WO2014196423A1 - Structure de chambre de combustion d'un moteur diesel à injection directe - Google Patents

Structure de chambre de combustion d'un moteur diesel à injection directe Download PDF

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Publication number
WO2014196423A1
WO2014196423A1 PCT/JP2014/064056 JP2014064056W WO2014196423A1 WO 2014196423 A1 WO2014196423 A1 WO 2014196423A1 JP 2014064056 W JP2014064056 W JP 2014064056W WO 2014196423 A1 WO2014196423 A1 WO 2014196423A1
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WO
WIPO (PCT)
Prior art keywords
combustion chamber
piston
fuel
cavity
diesel engine
Prior art date
Application number
PCT/JP2014/064056
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English (en)
Japanese (ja)
Inventor
正純 川端
清広 下川
大 中島
森 石井
Original Assignee
日野自動車株式会社
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
Application filed by 日野自動車株式会社 filed Critical 日野自動車株式会社
Publication of WO2014196423A1 publication Critical patent/WO2014196423A1/fr

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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
    • F02B23/0696—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
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/40—Squish effect
    • 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 combustion chamber structure of a direct injection diesel engine.
  • EGR exhaust gas recirculation
  • FIG. 1 shows an example of a diesel engine equipped with a mechanism for recirculating exhaust gas.
  • the exhaust gas 2 is circulated between an exhaust passage 3 and an intake passage 4.
  • an EGR pipe 5 are connected by an EGR pipe 5, and a part of the exhaust gas 2 is recirculated together with the intake air 7 through the EGR valve 6 provided in the middle of the EGR pipe 5 and sent into the cylinder of the diesel engine 1.
  • the combustion temperature in the cylinder is lowered to reduce NOx.
  • a porous injector 8 for injecting fuel (light oil) into the cylinder is provided at the ceiling (cylinder ceiling 11) of each cylinder of the diesel engine 1, and the top surface of the piston 9 faces downward.
  • a cavity 10 is formed in the cavity 10, and fuel is injected radially from the tip of the injector 8 onto the inner peripheral surface of the cavity 10, and self-ignition is caused by a high cylinder temperature at the end of the compression stroke. Yes.
  • the injection operation of the injector 8 in the diesel engine 1 is controlled by a fuel injection command 8a from a control device 12 constituting an engine control computer (ECU: Electronic Control Unit), and compression top dead center. In the vicinity, a fuel injection command 8a is output to the injector 8 to inject fuel.
  • ECU Electronic Control Unit
  • control device 12 includes an accelerator opening signal 13 a from an accelerator sensor 13 (load sensor) that detects the accelerator opening as a load of the diesel engine 1, and a rotation sensor 14 that detects the engine speed of the diesel engine 1.
  • the rotational speed signal 14a and the like are input, and the operation state of the diesel engine 1 is constantly monitored so as to execute various engine controls.
  • 15 is a crankshaft
  • 16 is an exhaust port
  • 17 is an exhaust valve
  • 18 is an intake port
  • 19 is an intake valve.
  • the intake valve 19 and the exhaust valve 17 are driven by an engine (not shown).
  • the cam provided on the camshaft is operated to open at an appropriate timing according to the stroke of each cylinder via a push rod and a rocker arm.
  • Patent Document 1 a guide surface that forms a step at a required depth with respect to the top surface of the piston 9 at the outer peripheral portion of the opening of the cavity 10 and gradually rises toward the outer side in the radial direction and rises in a concave shape.
  • a turning portion 20 having 20a is provided, and an inlet lip portion 22 is formed at a position one step down from the top surface of the piston 9 by an inner peripheral portion of the bottom surface of the turning portion 20 and a combustion chamber wall surface portion 21 rising from the bottom surface of the cavity 10.
  • a combustion chamber structure has been proposed.
  • the inlet lip portion 22 is formed at a position one step lower than the top surface of the piston 9, so that the fuel spray F can be obtained in the majority of the injection period during low speed operation as shown in FIG. Is sprayed in the vicinity of the inlet lip 22 and distributed into the flow toward the cavity 10 and the flow toward the turning portion 20, thereby improving the bias of the fuel spray F into the cavity 10 as shown in FIG.
  • most of the fuel spray F is sprayed on the turning part 20 above the inlet lip part 22 to form an upward flow by the curved surface of the turning part 20, and the radius is sandwiched between the upward flows.
  • Vortices that are opposite to each other are generated on the inner side and the outer side in the direction, and each of these vortices allows the fuel spray F to diffuse well in the squish area S.
  • Patent Document 1 no matter how much the combustion chamber structure of Patent Document 1 is adopted, if the EGR rate is increased to a higher level than before, the amount of air is reduced accordingly, and black smoke is easily generated due to a decrease in combustibility. On the other hand, if an attempt is made to increase the EGR rate while maintaining the air amount, it is necessary to increase the supercharging pressure and the exhaust manifold pressure. As a result, the pumping loss increases and the fuel consumption deteriorates. become.
  • the present invention has been made in view of the above circumstances, and is a direct-injection diesel engine that can achieve a high EGR rate by increasing the recirculation amount of exhaust gas without causing black smoke generation or fuel consumption deterioration. It aims to provide a combustion chamber structure.
  • the present invention relates to a combustion chamber structure of a direct injection diesel engine having a cavity recessed downward on the piston top surface and injecting fuel radially from the center of the cylinder ceiling to self-ignite the cavity.
  • An inlet lip is formed at a position one step down from the top surface of the piston by the inner peripheral portion of the bottom surface of the chamber and the wall surface of the combustion chamber rising from the bottom surface of the cavity. It is characterized in that a shelf part is formed which is recessed shallower than the part and forms a step.
  • the piston descending speed is slower than the fuel injection period, so if the fuel is injected radially from the center of the cylinder ceiling into the cavity, the injection period
  • the fuel spray is sprayed near the inlet lip and is divided into a flow toward the cavity and a flow toward the turning portion.
  • the fuel spray distributed to the turning portion is the guide surface on the radially outer side.
  • the piston descending speed is high with respect to the fuel injection period, so when fuel is injected radially from the center of the cylinder ceiling into the cavity, the fuel spray is injected into the inlet lip portion at the beginning of the injection period.
  • most of the fuel spray is blown to the turning portion above the inlet lip portion and flows upward by the guide surface of the turning portion.
  • the vortices that are opposite to each other in the radial direction are generated so as to sandwich the upward flow, and these vortices diffuse the fuel spray in the squish area.
  • the flow velocity of the reverse squish flow is lower than the flow velocity during conventional high-speed operation As a result, the rate of fuel spray drawn into the squish area is reduced due to the decrease in the flow velocity of the reverse squish flow, and the tendency to locally form a fuel-rich region near the liner wall of the squish area is corrected. become.
  • the flow rate of the reverse squish flow from the center of the combustion chamber toward the squish area is high, and the reverse squish flow becomes dominant.
  • the channel cross-sectional area from the center of the combustion chamber to the squish area is increased by the shelf, the flow velocity of the reverse squish flow is lower than the conventional and the reverse squish flow causes The ratio of the fuel spray drawn into the squish area is reduced, and a fuel-rich region is less likely to occur.
  • the nozzle cone angle of the fuel injection is in the range of 140 ° to 160 °, and the depth of the shelf with respect to the piston top surface is 1% or more and 4% or less of the diameter of the inlet lip.
  • the width of the shelf in the radial direction be 3% or more and 9% or less of the diameter of the inlet lip.
  • the diffusion state of fuel spray to the squish area during low-speed operation can be greatly improved, and the vicinity of the liner wall of the squish area during high-speed operation This can also correct the tendency of fuel-rich regions to form locally, thus increasing the exhaust gas recirculation amount and increasing the EGR rate without incurring black smoke or fuel consumption. An excellent effect that it can be performed can be achieved.
  • FIGS. 5 to 12 show an example of an embodiment of the present invention, and the portions denoted by the same reference numerals as those in FIGS. 1 and 2 represent the same items.
  • the piston 9 is disposed on the outer periphery of the opening of the cavity 10 formed on the top surface of the piston 9. And forming a turn part 20 having a guide surface 20a which forms a step with a required depth with respect to the top face and gradually rises toward the outside in the radial direction and rises in a concave shape, and the bottom face of the turn part 20
  • An inlet lip portion 22 is formed at a position one step down from the top surface of the piston 9 by the inner peripheral portion of the cylinder 10 and the combustion chamber wall surface portion 21 rising from the bottom surface of the cavity 10, and the top of the piston 9 is formed on the outer peripheral portion of the turned portion 20.
  • a shelf 23 is formed in the surface, which is shallower than the turned portion 20 and forms a step.
  • the piston 9 The depth dimension h of the shelf portion 23 with respect to the top surface is set to be 1% or more and 4% or less of the diameter d of the inlet lip portion 22, and the radial width dimension L of the shelf portion 23 is the inlet lip.
  • the diameter d of the portion 22 is 3% or more and 9% or less.
  • the volume increase in the cavity 10 due to the formation of the shelf 23 is caused by the shape change of the cavity 10 below the inlet lip 22 such as by offsetting the position of the curved surface portion of the outer periphery of the bottom of the cavity 10 upward.
  • the compression ratio is adjusted so as not to change.
  • the lowering speed of the piston 9 is faster than the fuel injection period. Therefore, when fuel is injected radially from the center of the cylinder ceiling 11 into the cavity 10, as shown in FIG.
  • the fuel spray F is sprayed in the vicinity of the inlet lip portion 22 in the initial stage of the flow to distribute the flow into the cavity 10 and the flow toward the turning portion 20 (although the arrow indicating the flow of the fuel spray F is omitted in FIG. 8). 4 (see the arrow indicating the flow of the fuel spray F in FIG. 4), most of the fuel spray F is sprayed to the turned portion 20 above the inlet lip portion 22 and flows upward by the guide surface 20a of the turned portion 20.
  • the vortices that are opposite to each other in the radial direction are generated so as to sandwich the upward flow, and these vortices can diffuse the fuel spray F in the squish area S.
  • the flow velocity of the reverse squish flow R is lower than the flow velocity during conventional high-speed operation.
  • the ratio of the fuel spray F drawn into the squish area S by the reverse squish flow R is reduced, and the tendency that a fuel-rich region is likely to be locally formed near the liner wall of the squish area S is corrected. .
  • the flow rate of the reverse squish flow R from the center of the combustion chamber toward the squish area S is high, and the reverse squish flow R becomes dominant, so the fuel spray F is reversed.
  • the squish flow R tends to be drawn into the squish area S. If the cross-sectional area from the center of the combustion chamber toward the squish area S is increased by the shelf 23, the flow velocity of the reverse squish flow R is increased.
  • the ratio of the fuel spray F that is lower than the conventional squish flow R and drawn into the squish area S by the reverse squish flow R is lowered, and it is difficult to produce a fuel rich region.
  • the diffusion state of the fuel spray F to the squish area S during low speed operation can be greatly improved, and the fuel is locally supplied near the liner wall of the squish area S during high speed operation. Therefore, a high EGR rate can be realized by increasing the amount of exhaust gas recirculation as compared with the prior art without causing black smoke and deterioration of fuel consumption.
  • the nozzle cone angle of the fuel injection is defined in the range of 140 ° to 160 °
  • the depth dimension h of the shelf portion 23 with respect to the top surface of the piston 9 is 1% of the diameter d of the inlet lip portion 22.
  • the significance of the radial width L of the shelf portion 23 being not less than 3% and not more than 9% of the diameter d of the inlet lip portion 22 will be described in detail below. To do.
  • the reason why the lower limit is set to 1% is that a significant difference could not be confirmed in the range below 1% compared to the case where the shelf 23 is not formed (0%). This is because if it exceeds this, black smoke will increase remarkably especially at high speed driving (further improvement is observed at low speed driving, but it will not be improved in all driving areas) ).
  • the depth dimension h of the shelf 23 with respect to the top surface of the piston 9 is not less than 1% and not more than 4% of the diameter d of the inlet lip 22.
  • the lower limit is set to 3% because a significant difference could not be confirmed in the range below 3% as compared with the case where the shelf 23 is not formed (0%). This is because if it exceeds this, black smoke will increase significantly especially at low speed operation (high speed operation will show further improvement, but it will not improve in all operating areas) ).
  • the width L in the radial direction of the shelf 23 relative to the top surface of the piston 9 is not less than 3% and not more than 9% of the diameter d of the inlet lip 22. It is concluded that it is optimal to define the range so as to satisfy this condition, and within this range, a good black smoke reduction effect can be obtained in all operating regions.
  • the nozzle cone angle can be changed in the range of 140 ° to 160 ° in the future. It is possible.
  • the combustion chamber structure of the direct injection diesel engine of the present invention is not limited to the above-described embodiment.
  • the case of a reentrant type cavity is illustrated, but the toroidal type
  • other cavities may be used, and various modifications can be made without departing from the scope of the present invention.

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

Abstract

L'invention concerne une structure de chambre de combustion d'un moteur diesel à injection directe, dont la surface apicale d'un piston (9) comporte une cavité en retrait vers le bas (10), à l'intérieur de laquelle (10) le carburant d'auto-allumage est injecté depuis le centre d'une partie plafond du cylindre, dans une configuration radiale. Une section découpée (20) forme un gradin sur la périphérie extérieure de l'ouverture de la cavité (10), ledit gradin étant en retrait d'une profondeur prescrite par rapport à la surface apicale du piston (9), et la section découpée (20) comprend une surface de guidage (20a) qui, vers l'extérieur dans la direction radiale, augmente progressivement en hauteur puis s'élève pour adopter une forme concave. Une lèvre d'entrée (22), formée dans une position un cran au-dessous à partir de la surface apicale du piston (9), est délimitée par la section périphérique intérieure de la surface de fond de la section découpée (20) et la surface de la paroi de la chambre de combustion (21) s'élevant de la surface de fond de la cavité (10). Dans la périphérie extérieure de la section découpée (20), une section en plateau (23) est en retrait par rapport à la surface apicale du piston (9) mais pas de manière aussi profonde que le gradin de la section découpée (20) délimitant un gradin.
PCT/JP2014/064056 2013-06-06 2014-05-28 Structure de chambre de combustion d'un moteur diesel à injection directe WO2014196423A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-119470 2013-06-06
JP2013119470A JP2014238011A (ja) 2013-06-06 2013-06-06 直噴式ディーゼルエンジンの燃焼室構造

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105134370A (zh) * 2015-07-23 2015-12-09 北京理工大学 一种分卷流燃烧系统
CN106837590A (zh) * 2015-11-30 2017-06-13 卡特彼勒公司 发动机活塞
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
EP3486447A1 (fr) * 2017-11-20 2019-05-22 MAN Truck & Bus AG Piston, en particulier pour un moteur à combustion interne à gaz diesel hpdi
US10731600B2 (en) 2017-11-07 2020-08-04 Deere & Company Piston with soot reducing piston bowl
EP3690220A1 (fr) * 2019-01-29 2020-08-05 Mazda Motor Corporation Moteur à allumage par compression et procédé de commande d'un moteur à allumage par compression
CN114127401A (zh) * 2019-07-05 2022-03-01 三菱重工发动机和增压器株式会社 内燃机的活塞以及内燃机
WO2022066392A1 (fr) * 2020-09-28 2022-03-31 Caterpillar Inc. Procédé de fonctionnement de moteur et piston doté d'une cuve de combustion non rentrante et d'une rampe empêchant la formation de suie
RU2777172C2 (ru) * 2017-11-20 2022-08-01 Ман Трак Энд Бас Аг Поршень, двигатель внутреннего сгорания и транспортное средство с их применением
CN115324722A (zh) * 2022-10-14 2022-11-11 潍柴动力股份有限公司 一种燃烧系统以及气体发动机
CN116006347A (zh) * 2023-03-28 2023-04-25 潍柴动力股份有限公司 一种活塞、发动机及车辆

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6526456B2 (ja) * 2015-03-24 2019-06-05 株式会社豊田中央研究所 ディーゼルエンジン
US10619594B2 (en) 2017-03-31 2020-04-14 Caterpillar Inc. Combustion system for an internal combustion engine
JP7224765B2 (ja) * 2018-03-22 2023-02-20 三菱重工業株式会社 燃料噴射制御装置及び燃料噴射制御方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5575530A (en) * 1978-12-05 1980-06-06 Hino Motors Ltd Piston for use in direct-injection type diesel engine
JP2004190572A (ja) * 2002-12-11 2004-07-08 Yanmar Co Ltd エンジンの燃焼室
JP2007211644A (ja) * 2006-02-08 2007-08-23 Hino Motors Ltd 直噴式ディーゼルエンジンの燃焼室構造
WO2009038044A1 (fr) * 2007-09-21 2009-03-26 Yanmar Co., Ltd. Moteur diesel

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5575530A (en) * 1978-12-05 1980-06-06 Hino Motors Ltd Piston for use in direct-injection type diesel engine
JP2004190572A (ja) * 2002-12-11 2004-07-08 Yanmar Co Ltd エンジンの燃焼室
JP2007211644A (ja) * 2006-02-08 2007-08-23 Hino Motors Ltd 直噴式ディーゼルエンジンの燃焼室構造
WO2009038044A1 (fr) * 2007-09-21 2009-03-26 Yanmar Co., Ltd. Moteur diesel

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105134370A (zh) * 2015-07-23 2015-12-09 北京理工大学 一种分卷流燃烧系统
CN106837590B (zh) * 2015-11-30 2021-02-23 卡特彼勒公司 发动机活塞
CN106837590A (zh) * 2015-11-30 2017-06-13 卡特彼勒公司 发动机活塞
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
US10731600B2 (en) 2017-11-07 2020-08-04 Deere & Company Piston with soot reducing piston bowl
EP3486447A1 (fr) * 2017-11-20 2019-05-22 MAN Truck & Bus AG Piston, en particulier pour un moteur à combustion interne à gaz diesel hpdi
US10890136B2 (en) 2017-11-20 2021-01-12 Man Truck & Bus Ag Piston, in particular for an HPDI diesel/gas internal combustion engine
RU2777172C2 (ru) * 2017-11-20 2022-08-01 Ман Трак Энд Бас Аг Поршень, двигатель внутреннего сгорания и транспортное средство с их применением
EP3690220A1 (fr) * 2019-01-29 2020-08-05 Mazda Motor Corporation Moteur à allumage par compression et procédé de commande d'un moteur à allumage par compression
CN114127401A (zh) * 2019-07-05 2022-03-01 三菱重工发动机和增压器株式会社 内燃机的活塞以及内燃机
CN114127401B (zh) * 2019-07-05 2024-06-04 三菱重工发动机和增压器株式会社 内燃机的活塞以及内燃机
WO2022066392A1 (fr) * 2020-09-28 2022-03-31 Caterpillar Inc. Procédé de fonctionnement de moteur et piston doté d'une cuve de combustion non rentrante et d'une rampe empêchant la formation de suie
CN115324722A (zh) * 2022-10-14 2022-11-11 潍柴动力股份有限公司 一种燃烧系统以及气体发动机
CN116006347A (zh) * 2023-03-28 2023-04-25 潍柴动力股份有限公司 一种活塞、发动机及车辆

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