WO2006072983A1 - 筒内噴射型火花点火式内燃機関 - Google Patents
筒内噴射型火花点火式内燃機関 Download PDFInfo
- Publication number
- WO2006072983A1 WO2006072983A1 PCT/JP2005/000071 JP2005000071W WO2006072983A1 WO 2006072983 A1 WO2006072983 A1 WO 2006072983A1 JP 2005000071 W JP2005000071 W JP 2005000071W WO 2006072983 A1 WO2006072983 A1 WO 2006072983A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- combustion engine
- internal combustion
- cylinder injection
- injector
- fuel
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 84
- 238000002347 injection Methods 0.000 title claims abstract description 58
- 239000007924 injection Substances 0.000 title claims abstract description 58
- 239000000446 fuel Substances 0.000 claims abstract description 87
- 239000007921 spray Substances 0.000 abstract description 36
- 239000000203 mixture Substances 0.000 abstract description 30
- 238000000034 method Methods 0.000 description 11
- 238000009834 vaporization Methods 0.000 description 5
- 230000008016 vaporization Effects 0.000 description 5
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000009792 diffusion process Methods 0.000 description 2
- 230000000644 propagated effect Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/101—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on or close to the cylinder centre axis, e.g. with mixture formation using spray guided concepts
-
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
- F02F3/00—Pistons
-
- 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
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B2023/102—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the spark plug being placed offset the cylinder centre axis
-
- 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 direct injection spark-ignition internal combustion engine, and more particularly to a method of forming an air-fuel mixture.
- the injector In a direct-injection spark-ignition internal combustion engine that injects fuel directly into the combustion chamber, the injector is disposed at the central portion of the upper wall of the combustion chamber, and the spark plug is disposed in the fuel injection region or fuel injection region.
- a technique known as a so-called spray guide system is known which is disposed near the region, and direct combustion is performed on the fuel spray injected by the injector and the fuel vapor is directly vaporized to perform stratified combustion.
- the fuel spray travels away from the spark plug, and the flame after ignition by the spark plug propagates to follow the fuel spray and diffuses into the combustion chamber. Combustion will be relatively slow. As described above, if the combustion is slow, the allowable limit of the EGR gas introduction amount becomes low, and it becomes difficult to reduce NOx.
- the injection period is short because the amount of fuel injection is small.
- the ignition timing is limited to a short period. Therefore, at low load, there is a problem that the stable combustion region narrows and the combustion stability is lacking.
- the present invention has been made to solve such a problem, and the object of the present invention is to improve the stability of stratified combustion sufficiently and reduce the generation of NOx and HC. It is an object of the present invention to provide a cylinder injection type spark ignition internal combustion engine.
- a combustion chamber formed by a cylinder head lower surface, a cylinder and a piston upper surface, and a top surface of the screw A cavity having a bottom surface inclined downward toward the other edge, and a wall surface inclined upward at the periphery of the bottom surface;
- the fuel injection area which is provided on the edge side of the fuel injection valve, is provided on the other edge side of the lower surface of the cylinder head and the injector for injecting fuel directly into the combustion chamber.
- a spark plug located in the vicinity of the fuel injection region.
- the fuel injected from the injector passes through the vicinity of the electrode portion of the spark plug and enters the cavity, but after being guided to the spark plug side wall surface by the inclination of the bottom surface of the cavity, the relevant wall surface Is rolled up upwards and collected again around the electrode part.
- the fuel injected from the injector is present in the vicinity of the spark plug as an air-fuel mixture in which vaporization has progressed not only during fuel injection but also after fuel injection, and hence an ignition timing at which stratified combustion is established. Since the range is greatly expanded, the stability of combustion can be improved even when the fuel injection amount is small and the fuel injection period is short in a low load state.
- the flame propagates following the fuel spray, and the tip of the fuel spray is directed to the flame as a mixture that is rolled up by the cavity and the vaporization proceeds. Because the combustion becomes steep, the allowable limit of the EGR gas introduction amount can be increased, and a large amount of EGR gas can be introduced to reduce NOx.
- combustion occurs near the top dead center, so thermal efficiency is improved and torque is effectively reduced. Can be generated.
- the injector is directed to inject the fuel to the electrode portion side of the spark plug and the cavity, and the fuel to be injected is further directed to the spark plug side. It should be configured to bias.
- the injector may be configured such that fuel injected as well as the injector is guided to the cavity and supplied to the spark plug.
- the fuel power injected from the injector passes easily in the vicinity of the electrode portion of the spark plug, and it is easily guided around the electrode portion of the spark plug by the cavity, so that the air-fuel mixture is good. It is guided around the electrode part of.
- the fuel-air mixture tends to move toward the flame after fuel injection, and the fuel injected from the injector is biased to the spark plug side, the fuel-air mixture is excessive, particularly at low load. The diffusion can be prevented to suppress the generation of unburned HC.
- the injector is provided substantially in the center of the lower surface of the cylinder head forming the combustion chamber, and the spark plug is provided in the approximate center of the lower surface of the cylinder head adjacent to the injector. Preferred to be.
- a central portion of the bottom surface be formed with a convex portion raised toward the one edge portion than the surrounding portion.
- a convex portion is provided from the central portion of the bottom surface of the cavity toward the disposition side of the injector, and a sloped wall surface is formed on the periphery of the bottom surface, so that the fuel spray is concerned. It is rolled up as a mixture obliquely along the wall surface in a state of being brought close to the periphery of the bottom by the part, and hence the central portion of the mixture! In this way, it is possible to suppress the concentration of air-fuel mixture in the vicinity of the electrode portion of the spark plug and to prevent smoldering of the electrode portion.
- the convex portion is formed such that a concave portion of the bottom surface other than the convex portion has a substantially U shape in a top view.
- the shape of the mixture that can be wound up by the cavity can be optimized, and the stability of stratified combustion can be sufficiently improved while preventing smoldering of the electrode portion.
- the cavity preferably has an opening area narrowed toward the spark plug.
- the fuel can be more easily guided around the electrode portion of the spark plug, and the air-fuel mixture can be more favorably guided around the electrode portion of the spark plug.
- FIG. 1 is a longitudinal sectional view of a combustion chamber of a direct injection spark-ignition internal combustion engine according to the present invention
- FIG. 2 A sectional view taken along the line A--A in Fig. 1,
- FIG. 3 The top view top view of the piston of FIG. 1,
- FIG. 4 A sectional view of a combustion chamber showing a fuel spray state during fuel injection of a direct injection spark-ignition internal combustion engine according to the present invention.
- FIG. 5 A sectional view taken along the line B--B in FIG.
- FIG. 6 is a cross-sectional view of a combustion chamber showing a state of mixture of the fuel after fuel injection in the direct injection spark-ignition internal combustion engine according to the present invention
- FIG. 7 is a cross-sectional view taken along the line CC in FIG.
- FIG. 1 a longitudinal cross-sectional view of a combustion chamber of a direct injection spark-ignition internal combustion engine according to the present invention is shown.
- FIG. 2 a cross-sectional view taken along line AA of FIG. Is shown, and referring to FIG. 3, a top plan view of the piston of FIG. 1 is shown.
- FIGS. 1 to 3 description will be made based on FIGS. 1 to 3.
- the combustion chamber 1 has a cylindrical cylinder 4 formed in a cylinder block 2 and a top surface of a piston 6 inserted in the cylinder 4 so as to be slidable up and down. And the lower surface of the cylinder head 8 mounted on the cylinder block 2.
- the lower surface of the cylinder head 8 forming the upper wall of the combustion chamber 1 has a so-called pent-roof shape which is oriented in a manner to be inclined with two slopes 10a, 10b force S at an obtuse angle.
- an injector 12 is provided on one slope 10a, and an ignition plug 14 is provided on the other slope 10b.
- the injector 12 injects fuel to the side of the electrode portion 14 a of the spark plug 14 slightly in the downward direction. It is arranged to be oriented. Further, the injector 12 is configured such that the fuel injected from the injector 12 is biased toward the spark plug 14 side.
- the spark plug 14 is also directed to discharge to the side of the indicator 12 slightly more than just below.
- the spark plug 14 is disposed so that the electrode portion 14 a is located in or near the injection region of the fuel injected from the injector 12, that is, the fuel spray 15.
- two intake valves 16a and 16b are provided on both sides of the injector 12 on one of the slopes 10a, and on the other side of the slope 10b are located on both sides of the spark plug 14.
- Two exhaust valves 18a, 18b are provided respectively!
- the intake valves 16 a and 16 b and the exhaust valves 18 a and 18 b are communicated with the combustion chamber 1 by communicating with the intake port 20 and the exhaust port 22 formed in the cylinder head 8 respectively by sliding up and down. It is configured to shut off.
- a plane including the tip of the injector 12 and the tip of the spark plug 14 is referred to as a plane P, and the slope 10a side provided with the injector 12 and the intake valves 16a and 16b is the intake side, the spark plug The side of the slope 10b on which the valve 14 and the exhaust valves 18a and 18b are provided is described as the exhaust side.
- Cavities 30 are formed on the top surface of the piston 6 forming the bottom of the combustion chamber 1.
- the cavity 30 has a concave shape composed of a bottom surface 32 and a wall surface 34.
- the bottom surface 32 of the cavity 30 is inclined downward toward the exhaust side as a whole.
- the bottom surface 32 is formed with a convex portion 32a which extends from the central portion of the bottom surface 32 to the wall surface 34 on the intake side along the plane P and protrudes from the periphery.
- the recess 32 b is formed so as to surround the protrusion 32 a, and the recess 32 b has a substantially U shape in top view.
- the cavity 30 is closer to the plane P as the peripheral edge goes to the exhaust side, that is, it becomes narrower as it goes to the opening side force exhaust side.
- the wall surface 34 of the cavity 30 is shaped so as to be smoothly inclined upward from the periphery of the bottom surface 32.
- FIG. 4 a fuel spray state during fuel injection of the in-cylinder injection spark ignition internal combustion engine according to the present invention is shown in a cross-sectional view of a combustion chamber, and referring to FIG. A cross-sectional view taken along the line B is shown.
- FIG. 6 the fuel-air mixture state after fuel injection of the in-cylinder injection spark ignition internal combustion engine according to the present invention is the same as FIG. It is shown in a cross-sectional view, and a cross-sectional view taken along the line CC of FIG. 6 is shown with reference to FIG. 7 and will be described based on FIGS. 4 to 7 below.
- the shape of the fuel spray 15 formed by the fuel injection from the injector 12 is preferably, for example, a hollow cone, but is not limited to this.
- the fuel spray 15 entering the cavity 30 is a cavity.
- the fuel spray 15 is guided along the shape of the bottom 32 and guided upward along the wall 34 with a force toward the wall 34 on the exhaust side, along with the guidance. Vaporization proceeds and leaves the inside of the cavity 30 as a mixture 15a.
- the mixture 15a that has left the cavity 30 rolls up so as to surround the electrode portion 14a of the spark plug 14.
- relatively dense mixture gas exists around the electrode portion 14a.
- the spray guide system ignition is performed in the second half of fuel injection.
- the rear end side force of the fuel spray 15 also propagates as the flame follows the fuel spray 15, while the tip end side of the combustion spray 15 is guided by the cavity 30 and becomes the mixture 15a. As it gathers again, it will collide with the flame that the mixture 15a has propagated, and the combustion will be sharp.
- the fuel spray 15 is biased to the spark plug 14 side here, so especially at low load! Diffusion can be prevented and generation of unburned HC can be suppressed.
- the mixture 15a of the electrode portion 14a does not become excessively concentrated based on the above-described action of the convex portion 32a formed on the bottom surface 32 of the cavity 30, so the smoldering of the electrode portion 14a occurs. It is possible to avoid.
- the ignition timing can be performed even after fuel injection, which occurs only during fuel injection, for example, a spray guide method and a full guide method It is possible to perform ignition in the wall guide system when ignition is performed twice or when a misfire in the spray guide system is detected and the misfire is detected.
- the stable combustion area is expanded. For example, even in the case where the internal combustion engine has a low load and the fuel injection amount is small and the fuel injection period is short, the stability of stratified combustion can be improved.
- the recess 32 b of the cavity 30 has a substantially U shape in a top view, and directs the fuel spray 15 to the side of the force spark plug 14, and the air-fuel mixture is not rich at the central portion.
- the shape may be any shape as long as the mixture 15a can be dispersed.
- the shape of the upper wall of the combustion chamber 1 may be an upper wall other than the shape which is not limited to the shape of a pentroof.
- the top surface of the piston 6 is not limited to a flat force, for example, but the piston 6 conforms to the pentroof shape of the upper wall of the combustion chamber 1, for example.
- the periphery of 6 may be configured by a conical tapered surface or the like.
- the intake valves 16a and 16b are provided on both sides of the injector 12, and the exhaust manifolds 18a and 18b are provided on both sides of the ignition plug 14.
- the intake valves 16a and 16b may be provided on one side of the plane P, and the exhaust valves 18a and 18b may be provided on the other side.
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020077015338A KR100941193B1 (ko) | 2005-01-06 | 2005-01-06 | 통내 분사형 불꽃 점화식 내연기관 |
CN2005800460042A CN101099031B (zh) | 2005-01-06 | 2005-01-06 | 缸内喷射型火花点火式内燃机 |
US11/794,729 US7690348B2 (en) | 2005-01-06 | 2005-01-06 | Direct-injection spark-ignition internal combustion engine |
EP05703339.1A EP1837504B1 (en) | 2005-01-06 | 2005-01-06 | Cylinder injection spark ignition type internal combustion engine |
JP2006550560A JP4539879B2 (ja) | 2005-01-06 | 2005-01-06 | 筒内噴射型火花点火式内燃機関 |
PCT/JP2005/000071 WO2006072983A1 (ja) | 2005-01-06 | 2005-01-06 | 筒内噴射型火花点火式内燃機関 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2005/000071 WO2006072983A1 (ja) | 2005-01-06 | 2005-01-06 | 筒内噴射型火花点火式内燃機関 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006072983A1 true WO2006072983A1 (ja) | 2006-07-13 |
Family
ID=36647471
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/000071 WO2006072983A1 (ja) | 2005-01-06 | 2005-01-06 | 筒内噴射型火花点火式内燃機関 |
Country Status (6)
Country | Link |
---|---|
US (1) | US7690348B2 (ja) |
EP (1) | EP1837504B1 (ja) |
JP (1) | JP4539879B2 (ja) |
KR (1) | KR100941193B1 (ja) |
CN (1) | CN101099031B (ja) |
WO (1) | WO2006072983A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016103735A1 (ja) * | 2014-12-25 | 2016-06-30 | マツダ株式会社 | 直噴エンジンの燃焼室構造 |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4941664B2 (ja) * | 2007-09-27 | 2012-05-30 | 三菱自動車工業株式会社 | 筒内噴射型内燃機関 |
KR100979243B1 (ko) * | 2008-04-29 | 2010-08-31 | 주식회사 하이닉스반도체 | 반도체 소자 및 그의 제조방법 |
JP5549083B2 (ja) * | 2009-02-04 | 2014-07-16 | 日産自動車株式会社 | 筒内直接噴射式内燃機関のピストン |
US20110277718A1 (en) * | 2010-05-17 | 2011-11-17 | Gm Global Technology Operations, Inc. | Engine including valve geometry relative to bore size |
JP6044712B2 (ja) * | 2013-06-20 | 2016-12-14 | トヨタ自動車株式会社 | 圧縮着火式内燃機関 |
EP3012433A4 (en) * | 2013-06-20 | 2016-06-29 | Toyota Motor Co Ltd | COMBUSTION ENGINE WITH COMPRESSION IGNITION |
JP6056775B2 (ja) * | 2014-01-22 | 2017-01-11 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP6432788B2 (ja) | 2015-07-29 | 2018-12-05 | マツダ株式会社 | エンジンの燃焼室構造 |
JP6337877B2 (ja) * | 2015-12-10 | 2018-06-06 | マツダ株式会社 | 内燃機関の燃焼室構造 |
JP2018003752A (ja) * | 2016-07-05 | 2018-01-11 | トヨタ自動車株式会社 | 内燃機関 |
JP6565999B2 (ja) * | 2017-06-02 | 2019-08-28 | マツダ株式会社 | エンジン |
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2005
- 2005-01-06 KR KR1020077015338A patent/KR100941193B1/ko active IP Right Grant
- 2005-01-06 EP EP05703339.1A patent/EP1837504B1/en active Active
- 2005-01-06 CN CN2005800460042A patent/CN101099031B/zh active Active
- 2005-01-06 US US11/794,729 patent/US7690348B2/en active Active
- 2005-01-06 WO PCT/JP2005/000071 patent/WO2006072983A1/ja active Application Filing
- 2005-01-06 JP JP2006550560A patent/JP4539879B2/ja not_active Expired - Fee Related
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Non-Patent Citations (1)
Title |
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See also references of EP1837504A4 * |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2016103735A1 (ja) * | 2014-12-25 | 2016-06-30 | マツダ株式会社 | 直噴エンジンの燃焼室構造 |
US10156182B2 (en) | 2014-12-25 | 2018-12-18 | Mazda Motor Corporation | Combustion chamber structure for direct injection engine |
Also Published As
Publication number | Publication date |
---|---|
CN101099031A (zh) | 2008-01-02 |
US7690348B2 (en) | 2010-04-06 |
JP4539879B2 (ja) | 2010-09-08 |
EP1837504A4 (en) | 2011-06-15 |
KR20070086929A (ko) | 2007-08-27 |
JPWO2006072983A1 (ja) | 2008-08-07 |
EP1837504A1 (en) | 2007-09-26 |
EP1837504B1 (en) | 2013-07-24 |
CN101099031B (zh) | 2010-08-18 |
US20080022967A1 (en) | 2008-01-31 |
KR100941193B1 (ko) | 2010-02-10 |
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