzle 11
It is attached offset from □, and the cavity 6 is also formed offset in the same direction as this offset. but,
The amount of deviation of the cavity 6 is smaller than the amount of deviation of the fuel injection nozzle 11, and as shown in FIG. 2, the center axis 02 of the cavity 6 is aligned with the center axis 0. and fuel injection nozzle 1
It is located between 1 and 1. And the fuel injection nozzle 11
are the central axes 0, . . of the cylinder hole 2 and the cavity 6. 02
The nozzle is a 4-nozzle nozzle in which each nozzle hole is oriented plane-symmetrically with respect to the plane ,
P3, p',.
よりも燃料噴射ノズル１１の偏位方向（キャビティ６の
偏位方向）と反対方向に移行した点Ｐ１′、ｐ２ ′、
ｐ、ｌ、Ｐ−４′に指向している。Points P1', p2', which have shifted in the direction opposite to the deflection direction of the fuel injection nozzle 11 (the deflection direction of the cavity 6),
p, l, and P-4'.
また、燃料噴射ノズル１１の各噴孔は、第２図ａ−に示
すように、ピストン３の頂面から同一の深さのキャビテ
ィ６周壁に指向している。Further, each injection hole of the fuel injection nozzle 11 is oriented toward the circumferential wall of the cavity 6 at the same depth from the top surface of the piston 3, as shown in FIG. 2a.
次に作用を説明する。Next, the action will be explained.
この直接噴射式ディーゼルエンジンにおいては、燃料噴
射ノズル１１の偏位に伴ってキャビティ６も偏位させて
いるため、キャビティ６の周壁と各噴孔軸線との成す角
度が各噴孔間で大幅に異なることはなく、各噴霧のキャ
ビティ６周壁衝突後の流れ状態は比較的一様となる。一
方、キャビティ６の偏位により、キャビティ６の偏位方
向のキャビティ６周壁からシリンダ孔２周壁までの半径
方向の燃焼室５が小さくなる。In this direct injection diesel engine, the cavity 6 is also displaced as the fuel injection nozzle 11 is displaced, so the angle formed between the peripheral wall of the cavity 6 and the axis of each nozzle hole is significantly increased between each nozzle hole. There is no difference, and the flow state of each spray after colliding with the circumferential wall of the cavity 6 becomes relatively uniform. On the other hand, due to the displacement of the cavity 6, the combustion chamber 5 in the radial direction from the circumferential wall of the cavity 6 in the direction of displacement of the cavity 6 to the circumferential wall of the cylinder hole 2 becomes smaller.
その結果、キャビティ６の偏位方向の領域の逆スキッシ
ュが弱く、空気利用度が小さくなり、キャビティ６の偏
位と反対方向の領域の逆スキッシュが強く、空気利用度
が大きくなる。そこで、本発明においては、燃料７噴射
ノズル１１の各噴孔をキャビティ６の周壁を４等分する
分割点Ｐ、 、Ｐ２、Ｐ、 、Ｐ−よりもキャビティ６
の偏位と反対方向に移行した点Ｐ、′、Ｐ２ ′、Ｐ３
′、Ｐイ′に指向させ、４等分点Ｐ、、ｌ）２、Ｐ３
、Ｐ−よりも逆スキッシュが強く、空気利用度の大きい
点Ｐ１ ′、Ｐ２ ′、Ｐ３ ′、Ｐ−４′に向かって
燃料を噴射している。したがって、燃料噴霧は強い逆ス
キッシュにより空気と十分混合され、燃焼火炎の空気利
用度が大幅に向上する。その結果、燃焼効率が向上し、
燃費および出力性能が向上する。As a result, the reverse squish in the region in the direction of deflection of the cavity 6 is weak and the degree of air utilization is small, and the reverse squish in the region in the direction opposite to the deflection of the cavity 6 is strong and the degree of air utilization is large. Therefore, in the present invention, each nozzle hole of the fuel 7 injection nozzle 11 is placed in the cavity 6 from the dividing point P, which divides the peripheral wall of the cavity 6 into four equal parts, , P2, P, , P-.
Points P, ′, P2 ′, P3 that have shifted in the opposite direction to the deviation of
′, P i ′, and divide the points into four equal parts P,, l)2, P3
, P-, the fuel is injected toward points P1', P2', P3', and P-4' where the reverse squish is stronger and the degree of air utilization is greater. Therefore, the fuel spray is well mixed with air due to the strong back squish, and the air utilization of the combustion flame is greatly improved. As a result, combustion efficiency is improved,
Improves fuel efficiency and output performance.
第３図は本発明の第２実施例を示す図であり、本実施例
は５噴孔の燃料噴射ノズルの場合に適用したものである
。第３図すにおいて、燃料噴射ノズル１２の１つの噴孔
は平面Ｘ−Ｘ上をキャビティ６の偏位方向と反対方向に
指向しており、他の４噴孔はキャビティ６の周壁を５等
分する等分点Ｐ９、ＰＧ、Ｐ７、ｐＨによも等分点Ｐ９
、（前記１つの噴孔の指向点）側に移行した点Ｐ５ ′
、ｐＨｌ′、ｐ、Ｌ、Ｐ８ ′に指向している。また、
第３図ａに示すように、各噴孔はピストン３の頂面から
同一の深さのキャビナ４６周壁に指向している。したが
って、この場合においても、強い逆スキッシュと高い空
気利用度を得ることができ、燃焼効率が向上し、ひいて
は燃費および出力性能が向上する。FIG. 3 is a diagram showing a second embodiment of the present invention, and this embodiment is applied to a fuel injection nozzle with five injection holes. In FIG. 3, one nozzle hole of the fuel injection nozzle 12 is oriented in the opposite direction to the deflection direction of the cavity 6 on the plane Equal dividing point P9, PG, P7, pH also equal dividing point P9
, a point P5' that has moved to the (direction point of the one nozzle hole) side
, pHl', p, L, P8'. Also,
As shown in FIG. 3a, each nozzle hole is oriented toward the peripheral wall of the cabinet 46 at the same depth from the top surface of the piston 3. Therefore, even in this case, strong reverse squish and high air utilization can be obtained, combustion efficiency is improved, and fuel efficiency and output performance are improved.
第４図は本発明の第３実施例を示す図である。本実施例
の燃料噴射ノズル１３の各噴孔は、第４図ａに示すよう
に、ピストン３頂面から同一の深さのキャビティ６周壁
に指向するとともに、第４図すに示すように、キャビテ
ィ６周壁を４等分する等分点Ｐ８、Ｐ２、Ｐ７、Ｐｌに
指向している。そして、キャビティ６の偏位方向と反対
側方向に指向する燃料噴射ノズル１１の２噴孔（等分点
Ｐ□、Ｐ２に指向する噴孔）の径はキャビティ６の偏位
側方向に指向する２噴孔（等分点Ｐ３、Ｐ−４に指向す
る噴孔）の径よりも大きく形成されている。したがって
、逆スキッシュが弱く空気利用度の小さいキャビティ６
の偏位方向には少量の燃料が噴射され、逆スキッシュが
強く空気利用度の大きいキャビティ６の偏位と反対方向
には多量の燃料が噴射される。その結果、キャビティ６
の偏位方向の燃料の混合と空気利用度が向上するととも
にキャビティ６の偏位と反対方向の燃料も余剰空気を有
効に利用でき、燃焼効率が向上し、ひいては燃費および
出力性能が向上する。FIG. 4 is a diagram showing a third embodiment of the present invention. Each nozzle hole of the fuel injection nozzle 13 of this embodiment is directed from the top surface of the piston 3 to the circumferential wall of the cavity 6 at the same depth as shown in FIG. 4a, and as shown in FIG. It is directed toward equal dividing points P8, P2, P7, and Pl that divide the peripheral wall of the cavity 6 into four equal parts. The diameters of the two nozzle holes of the fuel injection nozzle 11 that are oriented in the direction opposite to the direction of deviation of the cavity 6 (the nozzle holes that are oriented toward the equal dividing point P□ and P2) are oriented in the direction of the deviation side of the cavity 6. It is formed larger than the diameter of two nozzle holes (nozzle holes directed to equally divided points P3 and P-4). Therefore, the cavity 6 has weak reverse squish and low air utilization.
A small amount of fuel is injected in the direction of deviation of the cavity 6, and a large amount of fuel is injected in the direction opposite to the deviation of the cavity 6 where the reverse squish is strong and the air utilization is large. As a result, cavity 6
The mixing of fuel in the direction of deviation of the cavity 6 and the degree of air utilization are improved, and surplus air can also be effectively used for fuel in the direction opposite to the deviation of the cavity 6, improving combustion efficiency and, in turn, improving fuel efficiency and output performance.
（効果）
本発明によれば、燃料噴射ノズルから噴射された燃料の
空気との混合と空気利用度を向上させることができるの
で、燃焼効率を向上させ、燃費や出力性能を向上させる
ことがでる。(Effects) According to the present invention, it is possible to improve the mixing of the fuel injected from the fuel injection nozzle with air and the degree of air utilization, thereby improving combustion efficiency and improving fuel efficiency and output performance. .
第１図は従来の直接噴射式ディーゼルエンジンを示す図
であり、第１図ａはその正面断面図、第１図すはそのピ
ストン頂面図、第２図は本発明の直接噴射式ディーゼル
エンジンの第１実施例を示す図であり、第２図ａはその
正面断面図、第２図すはそのピストン頂面図、第３図は
本発明の第２実施例を示す図であり、第３図ａはその正
面断面図、第３図すはそのビス］・ン頂面図、第４図は
本発明の第３実施例を示す図であり、第４図ａはその正
面断面図、第４図すはそのピストン頂面図である。
１−・−シリンダブロック、
２−−−−−−シリンダ孔、
３−・・−ピストン、
４−−−−−−シリンダヘッド、
５・−一一一一燃焼室、
６−−−−−−キヤビテイ、
１１．１２．１３−・−−−一燃料噴射ノズル。
特許出願人 日産自動車株式会社
代理人弁理士 有我軍一部
第１図
第２図
第３図
第４図Fig. 1 is a diagram showing a conventional direct injection diesel engine, Fig. 1a is a front sectional view thereof, Fig. 1 is a top view of its piston, and Fig. 2 is a direct injection diesel engine of the present invention. FIG. 2a is a front sectional view thereof, FIG. 2 is a top view of the piston, and FIG. 3 is a diagram showing a second embodiment of the present invention. 3A is a front sectional view thereof, FIG. 3 is a top view of the screw, FIG. 4 is a diagram showing a third embodiment of the present invention, and FIG. 4A is a front sectional view thereof; Figure 4 is a top view of the piston. 1--Cylinder block, 2-----Cylinder hole, 3--Piston, 4--Cylinder head, 5--1111 Combustion chamber, 6-------- -Cavity, 11.12.13---Fuel injection nozzle. Patent Applicant Nissan Motor Co., Ltd. Representative Patent Attorney Ugagun Part Figure 1 Figure 2 Figure 3 Figure 4
Claims (1)
孔内に摺動自在に収納されたピストンと、シリンダブロ
ックの上端に固定されシリンダブロックおよびピストン
とともに燃焼室を画成するシリンダヘッドと、ピストン
頂部に形成され、燃焼室に開口するキャビティと、シリ
ンダ孔の中心軸から偏位してシリンダヘッドに取り付け
られ、複数の噴孔よりキャビティ内周壁に燃料を噴射す
る燃料噴射ノズルと、を備えた直接噴射式ディーゼルエ
ンジンにおいて前記燃料噴射ノズルの噴孔の指向方向を
キャビティ内周壁を等分割する方向から燃料噴射ノズル
の偏位方向と反対方向に移行、または（および）燃料噴
射ノズルの偏位方向と反対側方向に指向する噴孔の径を
偏位側方向に指向する噴孔の径よりも大きくしたことを
特徴とする直接噴射式ディーゼルエンジン。A cylinder block with a cylinder hole formed therein, a piston slidably housed in the cylinder hole, a cylinder head fixed to the upper end of the cylinder block and defining a combustion chamber together with the cylinder block and piston, and a cylinder head formed at the top of the piston. A direct injection type that is equipped with a cavity that opens into the combustion chamber, and a fuel injection nozzle that is attached to the cylinder head offset from the central axis of the cylinder hole and that injects fuel from multiple injection holes to the inner circumferential wall of the cavity. In a diesel engine, the orientation direction of the injection hole of the fuel injection nozzle is shifted from the direction that equally divides the inner peripheral wall of the cavity to the direction opposite to the direction of deviation of the fuel injection nozzle, or (and) to the side opposite to the direction of deviation of the fuel injection nozzle. A direct injection diesel engine characterized in that the diameter of the nozzle hole oriented in the direction is larger than the diameter of the nozzle hole oriented in the deflection side direction.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58127149A JPS6019913A (en) | 1983-07-13 | 1983-07-13 | Direct injection type diesel-engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58127149A JPS6019913A (en) | 1983-07-13 | 1983-07-13 | Direct injection type diesel-engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS6019913A true JPS6019913A (en) | 1985-02-01 |
Family
ID=14952827
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58127149A Pending JPS6019913A (en) | 1983-07-13 | 1983-07-13 | Direct injection type diesel-engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6019913A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016079941A1 (en) * | 2014-11-18 | 2016-05-26 | マツダ株式会社 | Structure of combustion chamber for direct injection engine |
-
1983
- 1983-07-13 JP JP58127149A patent/JPS6019913A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016079941A1 (en) * | 2014-11-18 | 2016-05-26 | マツダ株式会社 | Structure of combustion chamber for direct injection engine |
| JP2016098657A (en) * | 2014-11-18 | 2016-05-30 | マツダ株式会社 | Combustion chamber structure of direct injection engine |
| US10125667B2 (en) | 2014-11-18 | 2018-11-13 | Mazda Motor Corporation | Structure of combustion chamber for direct injection engine |
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