WO2001012966A1 - Chambre de combustion pour moteur diesel a injection directe - Google Patents

Chambre de combustion pour moteur diesel a injection directe Download PDF

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Publication number
WO2001012966A1
WO2001012966A1 PCT/JP2000/005320 JP0005320W WO0112966A1 WO 2001012966 A1 WO2001012966 A1 WO 2001012966A1 JP 0005320 W JP0005320 W JP 0005320W WO 0112966 A1 WO0112966 A1 WO 0112966A1
Authority
WO
WIPO (PCT)
Prior art keywords
combustion chamber
fuel
diesel engine
diameter
direct injection
Prior art date
Application number
PCT/JP2000/005320
Other languages
English (en)
Japanese (ja)
Inventor
Keiichiro Yuzaki
Michihiko Hara
Katsuhiko Nagakura
Original Assignee
Yanmar Diesel Engine Co., Ltd.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from JP11229202A external-priority patent/JP2001055923A/ja
Priority claimed from JP29659299A external-priority patent/JP2001115843A/ja
Priority claimed from JP29659599A external-priority patent/JP2001115844A/ja
Application filed by Yanmar Diesel Engine Co., Ltd. filed Critical Yanmar Diesel Engine Co., Ltd.
Publication of WO2001012966A1 publication Critical patent/WO2001012966A1/fr

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
    • F02B23/0645—Details related to the fuel injector or the fuel spray
    • F02B23/0648—Means or methods to improve the spray dispersion, evaporation or ignition
    • F02B23/0651—Means or methods to improve the spray dispersion, evaporation or ignition the fuel spray impinging on reflecting surfaces or being specially guided throughout the combustion space
    • 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
    • F02B23/0672—Omega-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 center axis
    • 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
    • F02B23/0678—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets
    • F02B23/0693—Unconventional, complex or non-rotationally symmetrical shapes of the combustion space, e.g. flower like, having special shapes related to the orientation of the fuel spray jets the combustion space consisting of step-wise widened multiple zones of different depth
    • 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

Definitions

  • the present invention relates to a structure of a combustion chamber of a direct injection diesel engine.
  • a direct injection diesel engine capable of sufficiently mixing fuel injected from a fuel injection nozzle with air to generate a substantially uniform air-fuel mixture and performing substantially uniform combustion in the entire combustion chamber. It is an object to provide a combustion chamber of an engine.
  • an annular recessed portion through which fuel is injected from a fuel injection nozzle is provided on a wall of the combustion chamber, and the opening diameter of the opening of the combustion chamber is smaller than the maximum diameter of the annular recessed portion and the combustion chamber is larger than the annular recessed portion.
  • a plurality of annular recesses are provided in the combustion chamber of the direct injection diesel engine of the invention of claim 1.
  • a flat portion is provided between the wall of the combustion chamber below the annular recess and the annular recess. Provided.
  • an annular projection having a chamfered opening in the combustion chamber is provided.
  • the opening diameter of the combustion chamber is set to be smaller than that of the inside of the combustion chamber, and the annular shape is formed on the wall of the combustion chamber within a range where fuel is injected from the fuel injection nozzle.
  • a central projection that has a height that does not collide and that can change the direction of fuel flow so that the fuel that collides with the combustion chamber wall surface and proceeds from the combustion chamber wall surface to the center of the combustion chamber along the bottom of the combustion chamber is directed upward. was provided at the bottom of the combustion chamber.
  • the injection axis of the fuel injected from the fuel injection nozzle is set to be above the wall projection.
  • a concave portion having an annular and smooth surface is provided above the wall projection.
  • the wall projection and the depression are smoothly connected to each other, so that the path of the fuel that collides with the combustion chamber wall is divided into two directions: the cylinder head side and the combustion chamber bottom side.
  • the angle formed by the tangent to the depression in the wall projection and the candy line is 45 to 90 degrees. Was set within the range.
  • a value obtained by dividing the height from the bottom of the combustion chamber to the wall projection by the depth of the combustion chamber is 0.3. It was set in the range from 0.5 to 0.5.
  • the opening diameter of the opening of the combustion chamber, the inner diameter of the combustion chamber, and the maximum diameter of the hollow portion are provided. In order of increasing.
  • the bottom of the combustion chamber and the central projection are connected to each other with a smooth curved surface.
  • the combustion area of fuel in the central part was reduced.
  • the height of the central projection from the bottom of the combustion chamber is higher than the height of the wall projection from the bottom of the combustion chamber.
  • the invention according to claim 18 is characterized in that, in the combustion chamber of the direct injection diesel engine according to the invention according to claim 10, the combustion chamber depth and the screw are set so that the value obtained by dividing the combustion chamber depth by the biston diameter is smaller than 0.2.
  • the size of the ton diameter was set. (Effective effect than conventional technology)
  • sea urchin I indicated by the arrow A have A 2 and A 3 in FIG. 5, narrowed bottom 5 side of the combustion chamber 1 0 0 radially inwardly, and the opening 3 and the annular rather pot
  • the atomized fuel 2 collides with the annular recess 6 so that the particles of the fuel 2 are dispersed even when the cylinder diameter is relatively small. Splitting and evaporation can be promoted. Therefore, the swirl (air flow) generated in the combustion chamber 100 can mix the fuel and air satisfactorily to generate a uniform mixture. Further, as shown in FIG.
  • the air-fuel mixture flows out of the combustion chamber 100 to the squish area 95, and the uniformly mixed fuel 2c burns, and the exhaust smoke
  • the density can be improved.
  • the flow of fuel to the bottom 5 is suppressed in the initial stage of combustion, and the mixing with air is suppressed to suppress the combustion of fuel. Can be suppressed.
  • the depression 6 suppresses the diffusion of the air-fuel mixture to the bottom 5 in the latter stage of the combustion, the highly concentrated fuel does not stay in the bottom 5 and the exhaust smoke concentration is improved.
  • the invention of claim 1 can exert a remarkable effect particularly on the improvement of combustion of an engine having a relatively small cylinder diameter (50 to 150 mm).
  • a plurality of annular concave portions (the annular concave portion 6 and the concave portion 10 and the curved surface 11 in FIG. 8, and the annular concave portion 6 and the second concave portion 15 in FIG. 10) are provided.
  • the traveling direction of the fuel that collides with the wall surface (annular concave portion 6) and flows toward the bottom portion 5 can be directed toward the center of the combustion chamber. Therefore, fuel does not need to stay near the small bottom 5 of the swirl.
  • the central projection 7 the flow of fuel to the center of the combustion chamber where swirl is reduced can be prevented, and the fuel can be mixed well with air in a large swirl region to achieve uniformity. Since a mixture can be generated, good combustion can be performed.
  • the generation of the initial combustion by setting the V have V c and ⁇ so as to satisfy the equation (1), according to claim 1 ⁇ nitrogen oxides than combustion chamber of the invention of claim 3
  • the exhaust smoke concentration can be further reduced. Therefore, good combustion can be performed from the initial combustion period to the later combustion period.
  • each dimension to be dz it is possible to appropriately adjust the flow of the fuel from the inside of the combustion chamber 100 to the squish area 95.
  • fuel 2 mixes well with air in the region of large swirl (the region occupied by the mixture 2c in Fig. 2 (c)) to produce an air-fuel mixture 2c.
  • the opening 3 is formed by an annular projection directed inward in the radial direction, and since the annular projection is chamfered, the air resistance is reduced, and the air flows into the combustion chamber 100 during the compression stroke. Can easily flow in, and fuel and air can be mixed well. Therefore, good combustion can be obtained.
  • a height h 3 of the central projection portion 7 as shown in Figure 1 is set higher than the height h 2 of the annular Kubo body section 6, the combustion chamber along the bottom 5 1 0 0
  • the direction of travel of the fuel traveling radially inward can be directed to the upper part of the combustion chamber, so that the combustion and the air can be easily mixed and good combustion can be performed.
  • the wall surface projection 21 on the wall surface 9 as shown in FIG. 11, good combustion can be obtained during the entire combustion period.
  • the kinetic energy of the injected fuel 2 itself causes the fuel 2 to be divided and spread into the bottom 5 side and the upper side (opening 3 side). Mixing can be promoted.
  • the central projection 7 By providing the central projection 7, the swirl can promote the mixing of fuel and air even in the later stage of combustion.
  • the angle ⁇ formed by the tangent of the annular recess 6 and the vertical line in the wall projection 21 shown in FIG. 11 is set in the range of 45 ° to 9 °.
  • the opening diameter of the opening 3 of the combustion chamber 300 is set to ( ⁇ , the maximum diameter of the annular recess 6 is d 2 ,
  • diameter (inner diameter of the wall 9) and d 3 since the set each size so as to satisfy dd 3 ⁇ d 2 the relationship can be fuel and air to perform good combustion are well mixed, the exhaust Color is good.
  • the bottom 5 and the central projection 7 are slid.
  • the connection by the kana curved surface 8 reduces the combustion area of the fuel in the center of the combustion chamber where the air flow due to swirl is relatively small, and the air flow due to the swirl mixes fuel and air in the periphery of the combustion chamber where the air flow is relatively large. The combustion is promoted, so that good combustion can be performed and the exhaust color is also improved.
  • the combustion chamber depth H is shallow, the air in the entire combustion chamber can be used for combustion.
  • the H / D is 0.2, the fuel and air are mixed well, the combustion is improved, and the exhaust color is also improved.
  • FIG. 1 is a schematic sectional view of a combustion chamber of a direct injection diesel engine according to the first, third and ninth aspects of the present invention.
  • Figure 2 relates to claims 1 to 9.
  • A is a schematic sectional view of the combustion chamber immediately before the fuel collides with the annular recess.
  • (B) is a schematic cross-sectional view showing a state in which the fuel colliding with the annular hollow part is spreading into the combustion chamber.
  • (C) is a schematic sectional view showing a state in which the finely divided fuel has spread into the fuel chamber.
  • FIG. 3 is a schematic cross-sectional view of the combustion chamber showing the total compression volume when the piston reaches the top dead center.
  • FIG. 4 is a schematic sectional view showing a region below the central axis of the fuel to be injected in FIG.
  • FIG. 5 is a schematic cross-sectional view comparing the shape of a conventional combustion chamber with the shape of the combustion chamber according to the first aspect of the present invention.
  • FIG. 6 shows the relationship between the ratio of the volume shown in FIG. 4 to the volume shown in FIG. 3 and the fuel injection angle in the conventional combustion chamber and the combustion chamber according to the first aspect of the present invention.
  • FIG. 7 is a graph showing the relationship between the depth of the combustion chamber, the distance from the bottom of the annular recess, and the exhaust smoke concentration.
  • FIG. 8 is a schematic sectional view of a combustion chamber of a direct injection diesel engine according to the second aspect of the present invention.
  • FIG. 9 relates to a combustion chamber according to the second aspect of the present invention.
  • A is a schematic sectional view of the combustion chamber immediately before the fuel collides with the annular recess.
  • B is a schematic cross-sectional view showing a state in which the fuel colliding with the annular hollow part is being spread into the combustion chamber.
  • C is a schematic sectional view showing a state in which the finely divided fuel has spread into the fuel chamber.
  • FIG. 10 is a schematic sectional view of a combustion chamber of another direct injection diesel engine according to the second aspect of the present invention.
  • FIG. 11 is a schematic sectional view showing a combustion chamber of a direct injection diesel engine to which the invention of claim 10 is applied.
  • FIG. 12 relates to a combustion chamber of a direct injection diesel engine according to the tenth aspect of the present invention.
  • A is a schematic sectional view showing a combustion chamber structure of a direct injection type diesel engine until fuel injected from a fuel injection nozzle collides with a wall surface.
  • B is a schematic cross-sectional view of the combustion chamber showing a state in which fuel is separated at the protrusion.
  • C is a schematic sectional view of the combustion chamber in which the paths of the separated fuels are indicated by arrows.
  • FIG. 13 is a schematic cross-sectional view of the combustion chamber of the direct injection diesel engine according to the tenth aspect of the present invention, showing another shape of the wall surface projection.
  • FIG. 1 is a schematic cross-sectional view of a combustion chamber 100 of a direct injection diesel engine in which the inventions of claims 1, 3 to 9 are implemented.
  • the combustion chamber 100 is formed on the top surface (upper end surface) 90 a of the piston 90.
  • the wall 9 of the combustion chamber 1 0 the maximum diameter is provided with a circular recess 6 of d 2.
  • Between the annular recess portion 6 and the wall 9 is provided with a flat portion 4 of a width d 4.
  • the opening 3 of the combustion chamber 100 is chamfered. This chamfer may be formed with a slope, but a rounded shape is more preferable than a slope.
  • Bottom 5 to a height h 3 Ru Oh provided with a central protrusion 7 of the diameter d 5.
  • the central projection 7 and the bottom 5 are connected by a smooth curved surface 8.
  • Fuel 2 is injected from the fuel injection nozzle 1, and the injection angle ⁇ is set so that the fuel 2 collides with the annular recess 6.
  • the diameter d 3 of the wall surface 9 and the maximum diameter d 2 of the annular recess 6 have a relationship d 3 ⁇ d ⁇ d 2 .
  • the fuel 2 is injected from the fuel injection nozzle 1 toward the annular recess 6.
  • the fuel 2 that has collided with the annular recess 6 is atomized into fuel 2b by the collision.
  • FIG. 2 (c) the finely divided fuel 2b spreads in the combustion chamber 100, and is confused with air by swirl (air flow) to generate a mixture 2c. .
  • the total volume formed by the piston 90 and the cylinder 91 when the piston 90 reaches the top dead center is defined as the total compression volume Vc , as shown in FIG.
  • Vc the total compression volume
  • the volume of the area below the center axis 2a of fuel 2 injected from the fuel injection nozzle 1 (bottom 5 side) is the volume and the injection angle of the fuel 2 is ⁇
  • the following equation (1) is obtained.
  • FIG. 5 is a schematic cross-sectional view comparing a cross section of a conventional combustion chamber indicated by a broken line with a cross section of a combustion chamber 100 of the present invention (invention of claim 1, claim 3 to claim 8) indicated by a solid line. It is. Combustion chamber 1 0 0, compared with the conventional combustion chamber widened openings 3 as indicated by an arrow A toward the outside radius direction, narrowing to the wall 9 radially inward as indicated by arrow A 2, and expanding the annular recessed portion 6 radially outward as further shown by the arrow a 3.
  • FIG. 6 is a graph showing the relationship between the fuel injection angle ⁇ ⁇ ⁇ ⁇ and the volume ratio VL / Vc in the conventional combustion chamber and the combustion chamber 100 of the present invention.
  • the graph of combustion chamber 100 is lower than that of the conventional combustion chamber. And the graph of the combustion chamber 100 is represented by equation (1). Therefore, the above equation (1) shows a hatched portion in FIG. 6, and good combustion can be performed by setting V c , VL and ⁇ within the range of the hatched portion.
  • the depth of the combustion chamber 100 is defined as H, and the annular recess is formed from the bottom 5.
  • FIG. 7 is a graph showing the relationship between h 2 ZH and the exhaust smoke density relative value (S d) (degree). As shown in FIG. 7, if the general value of h 2 ZH is 0.1 Power et 0.5 of within range (the range satisfying formula (2)), the relative value of the exhaust smoke density is zero. 8 or less.
  • Combustion chamber opening diameter d 25 to 77 [mm]
  • Diameter d 5 of central projection 7 9 to 27 [mm]
  • V L 2,200 ⁇ : 100,000 [mm 3 ]
  • FIG. 8 is a schematic sectional view of a combustion chamber 200 of a direct injection diesel engine according to the second aspect of the present invention.
  • the same components as those of the combustion chamber 100 of FIG. 1 are denoted by the same reference numerals.
  • An annular protrusion 12 is formed between the annular concave portion 6 and the concave portion 10.
  • a curved surface 11 is formed between the wall surface 9 and the concave portion 10.
  • Fuel 2 is injected from the fuel injection nozzle 1, and the injection angle ⁇ is set so that the fuel 2 collides with the annular recess 6.
  • d 3 ⁇ dd 2 between the opening diameter d of the opening 3 d the diameter d 3 of the wall surface 9 and the maximum diameter d 2 of the annular recess 6.
  • the fuel 2 is injected from the fuel injection nozzle 1 toward the annular recess 6.
  • the fuel 2 that has collided with the annular recess 6 is atomized into fuel 2b by the collision.
  • the finely divided fuel 2b spreads in the combustion chamber 100, and is mixed with air by swirl (air flow) to generate an air-fuel mixture 2c. .
  • FIG. 10 is a schematic sectional view of another combustion chamber 201 according to the second aspect of the present invention.
  • the configuration of the combustion chamber 201 in FIG. 10 is such that a second recess 15 is provided in place of the concave portion 10 and the curved surface 11 in the combustion chamber 200 shown in FIG. Only the point that an annular projection 20 is formed between the second concave portions 15 is different from the configuration of the combustion chamber 200 in FIG.
  • the fuel flowing downward from the annular recess 6 (bottom 5 side) changes its traveling direction from the bottom 5 direction to the central projection 7 at the second recess 15. Therefore, the fuel does not reach the bottom 5 where the swirl (air flow) is small, and mixes well with air in the region where the swirl is large (the region corresponding to the region occupied by the mixture 2c in FIG. 9 (c)). To form a mixture, and the mixture spreads over the entire compressed volume (the area corresponding to this in Fig. 3). Burn.
  • Fig. 8 shows a combustion chamber with two annular recesses 6 and a second recess 15 in Fig. 10
  • Fig. 10 shows a combustion chamber with two annular recesses and a second recess 15 respectively. Three or more recesses may be provided.
  • Combustion chamber opening diameter d 25 to 77 [mm]
  • Diameter d 5 of central projection 7 9 to 2 7 [mm]
  • FIG. 11 is a schematic cross-sectional view of a combustion chamber 300 of a direct injection diesel engine according to the invention of claims 10 to 18. In FIG. 11, only characteristic portions of the combustion chamber 300 according to the tenth to eighteenth aspects are shown.
  • the annular wall surface 9 of the combustion chamber 300 is provided with an annular wall surface projection 21.
  • An annular recess 6 is provided above the wall projection 21, and the wall projection 21 and the annular recess 6 are smoothly connected.
  • An opening 3 is provided at the upper end of the wall surface 9. The opening diameter of the opening 3 is set to be smaller than the diameter d 3 of the wall surface 9 (the inner diameter of the combustion chamber 300).
  • a central projection 7 is provided on the bottom 5 of the combustion chamber 300.
  • Central protrusion 7 is raised in the center of the combustion chamber 3 00, a height h 3, the height h 4 of the wall projections 2 1 And does not collide with the fuel 2 injected from the fuel injection nozzle 1.
  • the size of the diameter d 5 so that the fuel 2 which is the fuel injection nozzle 1 forces et injection does not collide with the central projection portion 7 is set. Further, the central projection 7 and the bottom 5 are connected by a smooth curved surface 8.
  • the fuel 2 injected from the fuel injection nozzle 1 collides with the wall 9 while spreading in the form of a mist, but as shown by a dashed line in FIG.
  • the injection direction of the fuel injection nozzle 1 is set so that the injection center axis 2 a of the fuel 2 is located above the wall projection 21.
  • the fuel 2 colliding with the wall 9 is separated into two paths by the wall projection 21 as shown in FIG. 12 (b), one of which is upward along the annular recess 6 (opening 3). Side), the other along the wall 9 and the bottom 5 towards the center of the combustion chamber 300.
  • wall projections 22 and 23 shown in FIG. 13 may be provided instead of the wall projection 21 in FIG. 11, wall projections 22 and 23 shown in FIG. 13 may be provided. At this time, by setting the angle theta 2 formed by the straight line and the vertical line connecting the wall surface protrusion 22 and 23 within the range of 45 to 90 degrees, the fuel and air are engaged satisfactorily mixed perform good combustion The exhaust color can be good.
  • the fuel and air are well mixed and good combustion can be performed, and the exhaust color is also good.
  • the height h 3 of the central projection portion 7 is greater than the height h 4 of the wall surface protrusion 21, the fuel proceeds toward the center along the bottom 5 may proceed to further center from the central protrusion 7 Therefore, the traveling direction can be changed upward, and the fuel can be prevented from traveling to the central region of the combustion chamber where the air flow is relatively small.
  • the diameter of the opening 3 is d 2
  • the maximum diameter of the annular recess 6 is d 2
  • the internal diameter of the combustion chamber 300 (the diameter of the wall 9) is d 3 .
  • the depth H of the combustion chamber 300 and the piston diameter D are set so as to satisfy the relationship of HZ D ⁇ 0.2.
  • the fuel and the air are mixed well, and good combustion can be performed, and the exhaust color also becomes good.
  • Combustion chamber opening diameter d 21 to 64 [mm]
  • Diameter of central projection 7 d ⁇ 8 to 24 [mm]
  • Combustion chamber depth H 7 to 24 [mm]
  • the height h of the central projection portion 7 3 3 ⁇ 1 0 [mm ]
  • the value of the angle ⁇ 2 can adopt a numerical value in the following range.
  • the present invention can be generally applied to a combustion chamber of a reentrant direct injection diesel engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Dispersion Chemistry (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

Cette invention concerne une chambre de combustion (100) pour moteur diesel à injection directe conçue pour que le mélange de carburant (2) fourni par un injecteur (1), et d'air, se consume de façon sensiblement uniforme dans la totalité de ladite chambre de combustion. Cette chambre de combustion présente dans la surface (9) de sa paroi un renfoncement annulaire (6) contre lequel le carburant (2) est injecté par l'injecteur (1). Le diamètre (d1) du col (3) de la chambre est inférieur au diamètre maximum (d2) du renfoncement annulaire (6) et supérieur au diamètre (d3) de la chambre de combustion près de son fonds (5). Sur ce fond (5), la chambre présente une partie centrale saillante (7) dont la hauteur (h3) et le diamètre (d5) empêchent le carburant (2) provenant de l'injecteur (1) de venir frapper le fond. On trouve un méplat (4) entre la surface (9) de la paroi de la chambre de combustion et le bas du renfoncement annulaire (6).Le col (3) de la chambre de combustion présente une saillie annulaire biseautée.
PCT/JP2000/005320 1999-08-13 2000-08-09 Chambre de combustion pour moteur diesel a injection directe WO2001012966A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP11229202A JP2001055923A (ja) 1999-08-13 1999-08-13 直接噴射式ディーゼル機関の燃焼室構造
JP11/229202 1999-08-13
JP29659299A JP2001115843A (ja) 1999-10-19 1999-10-19 直接噴射式ディーゼル機関の燃焼室
JP11/296595 1999-10-19
JP29659599A JP2001115844A (ja) 1999-10-19 1999-10-19 直接噴射式ディーゼル機関の燃焼室
JP11/296592 1999-10-19

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WO2001012966A1 true WO2001012966A1 (fr) 2001-02-22

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PCT/JP2000/005320 WO2001012966A1 (fr) 1999-08-13 2000-08-09 Chambre de combustion pour moteur diesel a injection directe

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WO (1) WO2001012966A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
US20180100466A1 (en) * 2016-10-11 2018-04-12 Caterpillar Inc. Combustion bowl of a piston for an engine

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104632353B (zh) * 2014-12-26 2018-06-05 江苏大学 一种直喷式柴油机碰撞喷雾扩散燃烧系统

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JPS56106024A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS56106023A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS56106022A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS62291424A (ja) * 1986-06-12 1987-12-18 Mitsubishi Motors Corp 層状燃焼エンジン
JPS62291425A (ja) * 1986-06-12 1987-12-18 Mitsubishi Motors Corp 層状燃焼エンジン
JPH05106443A (ja) * 1991-10-15 1993-04-27 Yanmar Diesel Engine Co Ltd 内燃機関の燃焼室
JPH1136868A (ja) * 1997-07-23 1999-02-09 Mazda Motor Corp 直噴式ディーゼルエンジンの燃焼室構造

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JPS56106024A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS56106023A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS56106022A (en) * 1980-01-26 1981-08-24 Hino Motors Ltd Combustion chamber for direct-injection type diesel engine
JPS62291424A (ja) * 1986-06-12 1987-12-18 Mitsubishi Motors Corp 層状燃焼エンジン
JPS62291425A (ja) * 1986-06-12 1987-12-18 Mitsubishi Motors Corp 層状燃焼エンジン
JPH05106443A (ja) * 1991-10-15 1993-04-27 Yanmar Diesel Engine Co Ltd 内燃機関の燃焼室
JPH1136868A (ja) * 1997-07-23 1999-02-09 Mazda Motor Corp 直噴式ディーゼルエンジンの燃焼室構造

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Publication number Priority date Publication date Assignee Title
US20180100466A1 (en) * 2016-10-11 2018-04-12 Caterpillar Inc. Combustion bowl of a piston for an engine
CN107917014A (zh) * 2016-10-11 2018-04-17 卡特彼勒公司 用于发动机的活塞的燃烧碗
US10113503B2 (en) * 2016-10-11 2018-10-30 Caterpillar Inc. Combustion bowl of a piston for an engine
CN107917014B (zh) * 2016-10-11 2021-07-06 卡特彼勒公司 用于发动机的活塞的燃烧碗

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