JPS622266Y2 - - Google Patents
Info
- Publication number
- JPS622266Y2 JPS622266Y2 JP1980125316U JP12531680U JPS622266Y2 JP S622266 Y2 JPS622266 Y2 JP S622266Y2 JP 1980125316 U JP1980125316 U JP 1980125316U JP 12531680 U JP12531680 U JP 12531680U JP S622266 Y2 JPS622266 Y2 JP S622266Y2
- Authority
- JP
- Japan
- Prior art keywords
- combustion chamber
- diesel engine
- intake
- dead center
- angle
- 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.)
- Expired
Links
- 238000002485 combustion reaction Methods 0.000 claims description 17
- 239000000446 fuel Substances 0.000 claims description 10
- LFQSCWFLJHTTHZ-UHFFFAOYSA-N Ethanol Chemical compound CCO LFQSCWFLJHTTHZ-UHFFFAOYSA-N 0.000 claims description 8
- 239000002283 diesel fuel Substances 0.000 description 6
- 230000006835 compression Effects 0.000 description 5
- 238000007906 compression Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 230000002269 spontaneous effect Effects 0.000 description 2
- 238000009834 vaporization Methods 0.000 description 2
- 230000008016 vaporization Effects 0.000 description 2
- LRHPLDYGYMQRHN-UHFFFAOYSA-N N-Butanol Chemical compound CCCCO LRHPLDYGYMQRHN-UHFFFAOYSA-N 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001704 evaporation Methods 0.000 description 1
- 230000008020 evaporation Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 239000003208 petroleum Substances 0.000 description 1
- 239000000779 smoke Substances 0.000 description 1
Description
【考案の詳細な説明】
本考案はアルコール混合燃料用デイーゼル機関
に関し、特にデイーゼル機関の予燃焼室を保温
し、かつグロープラグを設けることによつて着火
を早め、また吸排気カム軸オーバラツプ角を小さ
くし、また吸気弁の閉じ角度を遅らせることによ
り、アルコール混合燃料特有の高自発火点、高蒸
発潜熱による失火および騒音を防止したアルコー
ル混合燃料用デイーゼル機関に関する。[Detailed description of the invention] The present invention relates to an alcohol-mixed fuel diesel engine, in particular, it heats the pre-combustion chamber of the diesel engine, hastens ignition by providing a glow plug, and improves the overlap angle of the intake and exhaust camshafts. This invention relates to an alcohol-mixed fuel diesel engine that prevents misfires and noise due to the high spontaneous ignition point and high latent heat of vaporization that are characteristic of alcohol-mixed fuels by making the engine smaller and by delaying the closing angle of the intake valve.
石油の消費を節減するため軽油の代りにアルコ
ールまたはアルコール混合燃料を使用することが
従来から知られている。アルコールは化学的に合
成が可能であり、デイーゼルエンジン用燃料とし
て用いたとき吸入空気量当りの発熱量が軽油とほ
ぼ等しいため、最大出力も同等となり、また排気
の色が薄い等、多くの利点があるが、他方、軽油
にくらべて次のような欠点もある。 It has been known for some time to use alcohol or alcohol blend fuels instead of diesel oil in order to save on petroleum consumption. Alcohol can be chemically synthesized, and when used as a diesel engine fuel, the calorific value per intake air amount is almost the same as diesel oil, so the maximum output is also the same, and it has many advantages such as a lighter exhaust color. However, it also has the following disadvantages compared to diesel oil.
たとえば、軽油の自発火点は約350℃である
が、アルコール（エタノール）は518〜557℃と高
いため、燃焼室の温度が十分に上昇しないと着火
せず、失火を起こしやすい。また蒸発潜熱が軽油
の56〜58Kcal／Kgにくらべ、206Kcal／Kgと極め
て大きいため、燃焼室の熱を蒸発時に奪つて室内
温度を下げる傾向にある。着火が遅れると圧力上
昇率が増し、騒音を発すると言う欠点もあつた。 For example, the spontaneous ignition point of light oil is approximately 350 degrees Celsius, but alcohol (ethanol) is higher at 518 to 557 degrees Celsius, so it will not ignite unless the temperature in the combustion chamber rises sufficiently, making it prone to misfires. Also, since the latent heat of vaporization is extremely large at 206Kcal/Kg compared to diesel oil's 56-58Kcal/Kg, heat from the combustion chamber is taken away during evaporation, which tends to lower the indoor temperature. Another drawback was that if ignition was delayed, the rate of pressure rise would increase and noise would be emitted.
本考案者らは上述のようなアルコール混合燃料
が有する欠点を解消するため、エンジン構造の改
良について鋭意検討した結果、次のような本考案
に至つたのである。 In order to overcome the drawbacks of alcohol-mixed fuel as described above, the inventors of the present invention conducted extensive studies on improving the engine structure, and as a result, they came up with the following invention.
即ち、本考案は予燃焼室を有するデイーゼル機
関において、予燃焼室にグロープラグを設け、予
燃焼室の外周に間隙を設け、かつ吸排気カム軸オ
ーバーラツプ角を５゜〜25゜にし、下死点と吸気
弁閉点とがなす角を５゜〜30゜にしたアルコール
混合燃料用デイーゼル機関である。 That is, in a diesel engine having a pre-combustion chamber, the present invention provides a glow plug in the pre-combustion chamber, a gap around the outer periphery of the pre-combustion chamber, and an overlap angle of the intake and exhaust camshafts of 5° to 25°. This is an alcohol-mixed fuel diesel engine in which the angle between this point and the intake valve closing point is 5° to 30°.
以下、図面を参照して本考案を具体的に説明す
る。 Hereinafter, the present invention will be explained in detail with reference to the drawings.
第１図は本考案におけるデイーゼルエンジンの
予燃焼室の断面図であり、予燃焼室１にはグロー
プラグ２が設けられており、また予燃焼室１の外
周には間隙３が設けられている。グロープラグ２
は従来からデイーゼルエンジン用として公知のも
のを用いることができる。間隙３は予燃焼室３の
外周に空気断熱層を形成させるためのもので、間
隙のクリアランスは適宜決定される。 FIG. 1 is a cross-sectional view of a pre-combustion chamber of a diesel engine according to the present invention. A glow plug 2 is provided in the pre-combustion chamber 1, and a gap 3 is provided on the outer periphery of the pre-combustion chamber 1. . glow plug 2
A conventionally known one for use in diesel engines can be used. The gap 3 is for forming an air heat insulating layer around the outer periphery of the pre-combustion chamber 3, and the clearance of the gap is determined as appropriate.
第２図は本考案における吸排気カム軸の変更と
吸気弁のタイミングの変更を示す図である。第２
図の円の最上部に上死点TDC、最下部に下死点
BDCをとつた場合、吸気工程Ｓは吸気弁開点SO
から始まり、吸気弁閉点SCで終る。また排気工
程Ｅは排気弁開点EOから始まり、排気弁閉点EC
で終る。そして上死点TDC付近で吸・排気弁が
共に開いている期間、これがオーバーラツプOL
であり、本考案ではこのオーバーラツプ角OLを
５゜〜25゜に規定している。従来の吸気弁開点
SO′および従来の排気弁閉点EC′がなす角、すな
わち従来のオーバーラツプOL′は普通40゜であ
り、本考案はこれを大巾に縮小した。また、本考
案のオーバーラツプOLは第２図のように上死点
TDCをまたぐか、あるいは上死点TDCを少しす
ぎた所に位置するのが好ましい。このようにオー
バーラツプOLを小さくすることにより、筒内圧
力上昇率を減少させ、燃焼をスムーズに行なわせ
ることができ、その結果、騒音が著しく減少す
る。 FIG. 2 is a diagram showing changes in intake and exhaust camshafts and changes in intake valve timing in the present invention. Second
Top dead center TDC is at the top of the circle in the diagram, bottom dead center is at the bottom
When BDC is taken, the intake stroke S is the intake valve opening point SO
It starts from , and ends at the intake valve closing point SC. In addition, the exhaust process E starts from the exhaust valve opening point EO and exhaust valve closing point EC.
It ends with Then, during the period when both the intake and exhaust valves are open near top dead center TDC, this is the overlap OL.
In the present invention, this overlap angle OL is defined as 5° to 25°. Conventional intake valve opening point
The angle formed by SO' and the conventional exhaust valve closing point EC', that is, the conventional overlap OL', is normally 40 degrees, but the present invention greatly reduces this angle. In addition, the overlap OL of this invention is at the top dead center as shown in Figure 2.
It is preferable to locate it across TDC or a little beyond top dead center TDC. By reducing the overlap OL in this way, the rate of increase in cylinder pressure can be reduced, combustion can be carried out smoothly, and as a result, noise can be significantly reduced.
また本考案では、吸気弁閉点SCを従来の吸気
弁閉点SC′より早め、下死点BDCとなす角度SCA
を５゜〜30゜に規定している。これは従来、この
角度SCA′が約40゜となつていたものを縮小した
ものである。即ち、第２図において、有効圧縮比
を算出する際の有効行程容積は、吸気弁が閉じて
から（SC）ピストンが吸入空気を上死点TDCに
向かいながら圧縮し初め、上死点TDCに達する
までの容積、即ち有効圧縮工程Ｃで表わされるか
ら吸気弁閉点SCが下死点BDCに近づくほど、つ
まり角度SCAが小さくなるほど有効圧縮比は増
大する。本考案者の実験によればOLを一定に
し、SCAを40゜から20゜に変更することにより
有効圧縮比は19.2から20.6に増大することがわか
つた。 In addition, in this invention, the intake valve closing point SC is earlier than the conventional intake valve closing point SC', and the angle SCA made with the bottom dead center BDC is
is specified as 5° to 30°. This is a reduction of the conventional angle SCA' which was approximately 40 degrees. In other words, in Fig. 2, the effective stroke volume when calculating the effective compression ratio is that after the intake valve closes (SC), the piston begins to compress the intake air while moving toward the top dead center TDC, and when it reaches the top dead center TDC. The effective compression ratio increases as the intake valve closing point SC approaches the bottom dead center BDC, that is, as the angle SCA decreases. According to the inventor's experiments, it was found that by keeping the OL constant and changing the SCA from 40° to 20°, the effective compression ratio increased from 19.2 to 20.6.
このように、本考案は予燃焼室にグロープラグ
と断熱間隙を設けて保温し、カム軸のオーバーラ
ツプを縮小し、かつ圧縮比を増大させるものであ
るが、これらの要件をすべて満足する本考案のデ
イーゼル機関は、たとえばエタノール40％の混合
燃料を使用して圧力上昇率を従来のデイーゼル機
関と比較すると、無負荷2400rpmにおいて従来の
デイーゼル機関の圧力上昇率は約３Kg／cm2／CA
であつたものが、本考案のデイーゼル機関では約
１Kg／cm2／CAに低減され、また負荷が２Kg／cm2
で1200rpmにおいては従来圧力上昇率が18Kg／
cm2／CAであつたものが実に７Kg／cm2／CAに激減
する。この値は、アルコール混合燃料を使つては
いるものの、ちようど軽油を使つたときの値に匹
敵するものである。また、排気ガスのNOx，
CO，HC濃度、排気温度、煙、熱効率等もほぼ軽
油燃料を使用したときと同じ値を得る。 In this way, the present invention provides a glow plug and an insulating gap in the pre-combustion chamber to retain heat, reduce camshaft overlap, and increase the compression ratio.The present invention satisfies all of these requirements. For example, when comparing the pressure rise rate of a diesel engine with a conventional diesel engine using a blended fuel of 40% ethanol, the pressure rise rate of the conventional diesel engine at no load of 2400 rpm is approximately 3Kg/cm 2 /CA.
However, with the diesel engine of this invention, the load has been reduced to approximately 1Kg/cm 2 /CA, and the load has been reduced to 2Kg/cm 2
At 1200rpm, the conventional pressure rise rate was 18Kg/
The weight of cm 2 /CA has been drastically reduced to 7Kg/cm 2 /CA. Although this value uses alcohol-mixed fuel, it is comparable to the value obtained when diesel oil is used. In addition, exhaust gas NOx,
CO, HC concentration, exhaust temperature, smoke, thermal efficiency, etc. are almost the same as when using diesel fuel.
第１図は本考案によるデイーゼルエンジン予燃
焼室の断面図、第２図は本考案の吸・排気弁の動
きを示す図である。
１……予燃焼室、２……グロープラグ、３……
間隙、OL……オーバーラツプ、TDC……上死
点、BDC……下死点、SO……吸気弁開点、SC…
…吸気弁閉点、EO……排気弁開点、EC……排気
弁閉点、Ｃ……有効圧縮工程。
FIG. 1 is a sectional view of a diesel engine pre-combustion chamber according to the present invention, and FIG. 2 is a diagram showing the movement of the intake and exhaust valves of the present invention. 1... Pre-combustion chamber, 2... Glow plug, 3...
Gap, OL...Overlap, TDC...Top dead center, BDC...Bottom dead center, SO...Intake valve opening point, SC...
...Intake valve closing point, EO...Exhaust valve opening point, EC...Exhaust valve closing point, C...Effective compression stroke.
Claims (1)
燃焼室にグロープラグを設け、予燃焼室の外周に
間隙を設け、かつ吸排気カム軸オーバーラツプ角
を５゜〜25゜にし、下死点と吸気弁閉点とがなす
角を５゜〜30゜にしたことを特徴とするアルコー
ル混合燃料用デイーゼル機関。 In a diesel engine with a pre-combustion chamber, a glow plug is installed in the pre-combustion chamber, a gap is provided around the outer periphery of the pre-combustion chamber, and the overlap angle of the intake and exhaust camshafts is set to 5° to 25°, so that the bottom dead center and the intake valve are closed. A diesel engine for alcohol mixed fuel, characterized in that the angle between the points is 5° to 30°.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980125316U JPS622266Y2 (en) | 1980-09-03 | 1980-09-03 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1980125316U JPS622266Y2 (en) | 1980-09-03 | 1980-09-03 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5749524U JPS5749524U (en) | 1982-03-19 |
| JPS622266Y2 true JPS622266Y2 (en) | 1987-01-20 |
Family
ID=29485795
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1980125316U Expired JPS622266Y2 (en) | 1980-09-03 | 1980-09-03 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS622266Y2 (en) |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5349610A (en) * | 1976-10-16 | 1978-05-06 | Seiichi Awano | Diesel engine |
| JPS5510065A (en) * | 1978-07-07 | 1980-01-24 | Daihatsu Diesel Kk | Movable valve device of internal combustion engine |
| JPS5569715A (en) * | 1978-11-21 | 1980-05-26 | Nissan Motor Co Ltd | Spark-ignition type internal combustion engine |
-
1980
- 1980-09-03 JP JP1980125316U patent/JPS622266Y2/ja not_active Expired
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5349610A (en) * | 1976-10-16 | 1978-05-06 | Seiichi Awano | Diesel engine |
| JPS5510065A (en) * | 1978-07-07 | 1980-01-24 | Daihatsu Diesel Kk | Movable valve device of internal combustion engine |
| JPS5569715A (en) * | 1978-11-21 | 1980-05-26 | Nissan Motor Co Ltd | Spark-ignition type internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS5749524U (en) | 1982-03-19 |
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