JPS6226587Y2 - - Google Patents
Info
- Publication number
- JPS6226587Y2 JPS6226587Y2 JP1981048363U JP4836381U JPS6226587Y2 JP S6226587 Y2 JPS6226587 Y2 JP S6226587Y2 JP 1981048363 U JP1981048363 U JP 1981048363U JP 4836381 U JP4836381 U JP 4836381U JP S6226587 Y2 JPS6226587 Y2 JP S6226587Y2
- Authority
- JP
- Japan
- Prior art keywords
- chamber
- fuel
- combustion chamber
- main combustion
- injection nozzle
- 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
- 239000000446 fuel Substances 0.000 claims description 39
- 238000002485 combustion reaction Methods 0.000 claims description 37
- 238000002347 injection Methods 0.000 claims description 36
- 239000007924 injection Substances 0.000 claims description 36
- 239000000779 smoke Substances 0.000 description 5
- 230000006835 compression Effects 0.000 description 3
- 238000007906 compression Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000003111 delayed effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 238000000889 atomisation Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
Landscapes
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Fuel-Injection Apparatus (AREA)
Description
【考案の詳細な説明】
本考案は、主、副燃焼室のそれぞれに噴射ノズ
ルを設けた副燃焼室付きデイーゼルエンジンの改
良に関する。[Detailed Description of the Invention] The present invention relates to an improvement of a diesel engine with an auxiliary combustion chamber in which an injection nozzle is provided in each of the main and auxiliary combustion chambers.
周知のように、副燃焼室（渦流室）を備えるデ
イーゼルエンジンは、吸入空気を圧縮するとき渦
流室に押込み渦流を生じさせ、渦流の中に燃料を
噴射させて完全燃焼を行うため、エンジン出力、
燃料消費ともにすぐれ、また押込み渦流は回転に
応じ強くなるため、高速回転も容易であるという
利点を持つている。しかし、その反面冷却損失が
大きく、圧縮温度が上がりにくく、特に冬期にお
けて始動性が悪いという欠点がある。 As is well known, in a diesel engine equipped with a sub-combustion chamber (vortex chamber), when the intake air is compressed, it is forced into the vortex chamber to create a vortex, and fuel is injected into the vortex to achieve complete combustion, which reduces the engine output. ,
It has the advantage of good fuel consumption, and because the pushing vortex becomes stronger as it rotates, it can easily rotate at high speeds. However, on the other hand, there are drawbacks such as large cooling loss, difficulty in raising the compression temperature, and poor startability, especially in winter.
このため、渦流室に加えて主燃焼室にも噴射ノ
ズルを設けた副燃焼室付きデイーゼルエンジンが
提案されている（例えば、特公昭48−11725号公
報参照）。 For this reason, a diesel engine with an auxiliary combustion chamber has been proposed in which an injection nozzle is provided in the main combustion chamber in addition to the swirl chamber (see, for example, Japanese Patent Publication No. 11725/1983).
これによれば、始動時あるいはごく低回転時に
限つて未燃焼室に燃料を噴射し、それ以外ではも
つぱら渦流室に噴射させ、始動性と低回転域での
エンジン安定性を向上させ、また通常運転域で、
主燃焼室と渦流室の両方に同時に燃料を噴射さ
せ、渦流室での燃焼割合を減してNOXの低減をは
かることもできる。 According to this, fuel is injected into the uncombusted chamber only when starting or at very low speeds, and is injected into the swirl chamber at other times, improving startability and engine stability in the low speed range. In the normal operating range,
It is also possible to inject fuel into both the main combustion chamber and the swirl chamber at the same time to reduce the combustion rate in the swirl chamber, thereby reducing NOx .
しかし、このような副燃焼室付きデイーゼルエ
ンジンでは、圧縮比との関係で渦流室のほかに主
燃焼室の容積を充分に確保するのが難しく、この
ため燃焼室と渦流室とに同時に燃料を噴射する場
合、小容積の主燃焼室に噴射される燃料が空気と
よく混合せず、空気利用率が下がる分だけ、スモ
ークの発生率が高まり、その結果、高負荷で一般
の渦流室式デイーゼルエンジンよりも早くスモー
クリミツトに達し、燃料消費率も悪くなるという
問題があつた。 However, in such a diesel engine with an auxiliary combustion chamber, it is difficult to secure sufficient volume for the main combustion chamber in addition to the vortex chamber due to the compression ratio. When fuel is injected, the fuel injected into the small-volume main combustion chamber does not mix well with air, reducing the air utilization rate and increasing the smoke generation rate. The problem was that the smoke limit was reached faster than the engine, and the fuel consumption rate was also poor.
そこで、本考案は低負荷域で渦流室のみに噴射
する一方、中高負荷域では渦流室への噴射に先立
ち、主燃焼室に噴射して予燃焼させ、その膨張空
気により主燃焼室の空気を渦流室に押込んで渦流
室に充分な空気を満たすように構成し、上記問題
点を解消することを目的とする。 Therefore, the present invention injects only into the swirl chamber in low load ranges, while in medium to high load ranges it is injected into the main combustion chamber for pre-combustion prior to injection into the swirl chamber, and the expanded air is used to inject air in the main combustion chamber. It is an object of the present invention to solve the above-mentioned problems by arranging the device so as to fill the vortex chamber with sufficient air by pushing the air into the vortex chamber.
以下、本考案の実施例を図面にしたがつて説明
する。 Embodiments of the present invention will be described below with reference to the drawings.
第１図において、１はピストン頂部２に形成し
た主燃焼室、３はシリンダヘツド４に形成した渦
流室で、主燃焼室１と噴孔５で結ばれる。 In FIG. 1, 1 is a main combustion chamber formed in the piston top 2, and 3 is a vortex chamber formed in the cylinder head 4, which is connected to the main combustion chamber 1 through a nozzle hole 5.
そして、主燃焼室１と渦流室３にそれぞれ先端
を臨ませ噴射ノズル６，７が取付けられる。 Injection nozzles 6 and 7 are attached with their tips facing the main combustion chamber 1 and the swirl chamber 3, respectively.
本実施例では、渦流室３の噴射ノズル７にスロ
ツトルタイプのものを、主燃焼室１の噴射ノズル
６には霧化を細かくするためホールタイプのもの
を用いている。 In this embodiment, the injection nozzle 7 of the swirl chamber 3 is of a throttle type, and the injection nozzle 6 of the main combustion chamber 1 is of a hole type in order to achieve fine atomization.
なお８は始動用の予熱プラグである。 Note that 8 is a preheating plug for starting.
９は噴射ノズル６，７に別々の送油管１０で燃
料を供給する噴射ポンプであり、この噴射ポンプ
９は燃料タンク１１からの燃料を低負荷域で噴射
ノズル７のみに圧送し、渦流室３に噴射させる一
方、中高負荷域では渦流室３の噴射ノズル７より
先に主燃焼室１の噴射ノズル６に圧送し、渦流室
３に先立つて主燃焼室１に燃料を噴射させるよう
になつている。 Reference numeral 9 denotes an injection pump that supplies fuel to the injection nozzles 6 and 7 through separate oil feed pipes 10. This injection pump 9 pressure-feeds fuel from the fuel tank 11 only to the injection nozzle 7 in a low load range, and the vortex chamber 3 On the other hand, in medium and high load ranges, the fuel is force-fed to the injection nozzle 6 of the main combustion chamber 1 before the injection nozzle 7 of the swirl chamber 3, and the fuel is injected into the main combustion chamber 1 before the swirl chamber 3. There is.
このため、噴射ポンプ９は第２図に示すように
高圧プランジヤポンプ１２のプランジヤ１８とシ
リンダ２５に段部を設け、同軸上に二個の高圧室
１３，１４を形成する。そして各高圧室１３，１
４は流路途中で分岐する吸入ポート１５，１６を
介してポンプハウジングの内部のポンプ室１７に
連通され、プランジヤ１８の往復運動によつて図
示しないフイードポンプからポンプ室１７に吐出
された燃料を吸引し、各分配ポート１９，２０へ
送り出す。 Therefore, as shown in FIG. 2, the injection pump 9 is provided with stepped portions on the plunger 18 and cylinder 25 of the high-pressure plunger pump 12, thereby forming two high-pressure chambers 13 and 14 coaxially. and each hyperbaric chamber 13,1
4 communicates with the pump chamber 17 inside the pump housing through suction ports 15 and 16 that branch in the middle of the flow path, and sucks fuel discharged into the pump chamber 17 from a feed pump (not shown) by the reciprocating movement of the plunger 18. and sends out to each distribution port 19,20.
なお分配ポート１９は渦流室３の噴射ノズル７
に、他方の分配ポート２０は主燃焼室１の噴射ノ
ズル６にそれぞれ接続される。 Note that the distribution port 19 is connected to the injection nozzle 7 of the swirl chamber 3.
In addition, the other distribution ports 20 are respectively connected to the injection nozzles 6 of the main combustion chamber 1 .
一方、エンジン回転に同期して回転しながら所
定のカムリフトだけ往復運動するプランジヤ１８
には、それぞれ高圧室１３，１４に基端が連通す
るとともにその途中を分配ポート１９，２０に連
絡させたスピルポート２１，２２が並列的に形成
され、このスピルポート２１，２２のポンプ室１
７への開口端を被覆するスリーブ２３の位置によ
り、分配ポート１９，２０への燃料吐出量（燃料
噴射量）が決められるようになつている。 On the other hand, the plunger 18 reciprocates by a predetermined cam lift while rotating in synchronization with the engine rotation.
Spill ports 21 and 22 are formed in parallel, the base ends of which communicate with the high pressure chambers 13 and 14, respectively, and the middle of which communicates with the distribution ports 19 and 20, and the pump chamber 1 of these spill ports 21 and 22
The amount of fuel discharged (fuel injection amount) to the distribution ports 19 and 20 is determined by the position of the sleeve 23 that covers the opening end to the distribution ports 19 and 20.
たとえばスリーブ２３をプランジヤ１８に対し
て右方向に相対的に変位させると、スピルポート
２１，２２のポンプ室１７への開口時期が遅くな
つて燃料吐出量が増加し、逆に左方向に変位させ
ると、スピルポート２１，２２の開口時期が早ま
つて燃料吐出量が減少するのである。 For example, if the sleeve 23 is displaced to the right relative to the plunger 18, the opening timing of the spill ports 21 and 22 to the pump chamber 17 will be delayed, increasing the amount of fuel discharged, and conversely, the sleeve 23 will be displaced to the left. As a result, the opening timing of the spill ports 21 and 22 is brought forward, and the amount of fuel discharged decreases.
このスリーブ２３の変位は、図示しないアクセ
ルペダルに連動するリンク機構を介して制御され
る。 Displacement of the sleeve 23 is controlled via a link mechanism that is linked to an accelerator pedal (not shown).
スピルポート２１，２２のうち、主燃焼室１側
の高圧室１４に連通するスピルポート２２は、図
のようにスリーブ２３が低負荷位置にあるとき
は、プランジヤ１８の圧縮開始時でも開口し、エ
ンジン負荷が増加してスリーブ２３が右方へ移動
したときに閉じられ、このときはじめてそのラツ
プ量に応じて高圧室１４の燃料を分配ポート２０
へと圧送する。 Of the spill ports 21 and 22, the spill port 22 that communicates with the high pressure chamber 14 on the main combustion chamber 1 side opens even when the plunger 18 starts compression when the sleeve 23 is in the low load position as shown in the figure. When the engine load increases and the sleeve 23 moves to the right, it is closed, and only then is the fuel in the high pressure chamber 14 distributed to the distribution port 20 according to the amount of wrap.
to be pumped to.
一方、渦流室３側の高圧室１３に連通するスピ
ルポート２１はスリーブ２３が低負荷位置のとき
閉じられ、低負荷域から高負荷域まで燃料を噴射
ノズル７へ圧送するようになつている。 On the other hand, the spill port 21 communicating with the high pressure chamber 13 on the swirl chamber 3 side is closed when the sleeve 23 is in the low load position, and is designed to forcefully feed fuel to the injection nozzle 7 from the low load area to the high load area.
なお、この場合、スピルポート２１の方が他方
のスピルポート２２よりもポンプ室１７への開口
時期が遅れるため、主燃焼室１よりも渦流室３の
方に多量の燃料が噴射される。 In this case, since the spill port 21 opens to the pump chamber 17 later than the other spill port 22, a larger amount of fuel is injected into the swirl chamber 3 than into the main combustion chamber 1.
ただし、スピルポート２１の方には通路途中に
デイフアレンシヤルポート２４が形成され、この
デイフアレンシヤルポート２４はプランジヤ１８
が圧送側に移動を開始する時点では、ポンプ室１
７に開口しており、プランジヤ１８の所定量の移
動によつてポンプ１２の壁面で閉じられるように
なつている。したがつて渦流室３と主燃焼室１の
両方に燃料が噴射される中高負荷時において、デ
イフアレンシヤルポート２４が閉じられるまでの
間だけ渦流室３の噴射ノズル７へ燃料を圧送する
時期が遅れるのである。 However, a differential port 24 is formed in the middle of the passage toward the spill port 21, and this differential port 24 is connected to the plunger 18.
At the point when the pump starts moving to the pumping side, the pump chamber 1
7, and is adapted to be closed by the wall surface of the pump 12 by movement of the plunger 18 by a predetermined amount. Therefore, at medium to high load times when fuel is injected into both the swirl chamber 3 and the main combustion chamber 1, the timing for pumping fuel to the injection nozzle 7 of the swirl chamber 3 is determined only until the differential port 24 is closed. is delayed.
このように構成したため、低負荷域ではスピル
ポート２２は常時ポンプ室１７に解放されている
ため、主燃焼室１の噴射ノズル６には燃料が圧送
されず、第３図Ａに示すように渦流室３の噴射ノ
ズル７からのみ燃料が噴射される。 With this configuration, the spill port 22 is always open to the pump chamber 17 in the low load range, so fuel is not fed under pressure to the injection nozzle 6 of the main combustion chamber 1, and a vortex flow occurs as shown in FIG. 3A. Fuel is injected only from the injection nozzle 7 in the chamber 3.
他方、中高負荷域では、スリーブ２３の右方へ
の変位によつて両方のスピルポート２１，２２が
閉じられる状態となるため、噴射ノズル６，７か
ら渦流室３と主燃焼室１とに燃料が噴射される。 On the other hand, in a medium to high load range, both spill ports 21 and 22 are closed due to the rightward displacement of the sleeve 23, so that fuel flows from the injection nozzles 6 and 7 into the swirl chamber 3 and the main combustion chamber 1. is injected.
このとき、第３図Ｂに示すようにスピルポート
２１の方にデイフアレンシヤルポート２４を設け
て渦流室３の燃料噴射開始時期を遅らせてあるた
め、渦流室３に先立つて主燃焼室１に燃料が噴射
される。 At this time, as shown in FIG. 3B, since the differential port 24 is provided toward the spill port 21 to delay the start timing of fuel injection in the swirl chamber 3, the main combustion chamber 1 Fuel is injected.
この燃料の着火により、主燃焼室１の圧力が急
激に高まり、膨張空気が噴孔５を通つて渦流室３
に押し込まれる。このため渦流室３は充分な空気
で満され、この状態で噴射ノズル９から燃料が噴
射されることになる。 Due to the ignition of this fuel, the pressure in the main combustion chamber 1 increases rapidly, and the expanded air passes through the nozzle hole 5 and flows into the swirl chamber 3.
pushed into. Therefore, the swirl chamber 3 is filled with sufficient air, and in this state fuel is injected from the injection nozzle 9.
したがつて、渦流室３における燃料と空気との
混合（空気利用率）が良好となり、第４図に示す
ようにスモークの発生率が低下し、燃費の向上が
はかれる。 Therefore, the mixing of fuel and air (air utilization rate) in the swirl chamber 3 is improved, and as shown in FIG. 4, the smoke generation rate is reduced, and fuel efficiency is improved.
なお、この場合、各噴射ノズル６，７の噴射量
は運転状態に応じて要求される全噴射量を第５図
に示すように負荷に応じて配分される。 In this case, the injection amount of each injection nozzle 6, 7 is distributed according to the load as shown in FIG. 5, with the total injection amount required depending on the operating state.
以上説明したように、本考案によれば低負荷域
で渦流室のみに燃料を噴射する一方、中高負荷域
では渦流室に先立つて主燃焼室にも燃料を噴射す
るようにしたので、燃焼状態が改善でき、スモー
クの低減と燃費の向上がはかれるという効果があ
る。 As explained above, according to the present invention, fuel is injected only into the swirl chamber in the low load range, while fuel is also injected into the main combustion chamber before the swirl chamber in the medium to high load range, which improves the combustion condition. This has the effect of reducing smoke and improving fuel efficiency.
図面は本考案の実施例を示し、第１図は燃焼室
の縦断面図、第２図は噴射ポンプの要部断面図、
第３図Ａ，Ｂは噴射特性図、第４図はスモーク濃
度特性図、第５図は噴射量の分配特性図である。
１……主燃焼室、３……渦流室、６，７……噴
射ノズル、９……噴射ポンプ、１２……高圧プラ
ンジヤポンプ、１３，１４……高圧室、１７……
ポンプ室、１８……プランジヤ、１９，２０……
分配ポート、２１，２２……スピルポート、２３
……スリーブ、２４……デイフアレンシヤルポー
ト。
The drawings show an embodiment of the present invention, with FIG. 1 being a longitudinal sectional view of the combustion chamber, and FIG. 2 being a sectional view of essential parts of the injection pump.
3A and 3B are injection characteristic diagrams, FIG. 4 is a smoke concentration characteristic diagram, and FIG. 5 is an injection quantity distribution characteristic diagram. 1... Main combustion chamber, 3... Whirlpool chamber, 6, 7... Injection nozzle, 9... Injection pump, 12... High pressure plunger pump, 13, 14... High pressure chamber, 17...
Pump chamber, 18... Plunger, 19, 20...
Distribution port, 21, 22... Spill port, 23
...Sleeve, 24...Differential port.
Claims (1)
た副燃焼室付きデイーゼルエンジンにおいて、主
燃焼室と渦流室にそれぞれ燃料噴射ノズルを設け
る一方、低負荷域で渦流室の燃料噴射ノズルのみ
から燃料を噴射し、中高負荷域ではまず主燃焼室
の燃料噴射ノズルから噴射し、その後さらに渦流
室の燃料噴射ノズルから燃料を噴射させる噴射ポ
ンプを備えたことを特徴とする副燃焼室付きデイ
ーゼルエンジン。 In a diesel engine with an auxiliary combustion chamber that has a vortex chamber that communicates with the main combustion chamber through a nozzle hole, the main combustion chamber and the vortex chamber each have a fuel injection nozzle, while in a low load range only the fuel injection nozzle in the vortex chamber is used. A diesel engine with an auxiliary combustion chamber, characterized in that it is equipped with an injection pump that injects fuel first from a fuel injection nozzle in a main combustion chamber in medium and high load ranges, and then further injects fuel from a fuel injection nozzle in a swirl chamber. engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981048363U JPS6226587Y2 (en) | 1981-04-03 | 1981-04-03 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1981048363U JPS6226587Y2 (en) | 1981-04-03 | 1981-04-03 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS57160924U JPS57160924U (en) | 1982-10-08 |
| JPS6226587Y2 true JPS6226587Y2 (en) | 1987-07-08 |
Family
ID=29845107
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1981048363U Expired JPS6226587Y2 (en) | 1981-04-03 | 1981-04-03 |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS6226587Y2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5982572A (en) * | 1982-11-01 | 1984-05-12 | Nissan Motor Co Ltd | Multistage injection device for distributing type fuel injection pump |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55125316A (en) * | 1979-03-22 | 1980-09-27 | Agency Of Ind Science & Technol | Fuel injection device for diesel engine |
| JPS55146226A (en) * | 1979-05-02 | 1980-11-14 | Nippon Jidosha Kenkyusho | Internal combustion engine |
-
1981
- 1981-04-03 JP JP1981048363U patent/JPS6226587Y2/ja not_active Expired
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS55125316A (en) * | 1979-03-22 | 1980-09-27 | Agency Of Ind Science & Technol | Fuel injection device for diesel engine |
| JPS55146226A (en) * | 1979-05-02 | 1980-11-14 | Nippon Jidosha Kenkyusho | Internal combustion engine |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS57160924U (en) | 1982-10-08 |
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