JPS61135923A - Diesel type internal combustion engine - Google Patents
Diesel type internal combustion engineInfo
- Publication number
- JPS61135923A JPS61135923A JP59256549A JP25654984A JPS61135923A JP S61135923 A JPS61135923 A JP S61135923A JP 59256549 A JP59256549 A JP 59256549A JP 25654984 A JP25654984 A JP 25654984A JP S61135923 A JPS61135923 A JP S61135923A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- fuel
- fuel pipe
- outer circumference
- gas 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
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/16—Other apparatus for heating fuel
- F02M31/18—Other apparatus for heating fuel to vaporise fuel
-
- 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】
本発明は、重油、又は灯油、軽油を使
用する所謂ゆるデイーゼル機関に係わるもので、従来、
デイーゼル機関の欠点に着火性の悪さと、燃焼性の悪さ
があり、従つて、トラツクやバスの加速時に於ける黒煙
排気は附近の通行人や、ドライバーに不健康的な害を与
え、特に急加速時の爆発音は、一瞬、身の危険を感じる
程のも
のである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a so-called diesel engine that uses heavy oil, kerosene, or light oil.
The disadvantages of diesel engines include poor ignition and combustibility, and therefore, the black smoke emitted when trucks and buses accelerate causes unhealthy harm to nearby passersby and drivers, especially in sudden The explosion sound during acceleration is so loud that for a moment you feel like you are in danger.
本発明は、上述の如き、デイーゼル機
関に於ける欠点を除去して、デイーゼル機関の本来有す
る高熱出力、並びに燃
料価格に於て、ガソリンの約１／３である経済性の利点
を理解した上で、従
来の内燃機関が、その燃焼による生成
熱のうち、ラジエーター冷却により約３０％の熱量損失
の状態にあることに着目
し、本発明に於ては、大気温度附近の冷燃料にて連続し
てシリンダー発熱を吸
熱して、燃料自からの着火下限温度である２７０℃（ガ
ソリンは着火下限温度−５℃）の気化ガスとなリシリン
ダー内に吸引される為に熱損失を減じると共に燃焼性を
良くして効率を高め、特に従来の機関
に於て、霧滴混合気燃料にてシリンダー内に吸引される
燃料がシリンダー内に
て完全に気化して点火により発火燃焼する際の発熱量に
比し、本発明に於ては
完全気化ガス（着火温度範囲の２７５℃に温調）にてシ
リンダー内に吸引され燃
焼する為、発熱量が約２０％高く、（１５℃の水３５ｌ
沸騰時間比テスト）又、上述の如く完全気化ガス燃焼の
為、燃焼音
は静かであり、又、排気ガスのクリーンな内燃機関を、
小燃費、高出力の見地から提供しようとするものであつ
て、以下、本発明の一実施例を図面に於て説明すれ
ば、第１図に於て、シリンダー（１）に巻かれた燃料管
（２）の一端に逆流止金具〔第２図（６）〕を設けて、
燃料電磁弁（８）〔燃料位が高い時に燃料ポンプ（９）
より多少流出する燃料を止める為に設ける〕を介して燃
料ポンプ（９）に連通している、又、燃料管（２）の他
端に温度センサー（１０）を取付け、その燃料管（２）
は更に連絡ガス室（４）に連通している、又、この連絡
ガス室（４）はシリンダー内に連通している、又、燃料
管（２）の外周に冷却ジャケット（３）を設け、又、燃
料タンクは小区分に仕切られたガソリン用の一室を設け
、従来の機関の始動時に於けるシリンダ
ー加温用自動チヨーク燃焼程度、
の小型ガソリン装置（又は、従来のデイーゼル始動装置
の小型のものでもよい、）を設け、点火装置には火花点
火装置を使用し、又、吸入ガス弁（７）の開いている間
は、燃料電磁弁（８）は吸入ガス弁（７）のカムとの連
動スイツチにより閉止される。The present invention eliminates the disadvantages of diesel engines as described above, and takes advantage of diesel engines' inherent high heat output and economical fuel price, which is about 1/3 that of gasoline. Focusing on the fact that in conventional internal combustion engines, about 30% of the heat generated by combustion is lost due to radiator cooling, the present invention develops continuous combustion using cold fuel near atmospheric temperature. It absorbs the heat generated by the cylinder and becomes vaporized gas at 270°C, which is the minimum ignition temperature from the fuel itself (minimum ignition temperature for gasoline - 5°C), which is sucked into the cylinder, reducing heat loss and combusting. In particular, in conventional engines, the amount of heat generated when the fuel drawn into the cylinder as a mist mixture is completely vaporized in the cylinder and ignited and combusted. In comparison, in the present invention, the fully vaporized gas (temperature controlled at 275°C within the ignition temperature range) is sucked into the cylinder and combusted, so the calorific value is approximately 20% higher (35 liters of water at 15°C).
(Boiling time ratio test) In addition, as mentioned above, due to complete vaporized gas combustion, combustion noise is quiet, and internal combustion engines with clean exhaust gas.
The present invention is intended to be provided from the viewpoint of low fuel consumption and high output.One embodiment of the present invention will be explained below with reference to the drawings.In Fig. 1, the fuel wound around the cylinder (1) Install a backflow stopper [Fig. 2 (6)] at one end of the pipe (2),
Fuel solenoid valve (8) [Fuel pump (9) when the fuel level is high
A temperature sensor (10) is attached to the other end of the fuel pipe (2), and a temperature sensor (10) is attached to the other end of the fuel pipe (2).
further communicates with a communication gas chamber (4), and this communication gas chamber (4) communicates with the inside of the cylinder, and a cooling jacket (3) is provided on the outer periphery of the fuel pipe (2), In addition, the fuel tank has a compartment for gasoline divided into small sections, and is equipped with a small gasoline device (or a small gasoline starting device of a conventional diesel starting device), which is similar to the automatic combustion engine for warming the cylinder when starting a conventional engine. ), a spark ignition device is used as the ignition device, and while the intake gas valve (7) is open, the fuel solenoid valve (8) is connected to the cam of the intake gas valve (7). It is closed by an interlocking switch.
本発明は上述の如く構成したものであ
るから機関の始動時にはガソリン燃焼
装置の燃焼により、シリンダーが加温し、（以下、灯油
による実施例）燃料管（２）の出口附近管外周温度〔即
ち、温度センサー（１０）の検知温度〕が２７５℃に達
すると、温度調節器の働らきにより燃料電磁弁（８）が
働らき、同時に燃料ポンプ（９）が稼動し、又、運転用
アクセルと連動する電気摺動抵抗器により、燃料ポンプ
（９）は強弱運転される、即ち、燃料ポンプ（９）より
吐出されたデイーゼル燃料は、燃料管（２）に至り、気
化して進み、連絡ガス室（４）並びにシリンダー内に一
瞬、溜つては、各シリンダーの吸入行程の終段近くにて
、シリンダー内に吸引（吸引時期が早や過ぎると燃料管
の燃料を吸引する為）される、此の為、空気との混合が
良く、従来、その普及 を阻止したデイーゼルノツクは
全く解消され、又、デイーゼル燃料運転当初に於ては、
ガソリンと混焼する為、吸入
弁（１１）からは空気の他にガソリンが混入される、又
、燃料管（２）の温度が着火上限温度の２８５℃に達す
ると、ラジエーターの液ポンプ（１３）が作動して、シ
リンダーを冷却するので、シリンダー内での爆発熱は１
５００℃附近である為に、シリンダー内壁の加熱体の温
度が、即ち、１５００℃の高熱の故に、加速時に、デイ
ーゼル燃料の増量が行なわれても、
燃料管（２）を５割り程度余分に巻き、即ち、伝熱面積
を増して置けばよく、シリンダー壁温度を常に２７５℃
±５℃に保ち、又、ラジエーター液に沸点の高いエチレ
ングリコールを使して、即ち、高温冷却により出口温度
を１７０〜１８０℃に温調する為、熱効率が良く、（従
来、ガソリン機関に於ては、シリンダー内壁温度２００
℃、冷却水出口温度９０℃）又、圧縮行程に於ける温度
上昇に於ても、シリンダー内密閉の為、稀薄ガスになら
ない故に燃焼の為の空燃比は維持され点火（６００℃以
上）による着火性は良く、又、加速性を増す必要のある
場合には、燃料管（２）を各シリンダー別に並列に巻く
、（冷却作用は急速な熱伝導で行なわれる故に、シリン
ダー外に露出した燃料管（２）並びに継ぎ部は外部より
水滴はもとより、風に対する覆いが必要）又、従来のデ
イーゼル機関で用いられる圧縮行程時燃料圧入用高圧噴
射ポンプ（５００ｋｇ／ｃｍ２）は必要なく、本発明に
於ける燃料ポンプ（９）は圧力６ｋｇ／ｃｍ２の小ポン
プでよく、又、上述の如く高温冷却の為、ラジエーター
が小型になり、（燃料による冷却も加わる）走行する場
合に空気抵抗が小さくなる。Since the present invention is configured as described above, when the engine is started, the cylinder is heated by the combustion of the gasoline combustion device (hereinafter, an example using kerosene), and the temperature near the outlet of the fuel pipe (2) is reduced [i.e. , the temperature detected by the temperature sensor (10)] reaches 275°C, the fuel solenoid valve (8) is activated by the action of the temperature regulator, the fuel pump (9) is activated at the same time, and the driving accelerator and The interlocking electric sliding resistor operates the fuel pump (9) in a strong or weak manner. That is, the diesel fuel discharged from the fuel pump (9) reaches the fuel pipe (2), vaporizes, and passes through the connecting gas. It accumulates in the chamber (4) and cylinder for a moment, and is sucked into the cylinder near the end of the suction stroke of each cylinder (if the suction timing is too early, the fuel in the fuel pipe will be sucked). For this reason, it mixes well with air, completely eliminating the diesel problem that previously prevented its widespread use, and at the beginning of diesel fuel operation.
Because it is co-combusted with gasoline, gasoline is mixed in with air from the intake valve (11), and when the temperature of the fuel pipe (2) reaches the upper limit of ignition temperature of 285°C, the radiator liquid pump (13) operates and cools the cylinder, so the explosion heat inside the cylinder is reduced to 1
Since the temperature of the heating element on the inner wall of the cylinder is around 500℃, that is, the temperature is as high as 1500℃, even if the amount of diesel fuel is increased during acceleration, the fuel pipe (2) needs to be filled by about 50% more. The cylinder wall temperature should always be kept at 275℃ by increasing the heat transfer area.
The temperature is maintained at ±5°C, and the outlet temperature is controlled to 170-180°C by using ethylene glycol with a high boiling point in the radiator liquid, that is, by high-temperature cooling, resulting in good thermal efficiency. The cylinder inner wall temperature is 200
℃, cooling water outlet temperature 90℃) Also, even when the temperature rises during the compression stroke, the air-fuel ratio for combustion is maintained because the cylinder is sealed and the gas does not become diluted. The ignitability is good, and if it is necessary to increase acceleration, the fuel pipes (2) are wound in parallel for each cylinder (since the cooling effect is achieved by rapid heat conduction, the fuel exposed outside the cylinder is (The pipe (2) and the joint part need to be covered from the outside not only from water droplets but also from wind.) Also, there is no need for a high-pressure injection pump (500 kg/cm2) for injecting fuel during the compression stroke, which is used in conventional diesel engines. The fuel pump (9) can be a small pump with a pressure of 6 kg/cm2, and as mentioned above, due to high temperature cooling, the radiator is small, which reduces air resistance when driving (cooling by fuel is also added). .
本発明は上述の如く、その構造が簡単
である為軽量であり、自動車の如く移動を目的とする機
関に適しており、その燃焼の良さは、（都市ガスと同程
度）航空機用内燃機関にも適するデイーゼル内燃機関装
置である。As mentioned above, the present invention has a simple structure and is therefore lightweight, making it suitable for engines intended for transportation such as automobiles. Diesel internal combustion engine systems are also suitable.
第１図はシリンダー断面図、第２図は燃料管配管図であ
る。FIG. 1 is a sectional view of the cylinder, and FIG. 2 is a fuel pipe piping diagram.
Claims (1)
）を設け、又、燃料管（２）の一端は連絡ガス室〔第２
図（４）〕に連通し、この連絡ガス弁（７）により、夫
々のシリンダー 内に連通しているディーゼル内燃機関 装置。[Claims] A combustion tube (2) is wound around the outer circumference of the cylinder (1) of an internal combustion engine, and a cooling jacket (3) is further wound around the outer circumference of the cylinder (1).
), and one end of the fuel pipe (2) is connected to the communication gas chamber [second
Figure (4)] and communicates with each cylinder through this communication gas valve (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59256549A JPS61135923A (en) | 1984-12-06 | 1984-12-06 | Diesel type internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP59256549A JPS61135923A (en) | 1984-12-06 | 1984-12-06 | Diesel type internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS61135923A true JPS61135923A (en) | 1986-06-23 |
Family
ID=17294180
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP59256549A Pending JPS61135923A (en) | 1984-12-06 | 1984-12-06 | Diesel type internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61135923A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105275608A (en) * | 2015-10-17 | 2016-01-27 | 孟金来 | Novel efficient internal combustion engine |
-
1984
- 1984-12-06 JP JP59256549A patent/JPS61135923A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105275608A (en) * | 2015-10-17 | 2016-01-27 | 孟金来 | Novel efficient internal combustion engine |
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